Method for locating a point p in a railway section in a relative manner

Abstract

The invention relates to a method for locating a point P in a railway section in a relative manner by measuring the section length IP starting from a point P1, wherein the railway section comprises a first sub-section (1) which can be changed and a subsequent second sub-section (2) which cannot be changed; the first sub-section (1) extends from said point P1 to a point P4; the second sub-section (2) extends starting from point P4 and comprises the point P to be located; and the point P(t1) is located in a relative manner at a point in time t1 by measuring the section length IP(t1) starting from point P1. A change in the first sub-section (1) is ascertained, and the changed section length IP(t2) between point P1 and point P is ascertained at a point in time t2, the position of point P being ascertained in a relative manner at the point in time t2.

Description

[0001] Method for the relative location of a point P on a railway line

[0002] The invention disclosed below relates to a method according to the preamble of claim 1.

[0003] The invention disclosed below relates to a method for the relative positioning of a point P on a railway line by measuring a line length IP from a fixed point PI. Such methods of relative positioning are known in the art and require no further explanation.

[0004] The point PI or a further point in front of the point PI in the direction of travel can be the point of origin of this relative positioning.

[0005] The following discussion is based on the simplification that point PI is the origin and thus a rigid and immovable point. Due to its nature, point PI can be a rigid and immovable point in the railway network z for at least a period of time, which period includes a first time t1 mentioned below and a similarly mentioned time t2.

[0006] The methods known from the prior art for the relative location of the same point on a railway line at a first time t1 and at a second time t2, which second time t2 is different from the first time t1 and takes place after the first time t1, are limited to the fact that the railway line between the point PI and the point P does not undergo any change with respect to the line length IP measured between the point PI and the point P. This limitation is explained in the following description of the figures with reference to figures.

[0007] To support the disclosure of the method according to the invention, the following is defined: The railway line to be considered comprises a first section and a second section following the first section. The first section has a first section length 11 (tl) at a time t1 and a first section length 11 (t2) at a time t2, wherein the first section length 11 (tl) and the first section length 11 (t2) are different; between the first time t1 and the second time t2, the first section undergoes a change which is not to be specified here and which also changes the length of the first section. Such a change to the first section can be caused, for example, by a reconstruction of the railway line in the first section.

[0008] The disclosure of the method according to the invention is further based on the definition that the first subsection extends from the point PI (origin point) to a point P4.

[0009] To support the discussion, the following is defined: In contrast to the variable first sub-section, the second sub-section is, by definition, unchanging in its length. The second sub-section has similar second sub-section lengths 12 ( t 1 ) = 12 ( t2 ) at a time t1 and at a time t2. The term similar sub-section lengths 12 ( t 1 ) = 12 ( t2 ) is to be understood in such a way that a change in the second sub-section lengths 12 is not measurable and / or has no influence on a sufficiently accurate relative location of the point P.

[0010] The second subsection can thus be a subsection that is unchanging between the first point in time and the second point in time.

[0011] By definition, the second subsection extends from point P4. The second subsection includes point P4 and point P.

[0012] A point or points can be track elements that can be clearly identified by measuring sensors, such as a mast, a sleeper, or a fastening. A track element preferably extends in plan view as a point or at an angle, particularly at right angles to a track direction, so that a point on the track can be clearly identified by the track element.

[0013] The method is based on the observation of multiple points. The points can be defined by different track objects or by recurring track objects such as sleepers or masts.

[0014] According to the state of the art, a P(tl) is relatively located at a first time tl from the point PI by measuring the line length IP(tl) from the point PI as the origin. The line length IP(tl) comprises the first subsection length 11 (tl) and a subsection length 12P(tl) of the second subsection 2 (tl).

[0015] A point of origin for a relative location is an unchanging and rigid point. Accordingly, the point PI is used as the point of origin in the method according to the invention as an unchanging and rigid point. The first subsection length 11 (t1) is known at the first time t1. Furthermore, the second subsection length 12P is known at the first time t1. Since the second subsection is defined as unchanging, 12P=12P (t1) =12P (t2) applies.

[0016] The first partial section length 11 (tl) at the first time and the second partial length IP are used as known parameters in the procedure described below.

[0017] If the first section were to change between the first time t1 and the second time t2 with regard to its section length 11, the user would not locate the same point P when measuring the section length 11 (t1) measured at the first time t1 at a second time; then P=P (t1) =P (t2) would not hold. The user would have to take the changed section length 11 (t2) into account to locate point P at time t2. However, no methods are known according to the state of the art that allow the changed section length 11 (t2) to be taken into account for a relative location of a point P(t2) at a time t2.

