Rail vehicle and method for capturing a track gauge course

Abstract

The invention relates to a rail vehicle (1) having a vehicle frame (2) which is movable on a track (5) in a manner supported on bogies (3), wherein a first track gauge measurement system (9) for capturing a first track gauge course (V1) is arranged on the rail vehicle (1). In this case, a second track gauge measurement system (9) for capturing a second track gauge course (V2) is arranged at a distance (a, a1, a2, a3, a4) in the vehicle longitudinal direction (10), wherein both track gauge measurement systems (9) are coupled to a superordinate evaluation device (20) in which an algorithm is configured to determine an offset (Δt, Δs, Δs') of the two track gauge courses (V1, V2). This makes it possible to determine the forward movement of the rail vehicle (1) using the offset of the two track gauge courses (V1, V2).

Description

Description Rail vehicle and method for recording a track gauge profile Technical field

[0001] The invention relates to a rail vehicle with a vehicle frame that is supported on rail bogies and is movable on a track, wherein a first track gauge measuring system for detecting a first track gauge profile is arranged on the rail vehicle. The invention further relates to a method for operating such a rail vehicle. State of the art

[0002] A rail vehicle equipped with a track gauge measuring system and a method for operating the rail vehicle are known, for example, from publication AT 514667 A1. First, the positional data of a track is recorded using the measuring vehicle, and target position data is derived from this. Simultaneously, the track gauge profile is continuously recorded. Subsequent track maintenance using the tamping machine is based on the target position data, with a new track gauge measurement being performed for spatial synchronization. This process utilizes a characteristic property of the track gauge, namely a continuous, slight change along the track. By means of these irregular patterns of track gauge change, every point on the track can be identified. Description of the invention

[0003] The invention is based on the objective of improving a rail vehicle of the type mentioned above in such a way that the characteristic property of the track gauge, known from the prior art, can be used for further purposes. Furthermore, a corresponding method is to be specified.

[0004] According to the invention, these problems are solved by the features of independent claims 1 and 7. Dependent claims specify advantageous embodiments of the invention.

[0005] This involves maintaining a distance on the rail vehicle. Along the longitudinal axis of the vehicle, a second track gauge measuring system is arranged to detect a second track gauge profile. Both track gauge measuring systems are coupled to a higher-level evaluation unit containing an algorithm for determining the offset between the two track gauge profiles. Due to the characteristic profile of the track gauge, both track gauge measuring systems detect the same result data. However, the first track gauge measuring system detects the track gauge data earlier than the second track gauge measuring system, resulting in the temporal offset, or the offset in the longitudinal direction of the track. In this way, the forward movement of the rail vehicle can be determined by means of the offset between the two track gauge profiles.

[0006] In a particularly advantageous embodiment, the evaluation unit incorporates an algorithm for calculating the vehicle speed and / or distance traveled from the time difference between the two track gauge profiles and the known distance between the two track gauge measuring systems. The track gauge measuring systems thus serve as speedometers and distance meters for the distance traveled by the rail vehicle along the track. Synergies can be achieved if the track gauge measuring systems also serve other purposes, such as determining track geometry or measuring voids.

[0007] In a further advantageous embodiment of the invention, a displacement sensor (odometer) is arranged on a wheel axle, wherein the displacement sensor is coupled to the evaluation unit for verifying a measured travel path. This solution is particularly useful for existing vehicles that are already equipped with a displacement sensor and utilize the data from this sensor. By verifying the track gauge measurement system and the evaluation unit, wheel slip phases of the rail vehicle can be detected. For example, the recorded track gauge data is plotted against the travel path measured by the displacement sensor. In such an evaluation, the offset of the two track gauge profiles corresponds to the distance between the two only if The track gauge measuring systems align themselves with each other when there is no slippage between the wheels and the track. As soon as deviations are detected, the path measured by the displacement sensor is corrected accordingly.

[0008] Advantageously, each track gauge measuring system comprises two track detection units, in particular light section sensors, each designed for non-contact detection of one rail of the track. With such a non-contact system, track gauge measurement is possible even at high speeds. Mechanical systems with spreading axes or measuring sensors are generally only designed for low measuring speeds.

[0009] In a preferred embodiment, a track maintenance unit is mounted on the vehicle frame, with a distance between the unit and at least one of the track gauge measuring systems stored in the evaluation unit. This allows the position of the unit relative to the track to be precisely determined. For example, this ensures that a tamping unit is positioned exactly above a sleeper to be tamped.

