A METHOD FOR MEASURING AND DISPLAYING THE TRACK GEOMETRY OF A TRACK SYSTEM

Abstract

A method for measuring and displaying the track geometry of a track system uses a track-driveable permanent-way machine, comprising a control measurement system measuring the track position to be corrected before a lifting and lining device, an acceptance measurement system measuring the corrected track position after it, and output units displaying the measured values. The lifting and lining device is controlled depending on the measured values of the control measurement system and the acceptance measurement system to achieve a specified target track geometry. A three-dimensional position image is calculated from the curvature image (k.sub.(s)), longitudinal level image (h.sub.(s)) and superelevation image (u.sub.(s)) of the target track geometry, put into a perspective display, and displayed by the output unit, supplemented by measured error curves for track parameters of track direction, superelevation, twist, and longitudinal level.

Claims

1. A method for measuring and displaying the track geometry of a track system using a track-driveable permanent-way machine, having a control measurement system measuring a value of the track position to be corrected before a lifting and lining device, an acceptance measurement system measuring a value of the corrected track position after the lifting and lining device, and associated output units displaying the measured values, said method comprising: controlling the lifting and lining device depending on the measured values of the control measurement system and the acceptance measurement system so as to achieve a predetermined target track geometry including a curvature image, a longitudinal level image and a superelevation image; first calculating a three-dimensional position image from the curvature image, longitudinal level image and superelevation image of the target track geometry, putting the three-dimensional position image into a perspective display so as to form a perspective position image, and displaying the perspective position image using the output unit, and supplementing the perspective position image by measured error curves for track parameters including track direction, superelevation, twist, and longitudinal level.

2. A method according to claim 1, wherein synchronization points are assigned to the target track geometry, and said synchronization points are displayed at respective positions of the perspective display of the track progression, wherein once the permanent-way machine reaches the synchronization points a synchronization of actual synchronization points on the track system is carried out with virtual synchronization points of the perspective display.

3. A method according to claim 1, wherein a position of the permanent-way machine in a display of the output unit and current error values are displayed continuously with continued travel of the machine.

4. A method according to claim 1, wherein a progression of residual errors is precalculated based on the measured error curves and performed control interventions and is displayed on a display of the output unit.

5. A method according to claim 1, wherein the track position before the permanent-way machine is recorded with an image recording device, a position of the rails is calculated with image evaluation, and the calculated position of the rails and the target track geometry are displayed in perspective in the perspective position image.

6. A method according to claim 1, wherein synchronization points before the permanent-way machine are recorded with an image recording device and are inserted into the perspective image from a preselectable approach for synchronization.

7. A method according to claim 1, wherein the progression of the deviations of the track position from the target position to be corrected is calculated, that trends are calculated and are displayed on the output unit so as to ensure the adherence to tolerances by taking timely action on the lifting and lining devices.

8. A method according to claim 1, wherein corrections of the calculated deviations of the track position to be corrected from the target position before the lifting and lining device are carried out by a control system of the lifting and lining device.

9. A method according to claim 1, wherein the perspective image is projected via a head-up projector onto a front windscreen of the permanent-way machine or displayed using data goggles.

10. A method according to claim 1, wherein the perspective image is transmitted via a radio data line to a control center spatially remote from an operating location of the permanent-way machine that monitors progress of the method.

11. A method according to claim 10, wherein the control center remotely controls the method.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The subject matter of the invention is shown in the drawings by way of example, wherein:

[0021] FIG. 1 shows a monitor display of a target curvature image, a superelevation image and a longitudinal inclination image as well as the synchronisation points according to the prior art;

[0022] FIG. 2 shows an illustration of a screen image of a measurement recording after completed maintenance work according to the prior art;

[0023] FIG. 3 shows a perspective view in accordance with the invention of the track geometry, the remaining track errors and the synchronisation points;

[0024] FIG. 4 shows a landscape view of a track position in a layout plan with asymmetric cord measurement;

[0025] FIG. 5 shows an illustration of a track system in a layout plan with indication of the curvature radius, track curve angle and the adjoining tangent;

[0026] FIG. 6 shows an illustration of the composition of the three-dimensional display coordinates consisting of the layout plan, height position and superelevation, and

[0027] FIG. 7 shows a detailed view of the composition of the three-dimensional display coordinates consisting of the layout plan, height position and superelevation.