[0018] W02019091681

[0012] merely discloses the usefulness of updating the measurement data of a railway network at predetermined time intervals. This is by no means a satisfactory technical solution for locating the point P(t1) at a first time t1 or P(t2) at a second time t2. The method according to the invention allows the location of the same point P(t1)=P(t2) without taking predetermined time intervals into account. The document W02022011408 is an earlier patent application by the applicant and describes a method for creating a database for recording various objects on a railway line, wherein first and second measured values ​​are created using an absolute and relative coordinate reference system, respectively. Thus, a point C is located relatively between two fixed points A and B. The measurement location C is described using a relative coordinate system using a first determined measured value.By means of second measured values ​​based on an absolute coordinate system, which describe a first distance 1 between the points A and B at a time t and an alternative distance 1 ' at a time t ', the measured values ​​can be converted and subsequently compared or assigned.

[0019] Document W02020246890 discloses a track monitoring system in which a processor updates track geometry data acquired during passing based on the geographically referenced position of the rail. A laser imaging unit determines the position of the rail and its surroundings relative to the track monitoring system.

[0020] From document US2006058957 a system and method is known according to which in a rail system with an integrated positioning system it can be calculated with path vectors in the case of possible path branches which alternative path the rail vehicle has taken.

[0021] The cited documents W02022011408, W02020246890, and US2006058957 neither conflict with the subject matter of the application described below in any way that would be detrimental to novelty, nor do they suggest the invention. According to the invention, this is achieved by claim 1 or claim 2.

[0022] The solution disclosed in independent claim 1 provides that the first partial section length 11 (t2) is measured at the second time with the measuring means, wherein, for an unchanging point P4, a change in the first partial section is determined by comparing the first partial section length 11 (t1) at the first time t1 and the second partial section length 11 (t2) at the second time t2, wherein the distance length lP(t2) between the point PI and the point P is determined at a second time t2 by summing the first partial section length 11 (t2) at the second time t2 and the second partial length 12P, so that the position of the point P at a time t2 can be determined relatively by measuring the distance length lP(t2) with the measuring means from the point PI, so that a measured value m(t1) determined at the time t1 at the point P(t1) corresponds to a measured value m(t2) determined at the time t2 at the point P(t2). is attributable.

[0023] This embodiment of the method according to the invention presupposes that point P4 is an immovable and rigid point due to its nature. Point P4 can, for example, be a point on a switch or an immovable structure or an immovable, natural object. Examples are given in the introduction to the description of the properties due to which point P1 is a rigid and immovable point in the railway network. These explanations are also applicable to point P4. In addition to or alternatively to the above description, a tunnel, a building, or a railway crossing is presented as an example of an immovable structure. An immovable, natural object can, for example, be a river or, in general, an object defined by natural parameters.

[0024] The point PI is therefore included in the method according to the invention as an immovable and rigid point.

[0025] The first sub-section extends between point PI and point P4. The second sub-section extends from point P4; the second sub-section comprises point P4 and the point P to be located. Since points PI and P4 are rigid and immovable points in the embodiment of the method according to the invention discussed here, the first sub-section and the start of the second sub-section - viewed in the direction of travel - are predetermined. A change in the first sub-section length 11 (t2) present at the second time in comparison to the first sub-section length 11 (t1) present at the first time can be determined by determining the first sub-section length 11 (t1) at the first time t1 and the first sub-section length 11 (t2) at the second time t2.Preferably, the first section extending between the point P1 and the point P4 is measured at predetermined intervals with a measuring device such as, for example and not limited to, a measuring carriage or a measuring wheel, and thus the first section length 11 is determined at the predetermined times t1 and t2.

[0026] In a first method step, only a change in the first partial section length 11 can be determined. Suitable measuring methods are used to determine that 11 (t1) V11 (t2) applies. In a second method step, the first partial section length 11 (t2) can be determined at the second time.

[0027] Such a division of the process steps can allow for efficient use of the measuring equipment. While no particular measurement accuracy is required for the aforementioned first process step, in the second process step, the first subsection length 11 (t2) must be determined with sufficient accuracy at the second time point to allow a sufficiently precise location of point P at the second time point.

[0028] A relative location of point P(t2) is possible by measuring the distance lp(t2) between PI and P(t2). The distance lp(t2) is the sum of the measured first section length 11(t2) at time t2 and the second partial length P2P.

[0029] The embodiment of the method according to the invention claimed in claim 1 is based on the fact that the point P4, in particular the position of the point P4, is known as an immovable and rigid point and is included as such a point in the method according to the invention.

[0030] The embodiment of the inventive method claimed in claim 2 is based on the fact that point P4, in particular the position of point P4, is unknown as a rigid and immovable point. Part of the inventive method is that variable points, in particular the position of the variable points, as well as the fixed and fixed points, in particular the position of the fixed and fixed points, are determined from a plurality of points.

[0031] Within the scope of the disclosure of the invention, a point is considered to be a point that is invariable with respect to its absolute or relative position if this point is not recognized as a variable point. The method according to the invention only recognizes points that are variable with respect to their absolute and / or relative position and invariable points that are variable with respect to their absolute and / or relative position.