[0010] Ideally, one track gauge measuring system is mounted on a front bogie and the other on a rear bogie. The mountings for both track gauge measuring systems on the two bogies can be identical, with the distance between them in the longitudinal direction of the vehicle being advantageous for determining the offset of the two track gauge profiles.

[0011] In the inventive method for operating the rail vehicle, a track gauge profile is recorded using the respective track gauge measuring system, the track gauge profiles are fed to the common evaluation unit, and an offset between the two track gauge profiles is determined by means of an algorithm implemented in the evaluation unit. Minor deviations of the two track gauge profiles due to measurement errors are disregarded. For example, the two track gauge profiles are matched and the offset is determined based on relative maximum values.

[0012] In a further advantageous development, an algorithm implemented in the evaluation unit determines the driving speed and / or the distance traveled from the time offset of the two track gauge profiles and the distance between the two track gauge measuring systems. This method extension can be used as a replacement for, or for verifying, an electromechanical distance measuring device.

[0013] A further improvement of the procedure uses the track gauge measuring systems for integrity testing by measuring a travel distance using a displacement sensor arranged on a wheel axle and checking the measured travel distance in the evaluation unit by comparing it with the offset of the two track gauge profiles.

[0014] In a beneficial extension, a work unit mounted on the vehicle frame is positioned above the track based on the offset of the two track gauges. In this way, the route detection using the track gauge measuring systems serves to improve the quality of automated or semi-automated positioning of work units on the track. Brief description of the drawings

[0015] The invention is explained below by way of example with reference to the accompanying figures. These show, in schematic representation: Fig. 1 Rail vehicle with multiple track gauge measuring systems. Fig. 2 Cross-section of the rail vehicle on a track. Fig. 3 Vehicle speed measurement with two track width measuring systems. Fig. 4 Measurement result of a displacement sensor with integrity check. Fig. 5 Measurement result according to Fig. 4 with faulty measurement of the displacement sensor. Description of the embodiments

[0016] Fig. 1 shows a rail vehicle 1 with a vehicle frame 2, which is movable on rail bogies 3 on rails 4 of a track 5. The rails 4 with a predetermined track gauge g are fastened to sleepers 7 supported in a ballast bed 6. The invention also relates to a Not shown. Slab track in which the rails 4 are fixed to a fixed concrete superstructure. For example, the standard gauge in large parts of Europe is 1435 mm. This specifies the distance between the inner edges of the rail heads of a track 5. The present invention takes advantage of the fact that the track gauge g varies within a tolerance range and in this way each section of the track 5 has a characteristic profile of the track gauge g.

[0017] In the examples with reference to Figures 1-3, the track gauge g is measured using non-contact track gauge measuring systems 9. Measuring systems comprising spreading axles pressed against the inner edges of the rails 4 or measuring sensors resting against the inner edges can also be used. According to the invention, at least two track gauge measuring systems 9 are arranged one behind the other in the longitudinal direction 10 of the vehicle. A total of seven track gauge measuring systems 9 are arranged on the rail vehicle 1 in Fig. 1.

[0018] Each of the two rail bogies 3 comprises two track gauge measuring systems 9 on a common measuring frame 11. The respective measuring frame 11 is connected to the wheel axles of the associated rail bogie 3. In this way, no spring travel of the rail bogie 3 is transmitted to the measuring frame 11, so that only lateral pendulum movements of the wheel axles need to be compensated for during track gauge measurement. Using these track gauge measuring systems 9, for example, the exact position of an inertial measurement unit 12 (IMU) attached to the measuring frame 11 relative to the respective rail 4 can be determined.

[0019] Another track gauge measuring system 9 is arranged on a measuring platform 13 in the front area of ​​the rail vehicle 1. This allows the movement of the measuring platform 13 and the sensors 14 attached to it relative to the rails 4 to be detected. Two further track gauge measuring systems 9 are attached to the vehicle frame between the two rail bogies 3 and enable the detection of movements of the vehicle frame 2 relative to the rails 4. This also allows the position of a working unit 15 (e.g., a tamping unit) arranged on the vehicle frame 2 relative to the track 5 to be detected.

[0020] Each of the track gauge measuring systems 9 comprises a track detection unit 16 for each of the two rails 4 of the track 5, as shown in Fig. 2. The respective track detection unit 16 is, for example, a light section sensor with a laser source 17 and an optical detector 18. Advantageously, both track detection units 16 are coupled to a common control unit 19. The fixed distance b between the two track detection units 16 is stored in the control unit 19. From this, the currently measured track gauge g is obtained using the measured distances bi, b2 to the respective inner edge of the rail.

