Method and device for determining the quality, in particular the degree of compaction, of a track bed

Abstract

The invention relates to a method for detecting the quality, in particular the degree of compaction, of a track bed (2), having the steps of: loading the track bed (2), detecting a measurement signal (h) which correlates to a reaction force (Fz) between the track bed (2) and a track (4) arranged thereon, and determining the quality of the track bed (2) using the measurement signal (h). A device (1) for detecting the quality, in particular the degree of compaction, of the track bed (2) comprises an acting device (15) for loading the track bed (2), a detection device (16) for detecting a measurement signal (h) which correlates to a reaction force (Fz) between the track bed (2) and a track (4) arranged thereon, and an analysis device (17) for determining the quality of the track bed (2) using the measurement signal (h).

Description

[0001] Method and device for determining the condition, in particular the degree of compaction, of a track bed

[0002] The invention relates to a method for determining the condition, in particular the degree of compaction, of a track bed. Furthermore, the invention relates to a device for determining the condition, in particular the degree of compaction, of a track bed.

[0003] WO 2017 / 129215 A1 discloses a method for compacting a track bed. This method measures accelerations acting on tamping tools to determine the energy introduced into the track bed and thereby infer the degree of compaction. The predictive value of the degree of compaction determined using such a method is limited. For the efficient operation of a track line, it is beneficial if the condition of the track bed can be determined with the greatest possible accuracy regarding the load-bearing capacity of the track bed during operation.

[0004] It is an object of the invention to provide an improved method for determining the condition, in particular the degree of compaction, of a track bed, which can be carried out efficiently and reliably leads to meaningful measurement results.

[0005] This problem is solved by a method having the features of claim 1. It was recognized that the condition of a track bed can be determined with particularly high significance with regard to the load-bearing capacity of the track bed during operation if the measurement signal recorded to determine the condition correlates with a reaction force between the track bed and the track arranged on it. In particular, it was recognized that the effect of the load on the track bed recorded using the reaction force allows particularly precise conclusions to be drawn about the load-bearing capacity of the track bed during intended use, in particular when rail vehicles are traveling on the track. Determining the condition of the track bed based on the reaction force ensures that the measurement result, in particular the condition of the track bed, is highly meaningful with regard to the load-bearing capacity of the track bed during operation.

[0006] The condition of the trackbed preferably correlates with, and in particular corresponds to, the quality and / or maintenance status and / or compaction status, in particular the degree of compaction, of the trackbed. The condition of the trackbed preferably provides information about the load-bearing capacity and / or stability of the trackbed, particularly when subjected to loads due to intended use. The load on the trackbed due to intended use includes the load on the trackbed when rail vehicles travel on the track, in particular, it essentially consists of this.

[0007] The track preferably comprises, and in particular consists of, sleepers and attached rails. The combination of sleepers and rails is also referred to as a track grid. Additionally, the track may comprise rail fastening means for connecting the rails to the sleepers.

[0008] The track bed is preferably a ballast bed. The track bed can consist of track ballast. Correlating information, in particular signals, in particular measurement signals correlating with a reaction force, exists when a definable, in particular mathematically describable, relationship exists between this information, in particular when a known, for example, proportional, relationship exists between this information. The correlating information can correspond to one another. A mathematically describable relationship can exist between the measurement signal and the reaction force. In particular, the measurement signal can correspond to the reaction force. The reaction force can preferably be described as a function of the measurement signal, or vice versa.

[0009] A reaction force between the track bed and a track arranged thereon is understood to be a force that acts between the track bed and the track. The reaction force can be caused, for example, by the weight of the track and / or by the weight of a rail vehicle carried by the track and / or by a processing unit acting on the track. The measurement signal can correlate with a horizontal reaction force, in particular in the longitudinal direction of the rail and / or in the transverse direction of the rail, and / or with a vertical reaction force. Preferably, the measurement signal correlates with the reaction force acting between the track bed and at least one, in particular at least two, and / or a maximum of ten, in particular a maximum of five, in particular a maximum of two, in particular a single, track sleeper.

[0010] The reaction force is preferably caused at least partially, in particular substantially, in particular exclusively, by the loading of the track. The measurement signal preferably correlates with a reaction force between the track bed and the track caused by the loading of the track bed. The measurement signal can correlate with a reaction force caused exclusively by the loading of the track bed.

[0011] The track bed is preferably loaded mechanically. The track bed is preferably loaded by transferring a force to the track bed, in particular to the surface of the track bed and / or into an area below a surface of the track bed, in particular by means of a penetration tool, in particular by means of a tamping pick. The track bed can be loaded statically, in particular by applying a static load to the track bed, and / or dynamically, in particular by applying a dynamic load to the track bed. The load is preferably exerted directly on the track bed, in particular the track ballast, and in particular not via the track. The load can be exerted directly on the track bed by means of a loading body. This can avoid stress on the track when loading the track bed.

[0012] The measurement signal can be recorded before and / or after the track bed is loaded. The measurement signal is preferably recorded while the track bed is loaded. The measurement signal can be recorded continuously or at discrete times, in particular at predetermined time intervals. The time interval between two successive measurements is preferably a maximum of 10 s, in particular a maximum of 1 s, in particular a maximum of 0.1 s, in particular a maximum of 0.01 s, in particular a maximum of 0.001 s, and / or at least 1 ps. Continuous and / or high-frequency recording of the measurement signal when the track bed is loaded, in particular in real time, enables the condition of the track bed to be determined particularly precisely. The measurement signal can be a single measured value. The measurement signal preferably comprises a multiplicity of measured values, in particular a temporal progression of a measured value.