[0032] The solution defined by claim 2 is characterized in that a change in the first subsection is determined by a change in the position of a point P2 and / or the position of a point P3 of the first subsection, wherein the first subsection length 11 (t2) at the second time is calculated as the length 12 of a spline extending through the point PI and the point P4 as well as through the point P2 or P3 or the second subsection length 11 (t2) is measured at the second time with the measuring device, wherein a path length lP (t2) between the point PI and the point P at a time t2 is determined by summing the subsection length 11 (t2) and the second subsection length 12P, wherein the position of the point P at a time t2 can be determined relatively by measuring the path length lP (t2) with the measuring device from the point PI,such that a measured value m ( tl ) determined at the point P at the time t1 can be assigned to a measured value m ( t2 ) determined at the point P at the time t2 .,

[0033] A plurality of points on the railway line can be observed at the first time t1 and at the second time t2. By way of example, in claim 2 and in the above explanation, the points P1, P2, P3, and P4, as well as the point to be located relative to the track, are specified.

[0034] From the definition of the subsections, it follows that points PI and P4 are rigid and immovable points. From the multitude of observed points, a person skilled in the art can determine and identify points PI and P4 as rigid and immovable points. In particular, a person skilled in the art determines and identifies points PI and P4 as points with an immovable and rigid position.

[0035] A person skilled in the art can determine points P1 and P4 as immutable points based on their nature or definition. The immutable points can be defined, for example, by an immutable, particularly immovable, element such as a switch point, an immovable building, etc.

[0036] A person skilled in the art can determine points as immutable points and recognize them as such if the person skilled in the art does not detect any change in the points relative to other immutable points, such as reference points of a coordinate system, using prior art measurement methods. A person skilled in the art can determine points as immutable points and recognize them as such if the person skilled in the art detects any change in the points relative to other immutable points, such as reference points of a coordinate system, using prior art measurement methods.

[0037] For example, the expert can determine the absolute coordinates of a point using GPS or GNSS.

[0038] A person skilled in the art can determine the relative coordinates of a point by measuring it relative to at least one other point. A person skilled in the art can locate a point by measuring the distance relative to another point, such as a starting point or an end point of a railway line.

[0039] The person skilled in the art can combine the methods for determining the absolute and relative coordinates and thus the coordinate information.

[0040] The expert can determine the coordinates at two different times and thus determine whether the located point is a variable or an unchanging point.

[0041] The person skilled in the art can locate a large number of points on a railway line at two different times and, by changing the coordinates of the points, determine whether a located point is a variable point or a fixed point within the meaning of the above definition.

[0042] The person skilled in the art can further determine and identify from the multitude of observed points the points P2 and P3 as variable points and thus as points with a variable position.

[0043] The person skilled in the art can determine a large number of points on a railway line at different times, which means that the person skilled in the art is faced with the task of dividing the large number of points into fixed points and variable points.

[0044] The skilled person compares the coordinates of the plurality of points at different times. Points with the same coordinate or with a coordinate change within a tolerance range are considered fixed points and, as such, are included in the method according to the invention. Points with a coordinate change outside the tolerance range are considered variable points.

[0045] The expert can define the tolerance range based on the accuracy of the measuring system used. For example, when using GPS to determine the coordinates of a point, a tolerance of + / - 2.5 cm is reasonable, since a GPS system has an inaccuracy of 5.0 cm.

[0046] The person skilled in the art can define first sub-areas and second sub-areas as subsequent sub-areas of a railway line depending on the fixed points and the variable points.

[0047] The determination of point PI as an immovable and rigid point, in particular the position of this point, can be omitted if PI is the origin point. Typically, an origin point is included in a method such as the method according to the invention as a known point with a known position.

[0048] By determining the points P1, P2, P3, and P4, the user defines the first and second sections. By definition, the first section is the changing section, which therefore includes the changing points P2 and P3. The second section, on the other hand, is the non-changing section, which therefore does not contain any changing points.

[0049] The determination of the points and sub-sections also includes the identification of the points or sub-sections as such, so that this information of the points or sub-sections can be used for the subsequent procedural steps.

[0050] In order to be able to locate point P relatively by measuring a distance from point PI, the distance lP ( t2 ) from point PI to point P is determined at the second time t2 . The distance lP ( t2 ) comprises the first partial section length 11 ( t2 ) at the second time and the second partial length 12P = 12P ( t 1 ) = 12P ( t2 ).

[0051] The user can calculate the first sub-section length 11 ( t2 ) using common theory as the length of a spline extending through the points P1, P4 and P2 and / or P3. The user takes the geometric boundary conditions into account when doing so. One possible boundary condition is that the railway line does not have any bends, particularly in the transition between the first sub-section and the second sub-section. In other words, the boundary condition is that the tangent to the railway line of the first sub-section at point P4 and the tangent to the railway line of the second sub-section at point P4 are parallel. In addition or alternatively, the user can measure the first sub-section length 11 ( t2 ) at time t2 using a measuring device.

[0052] The second partial length 12P does not have to be determined since it is invariable and is included as a known parameter in the method according to the invention.