[0021] At least two track gauge measuring systems 9 mounted on the rail vehicle 1 have a fixed distance a, ai, a2, as, 34 from each other in the longitudinal direction 10 of the vehicle. In Fig. 1, these are the distances ai, as of the track gauge measuring systems 9 mounted on the rail bogies 3 and the distances as, a4 of the track gauge measuring systems 9 arranged on the vehicle frame 2 and on the front measuring platform 13. The respective distances a, ai, a2, as, a4 are stored in a common evaluation unit 20.

[0022] With reference to Fig. 3, one of the rail bogies 3 with two track gauge measuring systems 9 arranged one behind the other is examined in more detail. The fixed distance a between the two track gauge measuring systems 9 is stored in a common evaluation unit 20. The front track gauge measuring system 9 measures the track gauge g at a first measuring point 21 of the track 5, and the rear track gauge measuring system 9 measures the track gauge g at a second measuring point 22 of the track 5. Due to the tolerance range of the track gauge g, these two measurement results differ slightly from each other.

[0023] During a forward movement of the rail vehicle 1, each track gauge measuring system 9 records a track gauge profile Vi, V2 over a travel time t or over a distance s. The diagram in Fig. 3 shows the respective track gauge profile Vi, V2 over the travel time t. Because both track gauge measuring systems 9 measure the same track 4 immediately one after the other, two approximately identical track gauge profiles Vi, V2 result with a time offset At. The one from the front system is shown. The track gauge profile Vi, recorded by track gauge measuring system 9, is shown with a solid line. The track gauge profile V2, recorded by the rear track gauge measuring system 9, is shown with a dotted line, shifted by the time offset At in the direction of the time axis t.

[0024] The current time offset At is calculated using an evaluation algorithm in the evaluation unit 20. For example, a local maximum or minimum of the first track gauge profile V1 is registered, and the time interval until the occurrence of the same local maximum or minimum of the second track gauge profile V2 is recorded as the offset At. Using the distance a between the track gauge measuring systems 9, the current speed of the rail vehicle 1 is subsequently calculated by the evaluation unit 20: v = a / At. The distance traveled s is obtained by integrating the speed.

[0025] In an extension of the invention, the rail vehicle 1 comprises an odometer 23 arranged on a wheel axle of one of the rail bogies 3. Typically, an encoder is attached to one end of the wheel axle. The odometer 23 serves as a displacement sensor for various functions of the rail vehicle 1. For example, the rail vehicle 1 is configured as a measuring car or as a tamping machine with a tamping unit 15. In both cases, the odometer 23 serves to determine the machine's lead time. Other measuring devices arranged on the rail vehicle 1 are compared with the data from the odometer 23. The resulting data is thus the product of sensor fusion.

[0026] This also applies to the track gauge measuring systems 9. In this way, the continuously recorded track gauge data are plotted against the distance s measured by the odometer 23. Corresponding diagrams are shown in Figures 4 and 5. The track gauge profile V1 recorded by the front track gauge measuring system 9 is again shown as a solid line. The track gauge profile V2 recorded by the rear track gauge measuring system 9 is shown with a dotted line.

[0027] Due to the track width measurement over the path s, the two track width profiles Vi and V2 exhibit a constant offset regardless of the vehicle speed, provided the path measurement functions correctly. This is This is the case in Fig. 4. Specifically, the offset As of the two track gauge profiles Vi, V2 corresponds to the distance a between the two track gauge measuring systems 9.

[0028] Advantageously, the measurement of the track gauge profiles Vi, V2 over the path s is used for the continuous verification of the distance measurement. In this way, slippage of the wheel axle on which the odometer 23 is mounted is detected and subsequently compensated for. Fig. 5 shows a diagram by which slippage of the wheel axle used for distance measurement is detected. In a path segment s1, the two track gauge profiles Vi, V2 exhibit an offset As' that is significantly larger than the distance a between the two track gauge measuring systems 9.

[0029] The current offset As, As' is determined as before in the evaluation unit 20 using an evaluation algorithm based on local minima or maxima of both curves Vi, V2. As soon as a current offset As occurs outside a tolerance range around the distance a, the displacement measurement data provided by the odometer 23 are compensated accordingly. In the present example, the measurement result recorded by the odometer 23 in the area s1 is shortened by the difference between the distance a and the erroneous offset As'.