DESCRIPTION OF THE PREFERRED EMBODIMENT

[0028] FIG. 1 shows a schematic monitor display A of a track geometry computer according to the prior art by way of example. The first column 1 shows the stationing in kilometres of the arc length. The next column 2 shows the progression of the so-called curvature image k(s). The curvature 5 corresponds to the reciprocal value of the track radius 1/R.sub.i. In order to ensure that no excessive jerk is produced when a train travels from straight tracks into a track curve, so-called transition curves are implemented. The simplest form of the transition curve is the linear transition curve, in which the curvature increases continuously with the arc length until it has reached the curvature which corresponds to the track radius. The following applies to the progression of the curvature of the linear transition curve:

[00002]$k=\frac{s}{L}.Math.\frac{1}{R}$$f.Math.\stackrel{\mathrm{.Math.}}{u}.Math.r.Math..Math.k=0$$\mathrm{bis}.Math..Math.k=\frac{1}{R}$

[0029] In the layout plan, the linear transition curve represents a clothoid. In addition to this transition curve, there are also other embodiments such as the so-called Bloss transition curve, with a progression of the curvature according to the equation:

[00003]$k=3.Math.{\left(\frac{s}{L}\right)}^2-2.Math.{\left(\frac{s}{L}\right)}^3$

[0030] Cosine-shaped or sinusoidal as well as biquadratic (Helmert) transition curves and other shapes are known. It is a general property thereof that analytical methods cannot be applied for determining Cartesian coordinates for the layout plan, but approximation methods or numerical methods must be used instead. The display of the curvature over the arc length k(s) requires double integration for the representation in a Cartesian coordinate system.

[0031] The next column 3 shows the progression of the superelevation 6 u(s). The superelevation is usually stated in millimetres. It is the dimension by which the outer curved rail is laid in a lifted manner in relation to the inner track curve as a reference.

[0032] The last column 4 shows the longitudinal inclination image h(s) 7, which is also indicated as a curvature image. Since the inclinations in railways are relatively small, no transition curves are necessary for the longitudinal level. Mostly, only very low vertical curves of the transition occur from one inclination to another, or none at all. Column 1 also displays synchronisation points on the main curve points 15 or for special points such as for bridges 34 or switches 34 in form of symbols. The position of the machine 22 is illustrated in the geometry during the work as a horizontal line.

[0033] FIG. 2 schematically shows the monitor screen B of a digital recorder of the geometric track position according to the prior art after the track-position correction work. The lowermost line 1 shows the stationing in kilometres (arc length). The uppermost line 8 shows the progression of the measured arrow height (direction) and the permissible tolerances 14 around said measured value. If these tolerances are exceeded, the machine operator is warned via a signal. The second line 9 from above represents the progression of the measured superelevation and the tolerance lines. There is an overshoot in the downward direction in 16. In this case, the machine must retract and correct this region again until the tolerances match. The third line from above 10 shows the progression of the longitudinal level of the tolerance lines. An overshoot is present in 12 in this case too. Finally, a quantity derived from the superelevation, i.e. the twist, is represented in the fourth column from above 11. The twist is a quantity which due to its relevance for safety against derailment is especially safety-critical. The illustrated overshoot in 13 requires reprocessing by the tamping machine. The position of the perpendicular line 28 represents the position of the current measurement recording.

[0034] FIG. 3 shows the perspective image of machine guidance in accordance with the invention. The aforementioned two monitor images for the track position computer A and the acceptance recorder B in curvature images over the arc length are integrated in an image in form of a perspective illustration. A three-dimensional position image is calculated from the target track geometry default values, the curvature image k.sub.(s), 2, longitudinal level image h.sub.(s), 4, and superelevation image u(.sub.s), 3 of the target track geometry. The three-dimensional position image 19 is brought to a perspective view and is displayed with the output unit. Furthermore, the perspective position image is supplemented by the measured error curves for the track parameters of track direction 39, superelevation 23, twist 49 and longitudinal level 20. A spatial target curve is calculated in Cartesian coordinates and it is converted into a perspective view and presented. 19 shows the calculated track of the target position of the track. 29 symbolically displays the working position of the machine. 28 shows the current position of the permanent-way machine. 22 shows the position of the recording of the recorder. 20 shows the deviation of the longitudinal level from the target track height position. 21 shows the current last deviation. The value of this deviation is indicated in field 40. 31 shows the predicted value which would be obtained by the correction. Line 44 shows the previously calculated progression in the event of manual action of the machine operator via the compensation potentiometer. In the automatic mode, the computer would calculate and carry out the necessary correction itself. 48 shows the permitted limit values for the measured acceptance parameter. R stands for the deviation of the track lining position in mm, H for the deviations of the height position in mm, u for the deviation of the superelevation in mm, and % o for the permissible limit value of the twist in per mil. The line 39 indicates the horizontal track position deviations relating to the target curve of the track. The deviation present at the current measurement point is output in 38 in numerical values. 43 indicates the progression of the previously calculated curve in a manual or automatic correction. The previously calculated value of the deviation is indicated in 37. 23 represents the deviation of the superelevation. The angle of the hatched area indicates whether it is an upward or downward superelevation error. The adjoining 50 represents the current deviation in numerical values. 24 represents the superelevation as a symbol. Since it concerns a left curve, the right rail is superelevated. The deviation of the track lining position is always shown in the rail that is on the outside in the curve and the longitudinal level on the rail that is on the inside of the curve because it is the reference rail for the height. 42 is the predicted curve of the development of the superelevation error at respective manual or automatic correction. 35 is the value which would presumably be obtained during the subsequent measurement. 27 is the current deviation of the superelevation at the measuring point. 49 represents the deviation curve of the twist. 25 is the symbol for the twist. 26 is the current deviation at the measuring point. 45 is the previously calculated curve of the manual or automatic corrective action. 33 is the value which would be obtained with the current corrective values at the working point. One of the signs 17 appears upon exceeding one of the limit values of the acceptance curves or if the progression of the acceptance curves is satisfactory. The symbol to the right would indicate a flawless progression, the middle one would represent an impermissible exceeding of the tolerances, while the one on the left would indicate that the trend of the deviation indicates an imminent exceeding of the limit values. 36 indicates the synchronisation points of the main curve points. Other potential synchronisation points such as a bridge 34 or a switch 41 are illustrated in an “expressive” manner. 32 shows the horizon. If the machine, apart from a preset threshold value, approaches a synchronisation point (e.g. 5 m), a visual and/or acoustic warning is made and the image of the synchronisation point video camera is displayed in 30. The synchronisation occurs by the machine operator by means of the video image or by inspection from the window manually via a push button. The synchronisation points are usually marked on the rail. If the front tension carriage is precisely above the synchronisation point, synchronisation is carried out. From a perspective view, the image C is shown from a slight bird's eye perspective, with a vanishing point in infinity common to both rails. The progression of the rails is only calculated and displayed up to a finite length (e.g. 50 m).