[0053] The method according to the invention allows the relative location of the same point P at different times t1 and t2 to be determined as a further technical effect. P=P(t1)=P(t2) applies. This ensures that a measured value m(t1) determined at point P at a time t1 can be compared with a measured value m(t2), which measured value m(t2) is determined at the same point P at a second time t2. A change in the railway line at point P can therefore be observed retrospectively over a period from t1 to t2.

[0054] The method according to the invention allows the adaptation of a database, in particular an indication of a position of the point, to a change in the first subsection between the times t1 and t2. The aforementioned database can comprise a plurality of points, which points are included in the method according to the invention, for example, as point P.

[0055] Furthermore, a device such as a maintenance machine can be controlled at point P on the basis of the measured values ​​m ( tl ) determined at the first time t1 and the measured values ​​m ( t2 ) determined at the second time t2 . The measured value m ( t2 ) determined at point P at the second time t2 is comparable with the measured value m ( tl ) determined at point P at the first time t1 . A railway line can be maintained at point P on the basis of the measured value m ( tl ) determined at the first time t1 and on the basis of the measured value m ( t2 ) determined at the second time t2 .

[0056] The method according to the invention can be characterized in that a change in the first subsection is determined by a change in driving dynamics parameters at a position in the first subsection, which driving dynamics parameters are determined at the first time t1 and at the second time t2.

[0057] The user can determine the driving dynamics parameters of a rail vehicle traveling on the first section using suitable state-of-the-art sensors. A change in the railway line's routing at a position in the first section, for example, can lead to changed acceleration values ​​at this position in the first section. The user can determine and compare the driving dynamics parameters such as acceleration and speed at a position in the first section at the first and second points in time.

[0058] The method according to the invention can be characterized in that a change in the first subsection is determined by a change in the course of driving dynamics parameters over the distance of the first subsection, which driving dynamics parameters are determined at the first time t1 and at the second time t2.

[0059] Because of the change in the first section between the first time t1 and the second time t2, it is only possible to determine a single position of the first section, at which the driving dynamics parameters are determined, to a limited extent. The user can also determine the course of the driving dynamics parameters and thus identify a change in the first section by comparing the course of the driving dynamics parameters during a journey of a rail vehicle at the first time and the second time.

[0060] The method according to the invention can be characterized in that the change in the point P2 is determined by determining an absolute position of the point P2 at a time t1 and an absolute position of the point P2 at a time t2 by means of GNSS.

[0061] The method according to the invention can be characterized in that the change in the point P3 is determined by determining an absolute position of the point P3 at a time t1 and an absolute position of the point P3 at a time t2 by means of GNSS.

[0062] The change in point P2 and / or point P3 can be determined using GNSS measurement methods. State-of-the-art GNSS measurement methods can be used to determine only the change in the aforementioned points. The GNSS measurement methods can be considered sufficiently accurate to determine a change in the aforementioned points.

[0063] The method according to the invention can be characterized in that the change of the point P2 and / or the point P3 is determined by determining a relative position at a time t1 to a measuring mark of the railway line and a relative position at a time t2 to the measuring mark of the railway line with the measuring means.

[0064] In railway engineering, a relative location of a point is more accurate than a location using GNSS measurement methods. Relative location allows, for example, the determination of changing positions of points.

[0065] Preferably, a position of points is determined at a first time t1 and / or at a second time by means of relative positioning. The position thus determined can be incorporated into the above-mentioned computational determination of the first section length t1 (t2).

[0066] The method can be characterized in that a change in the point P2 and / or the point P3 is carried out by comparing a first image with a second image, wherein the first image shows the point P2 (t1) and / or the point P3 (t1) at the first time and the second image shows the point P2 (t2) and / or the point P3 (t2) at the second time.

[0067] The first image and the second image can, for example, be an aerial photograph of the railway line at the first time t1 and the second time t2, respectively. Such aerial photographs are available via Google Maps. The user can compare the points P1, P2, P3, and P4 in these aerial photographs and thus determine and identify the variable points P2, P3 and the fixed points P1, P4.

[0068] In addition to or as an alternative to at least one aerial photograph, the expert may also use a plan of the railway line.

[0069] The method according to the invention can be characterized in that the second partial length 12P is either equal to zero or greater than zero.

[0070] Point P4 and point P can be either the same points (second partial length equal to zero) or different points. The invention is not limited to any particular case. If points P and P4 are different, point P is located after point P4, viewed in the direction of travel.

[0071] The disclosure of the method according to the invention mentions, by way of example, a variable first sub-section and a fixed sub-section, which is essentially a simplification of a possible property of a railway line. A person skilled in the art can also apply the method according to the invention to railway lines with any sequence of at least one variable sub-section. Since the second sub-length 12P can also have a length of zero, there is under no circumstances necessarily an actual second sub-section. In the above description, the use of the measuring means is mentioned as a general term. A person skilled in the art is able to use a suitable measuring means depending on the respective measuring task or the quantity to be measured.

[0072] The method according to the invention can be characterized in that a railway line at the point P is described by a measured value m(tl) created at the time t1 and a measured value m(t2) created at the time t2.