[0013] The measurement signal is preferably detected on the track, in particular on the track sleepers, in particular on a single track sleeper, and / or on the track rails, in particular on a single track rail. The measurement signal can be detected by contact, for example by means of a measuring sensor, in particular a length sensor and / or a rotary encoder and / or a pressure sensor and / or a vibration sensor, and / or contactless, in particular by means of a laser sensor and / or an ultrasonic sensor and / or a microphone and / or a Hall sensor and / or an optical sensor, in particular a camera, and / or a light barrier. Preferably, a rail contact means is provided for detecting the measurement signal, which is designed to come into contact with a track rail for detecting the measurement signal. A sleeper contact means for contacting the track sleepers can also be provided for detecting the measurement signal.The rail contact means is preferably designed to contact a running surface of the track rail, whereby a particularly precise and defined contact surface is provided for detecting the measuring signal.

[0014] According to a further aspect of the invention, the loading of the trackbed is achieved by applying a load to the track. The load applied to the track is transferred to the trackbed. The measurement signal correlating with the reaction force between the trackbed and the track can be recorded using a measuring body in contact with the trackbed, in particular the track ballast. The measurement signal and / or the condition of the trackbed are preferably documented, in particular stored locally and / or centrally, in particular in an electronic storage unit.

[0015] A method according to claim 2 ensures the determination of the condition of the trackbed in a particularly time-, cost-, and energy-efficient manner. During compaction of the trackbed, the track ballast is preferably compacted. The compaction of the trackbed can be carried out using at least one tamping unit, in particular using at least one compaction tool for penetrating the trackbed. The compaction tool preferably comprises at least one tamping pick, in particular at least one pair of tamping picks. The measurement signal is preferably recorded during the compaction of the trackbed and / or before and / or after it.Compacting the trackbed preferably comprises at least one compaction phase, in particular several compaction phases, in particular the penetration of the compaction tool into the trackbed, the positioning of the compaction tool, in particular in the direction of the track sleeper, and / or the excitation of the compaction tool to vibrate. The measurement signal is preferably recorded during at least one, in particular during all, of these compaction phases. This advantageously ensures that the condition of the trackbed can be determined while it is still being influenced.

[0016] A method according to claim 3 ensures the determination of the condition of the track bed in a particularly precise manner. The measurement signal can be recorded at the track sleeper and / or at the track rail. Preferably, the track is contacted to record the measurement signal. Preferably, a running surface of the track rail is contacted to record the measurement signal. In particular, the measurement signal correlating with the reaction force is recorded at the running surface of the track rail.

[0017] A method according to claim 4 ensures the determination of the condition of the track bed in a particularly reliable and robust manner. The detected measurement signal preferably correlates with the position, in particular in a horizontal direction, in particular in the longitudinal rail direction and / or in the transverse rail direction, and / or in the vertical direction, and / or with an orientation of the track, in particular about one of the aforementioned directions. The arrangement is preferably determined relative to the track bed and / or relative to a device for detecting the measurement signal, in particular relative to a carriage for traveling on the track. The position and / or orientation of the track can be determined by means of a position sensor, in particular a displacement sensor, in particular the displacement sensor of a processing unit, in particular a lifting and straightening unit.Preferably, the measurement signal correlates with a change in the arrangement of the track, in particular with a change in the position of the track. The measurement signal can correlate with a vibration of the track, in particular a vibration amplitude and / or a vibration frequency of the track. At least one acceleration sensor can be provided to detect such a measurement signal.

[0018] A method according to claim 5 ensures the determination of the condition of the track bed in such a way that this is particularly meaningful with regard to the quality of the track bed, in particular with regard to the stability and / or load-bearing capacity, in particular with regard to a load during intended use of the track bed. During intended use, in particular when rail vehicles are traveling on it, the main load on the track bed occurs in the vertical direction. Because the measurement signal correlates with the vertical position, the condition of the track bed, in particular with regard to the load-bearing capacity in the vertical direction, can be determined particularly precisely. The vertical position preferably correlates with a vertical reaction force between the track bed and the track arranged thereon. The vertical position can be determined in accordance with the above explanations using contact or contactless means.The measurement signal correlating with the vertical position is preferably recorded when the track bed is compacted.

[0019] A method according to claim 6 ensures the determination of the condition of the track bed in such a way that the condition has particularly high significance with regard to the load-bearing capacity of the track bed during intended use. By detecting the measurement signal, a change in the position of the track, in particular in the vertical direction, can be at least inhibited, in particular completely prevented. The force required to counteract a change in the position of the track, in particular in the vertical direction, can be measured. To counteract the change in the position of the track, for example, a piston-cylinder unit, in particular a hydraulic cylinder, can be used, wherein the measurement signal is detected as fluid pressure acting on the piston. Alternatively, a load cell can be used to determine the force required to counteract the change in position.The measurement signal can be recorded in particular as a change in the reaction force acting between the track bed and the track, in particular the vertical one.

[0020] A method according to claim 7 ensures the compaction of the track bed in a particularly reliable, time-, cost-, and energy-efficient manner. The degree of compaction can be determined as a function of the position, in particular a change in position, of the track, in particular in the vertical direction. A target degree of compaction to be achieved and / or a maximum achievable degree of compaction can be determined based on a predetermined change in position of the track, in particular in the vertical direction. For example, a change in position of the track, in particular in the vertical direction, in a range from 0.1 mm to 10 mm, in particular from 0.2 mm to 5 mm, in particular from 0.5 mm to 3 mm, in particular from 1 mm to 2 mm, in particular depending on the length-dependent weight of the track, can correspond to the target degree of compaction to be achieved and / or the maximum achievable degree of compaction.The target compaction level and / or the maximum achievable compaction level can alternatively be determined based on the temporal progression of the measurement signal, in particular based on a convergence value toward which the measurement signal converges. The compaction level can be determined as the ratio between a current actual compaction level and the target compaction level and / or the maximum achievable compaction level. For example, the compaction level is determined as a percentage of the actual compaction level relative to a maximum achievable compaction level.