[0030] In another method, the two track gauge profiles Vi and V2 are superimposed and compared over the distance traveled s. If the measured track gauge profiles Vi and V2 correspond to the expected location – which is known – then odometer 23 has functioned correctly over this distance.

[0031] In this way, continuous monitoring of the odometer 23 or a captured encoder signal is possible, ensuring that any slippage is detected and process reliability is increased. Furthermore, wheel wear on the rail bogie 3 equipped with the odometer 23 can be detected by evaluating the measured track gauge profiles Vi, V2. The evaluation unit 20 recursively determines the reduction in wheel diameter associated with wheel wear and automatically adjusts the odometer 23 accordingly.

[0032] The arrangement of several track gauge measuring systems 9, in an improved configuration, facilitates calibration. In a first step, one of the track gauge measuring systems 9 is precisely calibrated at a track location, for example, using a calibration rod. Subsequently, the rail vehicle 1 is set in motion, and the calibration of the other track gauge measuring systems 9 is performed automatically. As soon as each track gauge measuring system 9 is at the same track location, the measured values ​​are compared with the measurement results of the previously precisely calibrated track gauge measuring system 9.

Claims

Patent claims 1. Rail vehicle (1) with a vehicle frame (2) supported on rail bogies (3) and movable on a track (5), wherein a first track gauge measuring system (9) for detecting a first track gauge profile (Vi) is arranged on the rail vehicle (1), characterized by the fact that a second track gauge measuring system (9) for detecting a second track gauge profile (V2) is arranged at a distance (a, ai, a2, as, 34) in the longitudinal direction (10) of the vehicle, and that both track gauge measuring systems (9) are coupled to a higher-level evaluation unit (20) in which an algorithm for determining an offset (At, As, As') of the two track gauge profiles (Vi, V2) is provided.

2. Rail vehicle (1) according to claim 1, characterized in that an algorithm for calculating a travel speed and / or a distance traveled (s) is provided in the evaluation device (20) from the time offset (At) of the two track gauge profiles (Vi, V2) and the known distance (a, ai, a2, as, 34) of the two track gauge measuring systems (9) to each other.

3. Rail vehicle (1) according to claim 1 or 2, characterized in that a displacement measuring sensor (23) is arranged on a wheel axle and that the displacement measuring sensor (23) is coupled to the evaluation device (20) for checking a measured travel distance (s).

4. Rail vehicle (1) according to one of claims 1 to 3, characterized in that each track gauge measuring system (9) comprises two track detection units (16), in particular light section sensors, each of which is designed for non-contact detection of a rail (4) of the track (5).

5. Rail vehicle (1) according to one of claims 1 to 4, characterized in that a working unit (15) for processing the track (5) is arranged on the vehicle frame (2) and that a distance (c) between the working unit (15) and at least one of the track gauge measuring systems (9) is stored in the evaluation unit (20).

6. Rail vehicle (1) according to one of claims 1 to 5, characterized in that one track gauge measuring system (9) is arranged on a front rail bogie (3) and the other track gauge measuring system (9) is arranged on a rear rail bogie (3).

7. Method for operating a rail vehicle (1) according to one of claims 1 to 6, characterized in that a track gauge profile (Vi, V2) is detected by means of the respective track gauge measuring system (9), that the track gauge profiles (Vi, V2) are supplied to the common evaluation unit (20) and that an offset (At, As, As') of the two track gauge profiles (Vi, V2) is determined by means of an algorithm set up in the evaluation unit (20).

8. Method according to claim 7, characterized in that a driving speed and / or a distance traveled (s) is determined from the time offset (At) of the two track width profiles (Vi, V2) and the distance (a, ai, a2, as, 34) of the two track width measuring systems (9) to each other by means of an algorithm set up in the evaluation device (20).

9. Method according to claim 7 or 8, characterized in that a travel distance (s) is measured by means of a displacement measuring sensor (23) arranged on a wheel axle and that the measured travel distance (s) is checked in the evaluation device (20) by comparison with the offset (At, As, As') of the two track width profiles (V1, V2).

10. Method according to one of claims 7 to 9, characterized by the fact that a working unit (15) arranged on the vehicle frame (2) is positioned over the track (5) on the basis of the offset (At, As, As') of the two track gauge profiles (Vi, V2).

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