[0073] The method according to the invention can be characterized in that a railway vehicle is controlled at the point P by a measured value m(tl) created at the time t1 and a measured value m(t2) created at the time t2.

[0074] The invention disclosed here also relates to a database created according to the method of the invention. The database can have user-specific write and read permissions.

[0075] The database can contain information about a plurality of points, in particular the positions of these points. The invention disclosed here allows for adaptation, preferably permanent adaptation, of the database based on the position of points, which is explained here using point P as an example.

[0076] The invention disclosed here can be characterized in that the database is stored on a storage medium.

[0077] The invention is further explained with reference to the following embodiments shown in the figures: Fig. 1 shows a schematic representation of a floor plan of a railway line, wherein the present technical problem is shown in Fig. 1.

[0078] Fig. 2 shows a schematic plan view of a railway line to explain the method according to the invention.

[0079] The embodiments shown in the figures merely illustrate possible embodiments. It should be noted at this point that the invention is not limited to these specifically illustrated embodiments, but rather combinations of the individual embodiments with one another and a combination of an embodiment with the general description given above are also possible. These further possible combinations do not need to be explicitly mentioned, since these further possible combinations are within the skill of the person skilled in this technical field based on the teaching of technical action based on the invention in question.

[0080] The scope of protection is determined by the claims. However, the description and the drawings must be used to interpret the claims. Individual features or combinations of features from the various embodiments shown and described may represent independent inventive solutions. The problem underlying the independent inventive solutions can be derived from the description.

[0081] In the figures, the following elements are identified by the preceding reference numerals: 1 first section

[0082] 2 second section

[0083] 3 Direction of travel

[0084] Figures 1, 2, and 3 schematically show a layout of a railway line. The steps of the method according to the invention and the technical effect of the method according to the invention are explained below.

[0085] The method according to the invention can be implemented as a computer-implemented method. The user, as a person skilled in the art, can determine the required measured values ​​using suitable state-of-the-art sensors and methods based on current teachings. A sensor for determining a measured value can be part of a measuring device.

[0086] The method according to the invention is preferably carried out as a computer-implemented method if a large number of variable and fixed points are considered instead of the points P1 to P4 and P mentioned as examples within the scope of the disclosure. Due to the measuring distances customary in railway engineering or the section lengths with a large length extension mentioned here, it is impossible for the user to carry out the method according to the invention as a theoretical method. Typically, section lengths with a length extension of several kilometers are measured and a large number of variable and fixed points are considered.

[0087] The method according to the invention can also be applied to a plurality of subsections instead of the two subsections exemplified within the scope of the disclosure, which makes it all the more necessary to carry out the method according to the invention as a computer-implemented method.

[0088] Before proceeding with the following explanation, it should be noted that, according to current theory, a sufficiently accurate determination of the position of a point P on a railway line is only possible via relative positioning by measuring a line length IP from a starting point PI. However, this sufficiently accurate positioning is fraught with the problem that a temporal change in the railway line, and thus a change in the line length IP(t) between point PI(t) as the origin and point P(t), renders such a relative positioning by measuring the line length IP(t) inaccurate. The line length IP(t) is to be regarded as a time-varying quantity that must be taken into account when determining the relative positioning by measuring the line length IP(t).

[0089] The method according to the invention addresses the technical problem of enabling such a sufficiently accurate, relative location of a point P(t) at a time t despite a change in the railway line between the points PI and P by measuring the line length IP(t).

[0090] In the following and also in the above description, the points with variable positions and the section lengths with a variable size are labeled with the supplementary expression (tl) at the first time point and (t2) at the second time point, as is common practice in the art. Figure 1 illustrates the technical problem at hand.

[0091] The railway line comprises a first section 1 and a second section 2 following the first section 1. The order of the sections 1, 2 also determines the direction of travel 3, so that the second section 2 follows the first section 1 in the direction of travel 3. The direction of travel 3 is considered to be fixed in order not to further complicate the discussion of the invention disclosed here. Of course, the method according to the invention can also be applied with a variable direction of travel 3.

[0092] The first subsection 1 extends from the fixed point PI to the point P4 . The second subsection 2 extends from the point P4 and includes the point P to be located.

[0093] The position of point PI and thus of point P4 is constant; P1=P1 ( t 1 ) =P1 ( t2 ) . Point PI is the origin of the relative position.

[0094] The position of the point P4 and thus the point P4 is constant; P4=P4 ( t 1 ) =P4 ( t2 ) .

[0095] At the time t1 the point P can be located relatively by measuring a track length IP(t1). The track length IP(t1) comprises the first sub-section length 11(t1) at the time t1 and the second sub-section length 12P(t1) at the time t1. Such a location is known according to the state of the art and is widely used in railway engineering because this relative location by measuring the track length IP(t1) is regarded as sufficiently accurate. Since according to the state of the art the point P can be located at the first time t1, the first sub-section length 11(t1) is known at the first time t1. Likewise the second sub-section length 12P(t1) is known at the first time t1. Since the second sub-section 2 is defined as being unchanging, 12P=12P(t1) =12P(t2) applies.