[0021] To determine the degree of compaction, the difference between the current measurement signal and an initial measurement signal can be related to the convergence value of the measurement signal. For example, if the convergence value of the measurement signal is 1 and the difference between the initial measurement signal, particularly in the case of uncompacted track ballast, and the current measurement signal is 0.8, a degree of compaction of 0.8 or 80% can be determined. Determining the degree of compaction ensures that a measure of the quality and / or the change in the quality of the track bed can be determined. The processing of the track bed, in particular track bed compaction, can be controlled particularly efficiently based on the degree of compaction. In particular, the processing result can be documented in a comprehensible manner.

[0022] A method according to claim 8 ensures the determination of the condition of the track bed in a particularly reliable and precise manner. The measuring distance between the location where the measurement signal is detected, in particular along the longitudinal direction of the rail and / or along the transverse direction of the rail, and the location where the track bed is loaded, in particular the penetration position of the tamping unit, in particular of the at least one tamping tool, in particular of the at least one tamping pick, is preferably a maximum of 10 m, in particular a maximum of 5 m, in particular a maximum of 2 m, in particular a maximum of 1 m, in particular a maximum of 0.5 m, in particular a maximum of 0.2 m, in particular a maximum of 0.1 m. As a result, the measurement signal correlates particularly reliably with the effect of the load on the reaction force between the track and the track bed.The measurement signal can be recorded in the direction of travel before and / or after the point of loading of the track bed, in particular the engagement position of the tamping unit, in particular the point of engagement of the tamping tines in the track bed, and / or between two tamping tines, in particular those interacting in pairs. In particular, the measurement signal is recorded at a position on the track at which the track experiences a vertical upward reaction force, in particular after being lifted, due to the compaction of the track bed, in particular due to the interaction of the tamping unit with the track bed. Preferably, the condition of the track bed is determined taking the measurement distance into account. For example, the measurement distance can be incorporated into a structural-mechanical model of the track, based on which the condition of the track bed is calculated.The structural mechanical model can take into account a bending line of the track and / or vibration damping of the track and / or the track bed.

[0023] A method according to claim 9 ensures the processing of the track in a particularly economical manner. The track processing step can comprise the positioning and / or alignment of the track and / or the stabilization of the track. Because the control of the at least one track processing step is carried out based on the measurement signal, the track processing can be carried out at least partially, in particular completely, automatically. For example, based on the measurement signal, in particular based on the condition of the track bed, it can be determined whether and / or to what extent stabilization of the track bed is necessary. In particular, the load exerted on the track for track stabilization can be determined as a function of the measurement signal, in particular the condition of the track bed.This saves time and energy, while the track maintenance unit can be operated with reduced wear and tear, and the track ballast can be processed with reduced stress. Preferably, at least one track maintenance parameter is adjusted continuously or at predefined intervals based on the measurement signal. This allows track maintenance to be carried out in a particularly energy-efficient, material-saving, and time-efficient manner.

[0024] A method according to claim 10 is particularly economical and efficient in operation. The extent of track bed compaction can be controlled as needed, in particular based on the degree of compaction. Preferably, the tamping movement, in particular the tamping speed and / or the tamping force and / or the tamping pressure and / or the tamping path and / or the oscillating movement, in particular the oscillation amplitude and / or the oscillation frequency, of the tamping unit, in particular of the at least one compaction tool, in particular of the at least one tamping pick, are controlled based on the measurement signal. For example, the compaction of the track bed can be controlled based on the determined degree of compaction. In particular, the energy introduced into the track bed, in particular due to the tamping movement and / or due to the vibration movement, can be adjusted based on the degree of compaction.Compaction of the track bed can be stopped as soon as a threshold level of compaction is reached. For this purpose, the condition, in particular the degree of compaction, can be determined during compaction of the track bed, in particular continuously and / or at regular intervals. In particular, the duration and / or number of tamping cycles, in particular per sleeper, can be determined based on the measurement signal, in particular based on the condition, in particular based on the degree of compaction. Performing multiple tamping cycles on the same sleeper is also referred to as multiple tamping.

[0025] According to one aspect of the invention, the measurement signal, in particular its quality, is used to determine whether a tamping cycle, in particular an additional tamping cycle, in particular a multiple tamping, should be performed at the same position on the track bed, in particular on the same sleeper. A tamping cycle, in particular a further tamping cycle, is preferably performed if the current actual compaction level has not yet reached the target compaction level to be achieved. The tamping cycle can be repeated at the same position and / or on the same sleeper until the target compaction level is reached and / or until a limit value for the maximum number of tamping cycles to be performed is reached. The limit value for the maximum number of tamping cycles to be performed is preferably in a range from 1 to 10, in particular in a range from 2 to 6, in particular in a range from 3 to 5.

[0026] A single tamping cycle is understood to mean the movement of at least one compaction tool from an initial position in which the compaction tool is disengaged from the track bed, into an intrusion position in which the compaction tool penetrates the track bed, and back to the initial position.