[0035] FIG. 4 shows an arc 46 in a layout plan. So-called arrow height measurement methods are commonly used in permanent-way machines for measuring the track position. A cord (a, b) of length I=a+b is guided on the rail via measuring carriages along the arc (arc length s). 47 shows a track error. The calculated target arrow height f.sub.ab is compared by the machine with the measured arrow height f′.sub.ab. This leads to the deviation F which is compensated by the machine by respective lining. Asymmetric cords with section lengths a and b are usually used. The arrow height is then obtained from

[00004]$f=\frac{a.Math.b}{2.Math.R}$

[0036] FIG. 5 schematically shows an arc 46 in the plan view (x, y coordinates) and the correlation between arc angle φ and radian measure s. The following mathematical correlations apply to the calculation of the coordinative illustration:

[00005]$\varphi \left(s\right)=\int \frac{1}{\rho \left(s\right)}.Math.\mathrm{ds}=\int k\left(s\right).Math.\mathrm{ds}$$\mathrm{dx}=\cos .Math..Math.\varphi \left(s\right).Math.\mathrm{ds}$$\mathrm{dy}=\sin .Math..Math.\varphi \left(s\right).Math.\mathrm{ds}$$x={\int }_{s.Math..Math.1}^{s.Math..Math.2}.Math.\cos .Math..Math.\varphi \left(s\right).Math.\mathrm{ds}={\int }_{s.Math..Math.1}^{s.Math..Math.2}.Math.\cos .Math.\left\{{\int }_{s.Math..Math.1}^{s.Math..Math.2}.Math.k\left(s\right).Math.\mathrm{ds}\right\}.Math.\mathrm{ds}$$y={\int }_{s.Math..Math.1}^{s.Math..Math.2}.Math.\sin .Math..Math.\varphi \left(s\right).Math.\mathrm{ds}={\int }_{s.Math..Math.1}^{s.Math..Math.2}.Math.\sin .Math.\left\{{\int }_{s.Math..Math.1}^{s.Math..Math.2}.Math.k\left(s\right).Math.\mathrm{ds}\right\}.Math.\mathrm{ds}$

[0037] Since the integrals are usually not analytically solvable, they are calculated numerically. k(s) represents the curvature progression in the layout plan. Procedure is carried out analogously for the height position; the height progression is mapped onto the y, z plane. The superelevation can be calculated directly (because stated as u(s)) and can be added to the Z axis of the reference rail (which is always the rail on the outside of the curve). The rails have the distance d (d=track gauge, normal gauge=1435 mm).

[0038] FIG. 6 shows how the three-dimensional progression of the rails can be calculated from the layout plan (in the x, y plane), the vertical plan view (y, z plane), the superelevation u and the track gauge d.

[0039] FIG. 7 represents the assembly in detail. A calculated point (P.sub.i,o) with the coordinates (x.sub.i, y.sub.i) in the x, y plane is supplemented by the z coordinate from the vertical plan view to form the three-dimensional point P.sub.i,1 with the coordinates (x.sub.i, y.sub.i, z.sub.i). Since it concerns a right-hand arc, the superelevation u must be entered on the left rail. The point P.sub.i,2 with the coordinates (x.sub.i, y.sub.i, z.sub.i+u.sub.i) is obtained. The track gauge d is deducted perpendicularly (−1/k.sub.si) on the tangent t (ascending gradient k.sub.si) in the layout plan. This leads to the point P′.sub.i,0 with the coordinates (x′.sub.i, y′.sub.i). In order to obtain the three-dimensional point P′.sub.i,1, the z coordinate is supplemented to form the coordinates (x′.sub.i, y′.sub.i, z′.sub.i). In the event of precise calculation, the superelevation (on the outside curve) is not perpendicular to the x, y plane but slightly oblique (maximum approx.)6°. This deviation F′ is irrelevant for the perspective illustration and is therefore disregarded.