[0096] An absolute location of the point P, for example by means of GPS, is not considered to be sufficiently accurate and is furthermore limited to the part of the railway line in which there is GPS reception.

[0097] The first subsection 1 undergoes a change between a first time t1 and a second time t2. Such a change can be caused, for example and not exclusively, by a change in the route of the first subsection 1.

[0098] Point P4 can be located at time t1 at route kilometer 10.0 and at time t2 at route kilometer 12.0. This is shown as an example in Figures 1 to 3.

[0099] The first subsection 1 thus has a first subsection length 11 ( tl ) at the time t1 and a first subsection length 11 ( t2 ) at the time t2 , wherein the first subsection length 11 ( tl ) and the first subsection length 11 ( t2 ) are different .

[0100] By definition, the second subsection 2 does not undergo any change between the times tl and t2.

[0101] In Figure 1, the second subsection 2 is shown with a length greater than zero. However, the method according to the invention is not limited thereto; alternatively, a length of the second subsection 2 equal to zero is also conceivable, so that the point P is located at the point P4 at the first time t1 and at the second time t2.

[0102] A sufficiently precise , relative location of the point P in a second subsection 2 following the first subsection 1 by measuring the route length determined at time t1 is not possible at the second time t2 because of the changed first subsection 1 .

[0103] If the user were to determine a point P starting from the point PI by measuring the same distance at a time tl and at a time t2, he would obtain different points P ( tl ) and P ( t2 ) at the time tl and at the time t2, as shown in Figure 1.

[0104] At the same time, the user is not aware of any methods according to current teaching which allow the calibration of the point P ( tl ) and P ( t2 ) taking into account the modified first subsection 1.

[0105] It is the technical object of the method according to the invention to ensure that the same point P is located at the different times t1 and t2 even if the first subsection 1 is changed.

[0106] The method defined by claim 1 is explained with reference to Figure 2. The inventive method according to claim 1 is based on the knowledge that the points P1 and P4 are known to be fixed points. The railway line shown in Figure 2 is designed like the railway line shown in Figure 1, with the following additions being taken into account.

[0107] In a first method step, a change in the first partial section length 11 between the times t1 and t2 is detected. 11 (t1) = ≤ ...

[0108] The determination of the first partial section length 11 ( t2 ) at the second time also allows the determination of the route length lP ( t2 ) between the point PI and the point P at a second time t2 by summing the first partial section length 11 ( t2 ) at the second time t2 and the second partial length 12P . The position of the point P at a time t2 can thus be determined relatively by measuring the route length lP ( t2 ) from the point PI, wherein the changed partial section length 11 ( t2 ) at the second time t2 is taken into account.

[0109] The method defined by claim 2 is explained with reference to Figure 3. The inventive method according to claim 2 differs from the inventive method according to claim 1 in that the immovable points PI and P4 are not known to the user.

[0110] The railway line shown in Figure 3 is designed like the railway line shown in Figure 1, with the following additions to be taken into account. The embodiment of the method according to the invention shown in Figure 3 comprises a first method step, in which first method step a change in the first sub-section 1 between the time t1 and the time t2 is detected. It is sufficient to determine a change in the first sub-section 1 on the basis of a change in the position of the point P2 and / or the position of the point P3. In Figure 3 it is shown by way of example that a change in the first sub-section 1 is determined by the change in the position of the point P2 and the point P3. It is also conceivable that only the change in the position of one point P2 or P3 is determined.

[0111] Point P2 and point P3 are uniquely identifiable points on the railway line. Point P2 and point P3 can, for example, be a point on a sleeper defined by a sleeper code. Those skilled in the art will recognize other uniquely identifiable points on a railway line, such as a point on a switch. The problem of uniquely identifying a point on a railway line is not the subject of the inventive method discussed here.

[0112] By determining the points with a changed position, here P2 and P3, and the points with an unchanged position, here P1, P4, the first sub-section 1 can be determined as a variable sub-section of the railway line and the second sub-section 2 as a fixed sub-section of the railway line. The person skilled in the art will recognize that by considering several points instead of the point P2 and / or point P3 mentioned here, the accuracy of the subdivision of the railway line into a variable first sub-section 1 and a fixed second sub-section 2 can be increased.

[0113] The change in point P2 and / or point P3 can be determined by determining an absolute position at a time t1 and an absolute position at a time t2. The accuracy of GNSS measurement systems is sufficiently precise to determine the change in the position of point P2 and / or point P3. Advantageously, this pure determination of a change can also be carried out quickly and easily using GNSS measurement systems.

[0114] For example, the GPS position of the point P2 ( tl ) and / or the point P3 ( tl ) at the first time tl and / or the GPS position of the point P2 ( t2 ) and / or the point P3 ( t2 ) can be determined as an absolute position.