[0027] The control of multiple tamping units can be carried out jointly, in particular with identical control parameters, and / or independently of one another, with individual control parameters, in particular based on the same measurement signals and / or measurement signals recorded individually for each tamping unit. To control intermediate tamping units located between adjacent tamping units, measurement signals recorded at the adjacent tamping units can be interpolated. The same procedure can be used in conjunction with the control of any other processing units.

[0028] According to one aspect of the invention, the condition of the track bed, in particular the degree of compaction, is determined and / or the compaction of the track bed is controlled, in particular the regulation of the tamping unit, based on a, in particular previously known, condition of the track superstructure, in particular at the tamping point. The condition of the track superstructure can in particular comprise the type and / or nature and / or condition, in particular the material and / or density and / or stiffness and / or damping properties, of the track, in particular the track sleeper and / or the track rail, and / or the track ballast. The condition of the track superstructure is preferably determined location-specifically in the area of ​​the tamping position. For this purpose, the tamping position can be detected using GPS localization. The condition of the track superstructure can be determined using a track database, in particular location-dependently.Preferably, the condition of the track superstructure is read from the track database based on the determined position. Corresponding data can be used to determine correction parameters and / or evaluation parameters and / or weighting parameters. For example, a heavy track superstructure has a different vibration behavior and / or lift behavior than a light track superstructure. Thus, a heavy track superstructure leads to a different measurement signal, which correlates with the reaction force, than a light track superstructure. Taking the condition of the track superstructure into account ensures a particularly precise determination of the condition of the track bed, especially the degree of compaction.

[0029] The control of at least one track processing step, in particular the compaction of the track bed, is preferably carried out taking into account the condition of the superstructure present at the tamping point.

[0030] The compaction of the track bed can be controlled taking into account known properties of the track superstructure, in particular based on the type and / or condition of the track sleepers and / or the track rails and / or the track ballast. To determine the properties of the track superstructure, position data, in particular regarding the position of the track maintenance unit, in particular GPS data, and / or information from a track database, in particular regarding the local condition of the track superstructure, can be recorded and / or processed.

[0031] According to one aspect of the invention, the measurement signal can be used to detect a collision, in particular between the penetration tool and the track. Since the measurement signal correlates with the reaction force between the track and the track bed, it is fundamentally suitable for determining other forces acting on the track, in particular forces resulting from a collision, in particular between a processing unit, in particular a penetration tool, and the track. Preferably, the control, in particular stopping, of the at least one track processing step is carried out based on a result of the collision detection. Damage to the track can thus be reliably prevented.

[0032] According to one aspect of the invention, a collision is detected when the measurement signal changes abruptly, in particular suddenly, and / or by at least 5%, in particular at least 10%, in particular at least 50%, in particular at least 100%, within a period of at most 5 s, in particular at most 1 s, in particular at most 0.1 s. In the case of a correspondingly abrupt change in the measurement signal, it can be assumed that the impact device, in particular the processing unit, in particular the tamping unit, has collided with a component of the track superstructure, in particular with the track, in particular with a track sleeper and / or a track rail. The measurement signal preferably correlates with a position, in particular a distance and / or a movement, in particular a speed and / or an acceleration, and / or a force, in particular a pressure, in particular a hydraulic pressure.Preferably, the processing unit is automatically shut down, in particular stopping the processing process, in particular the compaction process, in particular a tamping process, and / or a reverse movement of the processing unit, in particular the tamping unit, in particular the at least one penetration tool. Thus, damage, in particular to the processing unit and / or to the track superstructure, in particular to the track and / or to electrical and / or electronic components, in particular to signaling devices and / or beacons, can be reliably prevented.

[0033] A method according to claim 11 ensures the operation of the track, in particular of a section of track formed therewith, in a particularly reliable manner. The durability of the track bed can be determined based on a course of the measurement signal, in particular over time and / or over the load exerted on the track bed, in particular the energy introduced into the track bed. The durability of the track bed, in particular the mechanical resistance to loads during intended use and / or the robustness of the track bed, is all the higher the smaller the change in the measurement signal for a certain load on the track bed. Depending on the durability of the track bed, a service life of the track bed, in particular a maintenance interval, can be determined based on the relevant properties of the track bed. Excessively long or unnecessarily short maintenance intervals can thus be avoided.A method according to claim 12 ensures particularly economical track maintenance. Based on the measurement signal, in particular based on the condition, particularly the durability, of the trackbed, and / or based on historical and / or planned track usage data, a forecast of the temporal development of the trackbed condition can be created. Maintenance intervals can be determined based on this. Trackbed maintenance can thus be carried out in a particularly time-, cost-, and energy-efficient manner.

[0034] The invention is further based on the object of creating an improved device for determining the condition, in particular the degree of compaction, of a track bed, which is particularly efficient in operation and reliably provides meaningful measurement results.

[0035] This object is achieved by a device having the features of claim 13. The advantages of the device correspond to the advantages of the method described above. In particular, the device can be further developed with at least one of the features described above in connection with the method.

[0036] The action device for loading the track bed preferably comprises at least one, in particular at least two, in particular at least three, in particular at least six, in particular at least eight, tamping units and / or at least one lifting and straightening unit and / or at least one stabilization unit for stabilizing the track.

[0037] The detection device preferably comprises at least one sensor for detecting the measurement signal correlating with the reaction force between the track bed and the track. The evaluation device preferably has an electronic processing unit and / or an electronic storage unit and / or a user interface. The electronic processing unit can comprise a processor and / or a microcontroller. A computer program product for executing the method described above is preferably stored on the electronic storage unit.

[0038] The invention relates in particular to such a computer program product, in particular to a storage unit with such a computer program product stored thereon.