[0115] Determining the absolute position of a point using GPS is generally considered insufficiently accurate in the railway industry. When implementing the embodiment of the method according to the invention described here, this assessment is disregarded, since determining the GPS position of points for the sole purpose of detecting a change in the first section is considered sufficiently accurate.

[0116] Furthermore, the change in point P2 and / or point P3 can be determined using images. In addition or as an alternative to this, the determination of the variable first subsection 1 and the unchangeable second subsection 2 using images is considered sufficiently accurate.

[0117] The change of the point P2 and / or the point P3 can be determined by determining a relative position at a time t1 to a measuring mark of the railway line and a relative position at a time t2 to the measuring mark of the railway line.

[0118] The determination of points with a variable position - here P2 , P3 - can also include the determination of points with a fixed position - here PI , P4 .

[0119] In a further method step, the changed first partial section length 11 (t2) is determined at the second time t2. By definition, the first partial section length 11 (t2) at the time t2 is different from the first partial section length 11 (t1) at the first time.

[0120] The first sub-section length 11 ( t2 ) at time t2 can be determined mathematically taking the geometric boundary conditions into account. The first sub-section can be viewed as a spline. The spline extends through point PI and point P4 as well as through point P2 and / or P3. The tangent of the railway line of the first sub-section 1 and the tangent of the railway line of the second sub-section 2 are preferably parallel. The latter geometric boundary condition takes into account that a railway line, in particular a track layout, cannot have any bends in plan view. In principle, the first sub-section length 11 ( t2 ) at the second time t2 can also be determined as the length of a polygonal line. However, this method of determining the length is viewed as less accurate than determining the length by viewing the first sub-section length 11 ( t2 ) as a spline length.

[0121] If the changed position of the point P2 and / or the point P3 is determined by a relative location, this location of the point P2 and / or the point P3 can be used to calculate the spline, since in this case a sufficiently accurate calculation of the first subsection length 11 ( t2 ) at the second time t2 is possible.

[0122] If there are no sufficiently accurate positions of the point P2 and / or P3, so that the first partial section length 11 ( t2 ) cannot be determined with sufficient accuracy at the second time, a sufficiently accurate location of the changed position of the point P2 and / or the point P3 must be carried out using state-of-the-art measuring methods.

[0123] Alternatively or in addition to a mathematical determination of the first partial section length 11 ( t2 ) at the second time, the first partial section length 11 ( t2 ) at the second time can also be determined by a measuring run.

[0124] Knowledge of the first sub-section length 11 ( t2 ) at the second time allows the relative location of the point P ( t2 ) at the second time, taking into account the route length comprising the first sub-section length 11 ( t2 ) and the second sub-length 12P ( 11 ) = 12P ( t2 ). The method according to the invention allows the relative location of the point P ( t2 ) at the time t2, taking into account the changed first sub-section length 11 ( t2 ) at the time t2. The method according to the invention allows the location or finding of the same point P ( t1 ) at the first time t1 and P ( t2 ) at the second time t2, wherein the position P ( t1 ) and the position P ( t2 ) are identical. The following applies: P = P ( t1 ) = P ( t2 ).

[0125] Thus, a measured value m(tl) determined at the time tl at the point P(tl) can be assigned to a measured value m(t2) determined at the time t2 at the same point P(t2).

[0126] The methods according to the invention described with reference to Figure 2 and Figure 3 differ in the manner of detecting the change in the first partial section length 11 between the times t1 and t2.

[0127] In the method according to claim 1, the unchanging points P1 and P4 are known. It is sufficient to determine the changed first subsection length 11 (t2).

[0128] In the inventive method according to claim 2, the unchanging points P1 and P4 are not known. The unchanging points P2 and / or P3 must be determined by comparing the changed positions of the points P2 and / or P3 at the first time t1 and at the time t2. Furthermore, the unchanging points P1 and P4 must be determined by comparing the unchanged positions of the points P1 and P4 at the first time t1 and at the second time t2. The inventive method, in the embodiment described with reference to Figure 2 and Figure 3, has the further technical effect of verifiability or comparability of the measured values ​​determined at the point P(t1), P(t2) at different times t1, t2.For example, a track width s(tl) determined at the point P(tl) and at the first time tl can be compared with the track width s(t2), which track width s(t2) is determined at the point P(t2)=P(tl) at the time t2.

[0129] The method according to the invention has the further technical effect that a maintenance system can be controlled at time t2 not only based on the measured values ​​determined at time t2, but also takes into account the measured values ​​determined at a time t1. This allows the maintenance system, such as a tamping unit, to be controlled taking into account the temporal changes in measured values.

[0130] In Figures 1 to 3, point P is shown as a point different from point P4. The method according to the invention is also applicable if the second partial length 12P is zero and thus point P corresponds to point P4.

Claims

Patent claims 1. Method for the relative location of a point P in a railway line by measuring a line length IP from a fixed point PI, which railway line comprises a first sub-section (1) and a second sub-section (2) following the first sub-section (1), which first sub-section (1) comprises a first sub-section length 11 (tl) at a time t1 and a first sub-section length 11 (t2) at a time t2, wherein the first sub-section length 11 (tl) at the first time t1 and the first sub-section length 11 (t2) are different at the second time t2, which first subsection (1) extends from a point PI to a point P4, which second subsection (2) has similar subsection lengths at a time tl and at a time t2 12 ( 11 ) = 12 ( t2 ), which second subsection (2) extends from the point P4 and which second subsection (2) comprises the point P to be located, which point P(tl) is located relatively from the point PI at a time tl by measuring the distance IP(tl) with a measuring device, which distance IP(tl) comprises the first subsection length 11 (tl) and a partial length 12P(tl) of the second subsection 2 (tl), characterized in that the first subsection length 11 (t2) is measured at the second time with the measuring device, wherein at an unchanging point P4, a change in the first sub-section (1) is determined by comparing the first sub-section length 11 (tl) at the first time t1 and the second sub-section length 11 (t2) at the second time t2, wherein the distance length lP(t2) between the point PI and the point P is determined at a second time t2 by summing the first sub-section length 11 (t2) at the second time t2 and the second sub-length 12P, so that the position of the point P at a time t2 is determined relatively by measuring the distance length lP(t2) with the measuring means from the point PI, so that a measured value m(tl) determined at the time t1 at the point P(tl) can be assigned to a measured value m(t2) determined at the time t2 at the point P(t2).Method for the relative location of a point P in a railway line by measuring a line length IP from an unchanging point PI, which railway line comprises a first sub-section (1) and a second sub-section (2) following the first sub-section (1), which first sub-section (1) comprises a first sub-section length 11 (tl) at a time t1 and a first sub-section length 11 (t2) at a time t2, wherein the first sub-section length 11 (tl) at the first time t1 and the first sub-section length 11 (t2) at the second time t2 are different, which first sub-section (1) is from a point PI. extends to a point P4, which second subsection (2) has similar subsection lengths 12 ( 11 ) = 12 ( t2 ) at a time t1 and at a time t2, which second subsection (2) extends from the point P4 and which second subsection (2) comprises the point P to be located, which point P(t1) is located relatively at a time t1 from the point P1 by measuring the distance length IP(t1) with a measuring device, which distance length IP(t1) comprises the first subsection length 11 (t1) and a partial length 12P(t1) of the second subsection 2 (t1), characterized in that a change in the first subsection (1) is determined by a change in the position of a point P2 and / or the position of a point P3 of the first subsection (1),wherein the first partial section length 11 (t2) is calculated at the second time as the length 12 of a spline extending through the point PI and the point P4 as well as through the point P2 or P3, or the second partial section length 11 (t2) is measured at the second time with the measuring device, wherein a distance length lP(t2) between the point PI and the point P is determined at a time t2 by summing the partial section length 11 (t2) and the second partial length 12P, wherein the position of the point P at a time t2 is determined relatively by measuring the distance length lP(t2) from the point PI with the measuring device, so that at the time t1 at the point P, determined measured value m ( tl ) can be assigned to a measured value m ( t2 ) determined at the time t2 at the point P. Method according to one of claims 1 to 2, characterized in that a change in the first sub-section ( 1 ) is determined by a change in driving dynamics parameters at a position in the first sub-section ( 1 ), which driving dynamics parameters are determined at the first time t1 and at the second time t2 . Method according to one of claims 1 to 3, characterized in that a change in the first sub-section is determined by a change in the course of driving dynamics parameters over the distance of the first sub-section, which driving dynamics parameters are determined at the first time t1 and at the second time t2 .Method according to claim 4, characterized in that the change in point P2 and / or point P3 is determined by determining an absolute position of point P2 or point P3 at a time t1 and an absolute position of point P2 or point P3 at a time t2 using a GNSS method. Method according to one of claims 4 to 5, characterized in that the change in point P2 and / or point P3 is determined by determining a relative position. at a time t1 to a measuring mark of the railway line and a relative position at a time t2 to the measuring mark of the railway line is determined with the measuring means. Method according to one of claims 1 to 6, characterized in that a change in the point P2 and / or the point P3 is carried out by comparing a first image with a second image, the first image showing the point P2 (t1) and / or the point P3 (t1) at the first time and the second image showing the point P2 (t2) and / or the point P3(t2) at the second time. Method according to one of claims 1 to 7, characterized in that the second partial length 12P is equal to zero. Method according to one of claims 1 to 8, characterized in that a railway line at the point P is described by a measured value m(t1) created at the time t1 and a measured value m(t2) created at the time t2.Method according to one of claims 1 to 8, characterized in that a railway vehicle is controlled at the point by a measured value m(t1) created at time t1 and a measured value m(t2) created at time t2. A database, which database is created according to a computer-implemented method according to one of claims 1 to 10. Method for controlling a rail vehicle , wherein the position of the rail vehicle at a point P is determined according to the method according to one of claims 1 to 11 .

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