[0039] A device according to claim 14 is particularly flexible in its use. The carriage preferably has a drive, in particular with at least one traction motor, for displacing the carriage along the track. The carriage may have a support structure. Preferably, the action device and / or the detection device and / or the evaluation device are mounted on the carriage, in particular on the support structure. The device is preferably a track tamping machine.

[0040] A device according to claim 15 is particularly robust in operation and ensures precise determination of the condition of the track bed. The at least one position sensor can be a contacting or contactless length sensor, in particular a height sensor, and / or a rotary encoder and / or an optical distance measuring device, in particular a laser distance measuring device and / or a light barrier and / or an ultrasonic sensor. The at least one acceleration sensor is preferably designed to detect an acceleration, in particular a vibration, in particular a vibration frequency and / or a vibration amplitude, in the vertical direction and / or in the horizontal direction, in particular in the longitudinal rail direction and / or in the transverse rail direction.The at least one acceleration sensor can be mounted on a height sensor, in particular on a support element, in particular on a support rod, which preferably connects a sensor head to a track contact element, in particular a rail contact element. The at least one acceleration sensor can be mounted on the lifting and straightening unit, in particular on a height sensor of the lifting and straightening unit.

[0041] The at least one force sensor can comprise a pressure sensor, in particular on a piston-cylinder unit, and / or a load cell. Preferably, the at least one force sensor is designed to detect a measurement signal that correlates with a reaction force, in particular a vertical one, acting between the track and the track bed.

[0042] The detection device can comprise a single sensor. Alternatively, the detection device can comprise several, in particular different, sensors. The multiple sensors preferably provide measurement signals that correlate with at least partially redundant information. The measurement signals from the multiple sensors are preferably evaluated jointly to determine the condition of the track bed. This allows the condition of the track bed to be determined even more reliably and precisely. Further features, details, and advantages of the invention will become apparent from the following description of several exemplary embodiments with reference to the figures. They show:

[0043] Fig. 1 is a schematic representation of a device for

[0044] Detecting the condition of a track bed, with an action device for loading the track bed, a detection device for detecting a measuring signal and an evaluation device for determining the condition of the track bed based on the measuring signal,

[0045] Fig. 2 is a schematic representation of the device in the

[0046] Fig. 1 in further detail, wherein the device further comprises a carriage for traveling on a track and a lifting and straightening unit for acting on an arrangement of the track,

[0047] Fig. 3 is a schematic representation of the device in the

[0048] Fig. 1, wherein the action device is designed as a stuffing unit which is arranged in an initial position,

[0049] Fig. 4 is a schematic representation of the device in the

[0050] Fig. 1, wherein the tamping unit is arranged in a first penetration position,

[0051] Fig. 5 is a schematic representation of the device in the

[0052] Fig. 1, wherein the tamping unit is arranged in a second penetration position, Fig. 6 is a schematic representation of the device in the

[0053] Fig. 1, wherein the tamping unit is arranged in a third penetration position,

[0054] Fig. 7 is a schematic representation of the device in the

[0055] Fig. 1, wherein the tamping unit is arranged in a fourth penetration position,

[0056] Fig. 8 is a schematic representation of a time course of a measurement signal detected by the detection device of the device in Fig. 1,

[0057] Fig. 9 is a schematic representation of a device for

[0058] Detecting the condition of a track bed according to a further embodiment, comprising a plurality of action devices or sensors spaced apart along a rail longitudinal direction.

[0059] Fig. 10 is a schematic representation of a device for

[0060] Detecting the condition of a track bed according to a further embodiment, comprising an action device and a detection device arranged along the longitudinal direction of the track at a distance from the action device.

[0061] A first exemplary embodiment of a method and a device 1 for detecting the condition, in particular the degree of compaction a, of a track bed 2 is described with reference to Figs. 1 to 8. The track bed 2 comprises, in particular, consists of, track ballast 3. A track 4 is arranged on the track bed 2. The track 4 comprises, in particular, sleepers 5 and track rails 6. The combination of sleepers 5 and track rails 6 is also referred to as a track grid. The track bed 2 and the track 4 together form the track superstructure 7.

[0062] The device 1 has a carriage 8 for traveling on the track 4. The carriage 8 is designed with a support structure 9 and a chassis 10 arranged thereon. The carriage 8 has a drive device 11 with at least one traction motor 12 and a drive controller 13 for controlling the drive device 11. The carriage 8 is designed to displace the device 1 on the track 4, in particular along a longitudinal rail direction 14.

[0063] Figure 1 shows a Cartesian coordinate system. An x-direction points in the longitudinal direction 14 of the rail, specifically in the direction of travel. A z-direction points vertically upward. A y-direction is oriented horizontally and perpendicular to the longitudinal direction 14 of the rail. The x-direction, the y-direction, and the z-direction form a right-hand system.

[0064] The device 1 has an action device 15, a detection device 16 and an evaluation device 17.

[0065] The impact device 15 is designed to apply pressure to the track bed 2. For this purpose, the impact device 15 comprises a tamping unit 18 for compacting the track bed 2. The tamping unit 18 has a control drive 19 and a vibration drive 20 for acting on the track bed 2, in particular for applying pressure to the track bed 2. The control drive 19 and the vibration drive 20 act between a tamping unit frame 21 and tamping tines 22, which are designed to penetrate the track bed 2, in particular the track ballast 3.

[0066] The tamping unit 18 has a vertical drive 23, which acts between the support structure 9 and the tamping tines 22, in particular between the support structure 9 and the tamping unit frame 21. By means of the vertical drive 23, the tamping tines 22 can be displaced between an initial position, in which the tamping tines 22 are out of engagement with the track bed 2, and a penetration position, in which the tamping tines 22 penetrate into the track bed 2. In the initial position, the tamping tines 22 are arranged, in particular, completely above the track sleepers 5, in particular the track 4. In the penetration position, the tamping tines 22 are arranged, at least in sections, vertically below an underside of the track sleepers 5.

[0067] The detection device 16 has a first position sensor 24 for detecting the position of the track 4, in particular the rails 6. The first position sensor 24 is designed as a height sensor for detecting a vertical position of the track 4, in particular the track rails 6. The first position sensor 24 has a rail contact means 25, which is attached to a support means 26. The support means 26 is preferably designed in the form of a vertically oriented rod. A sensor head 27 is connected to the rail contact means 25 via the support means 26 in a force-transmitting manner. The first position sensor 24 is designed to detect a measurement signal h, which correlates with a reaction force between the track bed 2 and the track 4 arranged thereon. Depending on a vertical reaction force F zbetween the track bed 2 and the track 4, in particular between the track ballast 3 and the track sleepers 5, the first position sensor 24 detects a variable vertical position h of the track 4, in particular of the track rail 6, in particular relative to the carriage 8 and / or in a global coordinate system.

[0068] The evaluation device 17 is designed to determine the condition of the track bed 2, in particular the degree of compaction a of the track bed 2, based on the measurement signal h, A, p.

[0069] The device 1 is shown in further detail in Fig. 2. The detection device 16 has an acceleration sensor 28. The acceleration sensor 28 is arranged, in particular attached, to the support element 26. The acceleration sensor 28 is designed to detect the measurement signal in the form of a vibration movement acting on the support element 26, in particular an amplitude A of the vibration movement.

[0070] The device 1 comprises a lifting and straightening unit 29 for changing the arrangement of the track 4 relative to the track bed 2, in particular for lifting the track 4 and / or for displacing the track 4 along a rail transverse direction 30.

[0071] The detection device 16 has a pressure sensor 31. The pressure sensor 31 is arranged on a lifting drive 32 of the lifting and straightening unit 29. The lifting drive 32 is designed to displace the track 4 upwards in the vertical direction. For this purpose, the lifting drive 32 comprises a hydraulic cylinder 33. The pressure sensor 31 is designed to detect the measurement signal in the form of a pressure p applied to the hydraulic cylinder 33. The measurement signal p thus correlates with the vertical reaction force F z . By means of the pressure sensor 31, the vertical reaction force F acting on the track 4 is measured via the lifting drive 32. zwhich depends on the load exerted on the track bed 2 by the action device 15, in particular the tamping unit 18.

[0072] The detection device 16 has a second position sensor 34 arranged on a lowering unit 35. The lowering unit 35 is designed to exert a downward force on the track 4 in a vertical direction, in particular to limit the vertical position of the track 4 in an upward direction. The action device 15 can have the lowering unit 35.

[0073] Referring to Fig. 3 to Fig. 7, the device 1, in particular the impact device 15 and the detection device 16, is shown in different arrangements during compaction of the track bed 2.

[0074] Fig. 8 shows an example of a time course of the measurement signals h, A, p detected by the detection device 16.

[0075] The method and device 1 for detecting the condition, in particular the degree of compaction a, of the track bed 2 function as follows: The device 1 is arranged on the track 4, in particular the carriage 8 is arranged on the track rails 6. The impact device 15 and the detection device 16 are located in a transport arrangement. In the transport arrangement, the impact device 15, in particular the tamping unit 18, in particular the tamping tines 22, and the detection device 16, in particular the rail contact means 25, are arranged above the track 4, in particular arranged vertically spaced from the track 4.

[0076] The device 1 is moved by means of the carriage 8, in particular by means of the traction motor 12 controlled by the traction control 13, into a section of the track 4 to be measured and / or processed.

[0077] The device 1 is moved into a measuring arrangement. For this purpose, the rail contact means 25 is brought into contact with the track rails 6. The lifting and straightening unit 29 is brought into engagement with the track rails 6, and the lowering unit 35 is brought into contact with the track rails 6.

[0078] The track 4 is raised by means of the lifting and straightening unit 29. The vertical position h of the track, in particular relative to the carriage 8, is detected by the position sensors 24, 34. The pressure sensor 31 detects the pressure p in the hydraulic cylinder 33. The acceleration sensor 28 detects the amplitude A of a movement of the support means 26.

[0079] The track bed 2 is loaded by means of the impact device 15. For this purpose, the tamping unit 18 is displaced vertically downwards from the initial position shown in Fig. 3. The tamping picks 22 penetrate the track bed 2. Fig. 4 shows the tamping unit 18 in a first penetration position.

[0080] From Fig. 4, it can be seen that there is a space, in particular a cavity 36, beneath the track sleeper 5, which is not filled with track ballast 3. A corresponding cavity 36 can form through repeated travel on the track 4. In this case, the cavity 36 is created by lifting the track 4 by means of the lifting and straightening unit 29. In the first penetration position shown in Fig. 4, the track 4 is displaced upwards by the vertical distance Ahi.

[0081] In the first penetration position, a horizontal tamping tine spacing xi between two opposing tamping tines 22 of a tamping tine pair is approximately 0.6 m. The vertical travel Ahi over which the track 4 is raised is approximately 0.1 m. The vertical travel Ahi can be variably adjusted within a wide range to the existing condition of the track 4. The tamping tine spacing is understood to mean a distance, in particular a horizontal distance, between the tips of tamping tines 22 arranged in pairs.

[0082] Between the first penetration position and a second penetration position, in which the tamping unit 18 is shown in Fig. 5, an adjusting movement of the tamping tines 22 is carried out. The tamping tines 22 are moved towards each other and each in the direction of the track sleeper 5. This movement is effected by the adjusting drive 19. The tamping tine spacing X2 is reduced, in particular to approximately 0.4 m. The hollow space 36 is thereby filled with track ballast 3. Between the second penetration position and the third penetration position, in which the tamping unit 18 is shown in Fig. 6, the tamping tines 22 are again moved further towards each other and in the direction of the track sleeper 5 by means of the adjusting drive 19. The tamping tine spacing X3 is approximately 0.36 m. The vertical position h of the track 4 increases due to the increasing tamping of the track sleepers 5 with the track ballast 3.

[0083] Compared to the third penetration position, in the fourth penetration position, in which the tamping unit 18 is shown in Fig. 7, the tamping tines 22 are displaced further toward each other and in the direction of the track sleeper 5 by means of the auxiliary drive 19. The tamping tine spacing X4 is approximately 0.35 m. Due to the increasing tamping of the track sleeper 5 with the track ballast 3, the track 4 is raised further, in particular by the vertical distance Ah compared to the vertical position h in the third penetration position.

[0084] The tamping picks 22 penetrating the track ballast 3 are excited to vibrate by the vibration drive 20, particularly in each of the penetration positions. This vibrating movement is transmitted to the track bed 2 and leads to compaction of the track bed 2, particularly the track ballast 3, particularly under the track sleeper 5. This compaction process leads to an increasing tamping of the track sleeper 5 with the track ballast 3 and, accordingly, to a lifting of the track 4 to a higher vertical position h.

[0085] The vibration movement of the tamping tines 22 is transmitted via the track bed 2 and the sleepers 5 to the track rails 6. From the track rails 6, the vibration movement is transmitted via the rail contact means 25 and the support means 26 to the acceleration sensor 28. With a constant vibration excitation of the track bed 2 by the tamping unit 18, the vibration movement present at the support means 26 and detectable by the acceleration sensor 28, in particular the amplitude A, depends on the transmission behavior of the intermediate transmission path. In particular, the vibration movement present at the acceleration sensor 28 depends on the nature of the track bed 2, in particular the compaction state, particularly in an area of ​​the track bed 2 adjacent to the sleeper 5.In this way, the condition of the track bed 2, in particular the degree of compaction a, can be determined by means of the measurement signal A detected by the acceleration sensor 28.

[0086] The vertical position h of track 4 can be detected by the respective position sensors 24, 34. The detected vertical position h correlates with the tamping progress. As the tamping of the track sleeper 5 increases, the vertical displacement Ah i. Al also increases. The measurement signal h detected by the position sensors 24, 34 can thus be used to determine the condition of the track bed 2, in particular the degree of compaction a.

[0087] The track 4 is lifted by means of the hydraulic cylinder 33 of the lifting drive 32, in particular to form the hollow space 36. To lift the track 4, a certain hydraulic pressure p is required in the hydraulic cylinder 33. With increasing tamping of the track 4, in particular the track sleeper 5, the vertical reaction force F acting on the track 4, in particular the track sleeper 5, decreases. z The vertical force exerted by the hydraulic cylinder 33 on the track 4 decreases. Accordingly, the hydraulic pressure p present in the hydraulic cylinder 33 decreases. The resulting pressure difference Ap can be detected by the pressure sensor 31 and correlates with the reaction force F z between the track bed 2 and the track 4. The condition of the track bed 2, in particular the degree of compaction a, can be determined on the basis of the measurement signal p detected by the pressure sensor 31.

[0088] The measurement signals h, A, p each correlate with the vertical reaction force F z between track bed 2 and track 4 located on it.

[0089] The detection of the measuring signal h, A, p preferably takes place at a distance Ax, in particular along the longitudinal rail direction 14, from the location of the loading of the track bed 2, in particular a penetration position of the tamping picks 22, wherein the distance Ax can be a maximum of 5 m, in particular a maximum of 2 m, in particular a maximum of 1 m, in particular 0.5 m, in particular a maximum of 0.2 m, in particular a maximum of 0.1 m.

[0090] Fig. 8 shows an exemplary curve of the determined measurement signals h, A, p over time t. As time t increases, in particular with increasing compaction of the track bed 2, the vertical position h of the track 4, in particular of the track rails 6, increases. Likewise, due to the reduced damping of the compacted track ballast 3, the amplitude A of the vibration movement detected by the acceleration sensor 28 increases. A reduction in the hydraulic pressure p can be detected by the pressure sensor 31. Fig. 8 shows the amount of change in the respective measurement signal h, A, p starting from the first penetration position. The measurement signals h, A, p can be evaluated individually or in combination to determine the condition of the track bed 2. A degree of compaction a of the track bed 2 can be determined based on the at least one measurement signal h, A, p.The degree of compaction a preferably correlates with the convergence behavior of the measurement signal h, A, p. The degree of compaction can be specified in percent, where 0% correlates with an uncompacted track bed 2 and 100% correlates with a maximally compacted track bed 2. Preferably, it is determined to which convergence value 11K, AK, PK the measurement signal h, A, p converges in order to determine at which measurement signal the maximum compaction of the track bed 2 is present. The currently existing degree of compaction a can be determined based on the ratio between the current measurement signal h, A, p and the convergence value 11K, AK, PK of the measurement signal h, A, p.

[0091] For example, the maximum achievable degree of compaction UK of 100% is reached when the measuring signal h, A, p no longer changes despite increasing influence of the tamping unit 18 on the track bed 2, in particular despite increasing influence of the adjusting movement and / or the vibration movement.

[0092] The track processing, in particular the tamping process, can be controlled using the measurement signal h, A, p. For example, the compaction of the track bed 2 can be continued until a predetermined degree of compaction a is reached. When such a value as of the degree of compaction a is reached, the compaction process can be terminated. The threshold value as can be, for example, 80%. At time ts, at which the threshold value as is reached, the compaction of the track bed 2 can be terminated. This allows the compaction of the track bed 2 to be carried out in a particularly time- and cost-efficient manner. In particular, it is avoided that the device 1, in particular the impact device 15, in particular the tamping unit 18, and / or the track ballast 3 are subjected to excessive stress, in particular unnecessary wear, and / or that the track ballast 3 begins to flow away from the track 4.

[0093] Based on the measurement signal h, A, p, a measure of the durability of the track bed 2 can be determined. The measure of the durability of the track bed 2 is preferably determined based on the temporal progression of the measurement signal h, A, p and / or based on the load exerted on the track bed 2, in particular the compaction energy introduced into the track bed 2. If the measurement signal h, A, p changes significantly over time t, in particular over the load, in particular over the compaction power introduced into the track bed 2, the resistance of the track bed 2 to a corresponding load is low. From this, it can be concluded that the service life of the track bed 2 is reduced. An increased service life of the track bed 2 can be concluded if the measurement signal h, A, p changes only slightly over time t, in particular over the compaction power introduced into the track bed 2.

[0094] The resistance of the track bed 2 includes in particular the stability and / or robustness of the condition of the track bed 2 with respect to intended loads, in particular with respect to loads when a rail vehicle travels on the track 4.

[0095] Preferably, a maintenance interval for the track superstructure 7, in particular the track bed 2, is determined based on the durability of the track bed 2. This allows maintenance of the track 4 and / or the track bed 2 to be carried out in a particularly time-, energy-, and cost-efficient manner.

[0096] Based on the measurement signals h, A, p, a forecast can be made regarding the temporal development of the condition of track bed 2. This forecast is preferably based on the measure of the durability of track bed 2.

[0097] A further embodiment of the method and device 1 for detecting the condition, in particular the degree of compaction a, of the track bed 2 is described with reference to Fig. 9. In contrast to the exemplary embodiment described above, the impact device 15 has a plurality of tamping units 18, which are arranged on the carriage 8 at a distance from one another along the longitudinal rail direction 14 for the simultaneous processing of the track bed 2 on a plurality of track sleepers 5. The detection device 16 has a first position sensor 24 for each tamping unit 18. This makes it possible for the track bed 2 to be compacted simultaneously on two, in particular adjacent, track sleepers 5. Because the detection device 16 has the two position sensors 24, different conditions of the track bed 2 in the area of ​​the two track sleepers 5 can be detected.

[0098] The tamping units 18 can be controlled independently of one another, in particular based on the respective measurement signals h, A, p of the respective position sensor 24. This allows the method to be implemented in a particularly time-, cost-, and energy-efficient manner. The detection device 16 further comprises two acceleration sensors 28. One acceleration sensor 28 is attached to each support element 26 of the respective position sensor 24.

[0099] The functioning of the device 1 otherwise corresponds to the functioning of the previously described embodiment.

[0100] A further embodiment of the method and device 1 for detecting the condition, in particular the degree of compaction a, of the track bed 2 is described with reference to Fig. 10. In contrast to the embodiments described above, the detection device 16 is designed without the position sensors 24 and the acceleration sensors 28. The measurement signal h, A, p is detected by means of the second position sensor 34 and / or the pressure sensor 3E. The operation of the device 1 otherwise corresponds to the operation of the embodiments described above.

[0101] The method and device 1 ensure the determination of the condition, in particular the degree of compaction a, of the track bed 2 in a particularly reliable, precise, time- and cost-efficient manner. Because the measurement signal h, A, p is multiplied by the reaction force F zbetween the track bed 2 and the track 4 arranged thereon, the condition of the track bed 2 determined in this way has greater significance with regard to the relevant properties of the track bed 2, in particular with regard to the load-bearing capacity of the track bed 2 during intended use, namely when rail vehicles are traveling on it. The condition determined in this way is therefore particularly meaningful with regard to the actual quality of the track bed 2. Because the method can be carried out while the track bed 2 is being compacted, it can be carried out in a particularly time-, cost-, and energy-efficient manner. Controlling the compaction of the track bed 2 based on the measurement signal h, A, p reduces the stress on the device 1, in particular on the respective tamping unit 18, as well as on the track ballast 3, and prevents the track ballast 3 from flowing off the track 4.Controlling the compaction of track bed 2 based on the determined condition also ensures that the desired compaction quality is achieved particularly reliably.

Claims

Patent claims 1. Method for determining the condition, in particular the degree of compaction (a), of a track bed (2), comprising the steps: 1.1 Loading the track bed (2), 1.2 Acquisition of a measurement signal (h, A, p) which is associated with a reaction force (F z ) between the track bed (2) and a track (4) arranged thereon, and 1.3 Determining the condition of the track bed (2) based on the measurement signal (h, A, p) 2. Method according to claim 1, characterized by compacting the track bed (2) to load the track bed (2).

3. Method according to claim 1 or 2, characterized in that the detection of the measuring signal (h, A, p) takes place on the track (4).

4. Method according to one of the preceding claims, characterized by detecting the measurement signal (h, A, p) such that it correlates with the arrangement (h) of the track (4).

5. Method according to claim 4, characterized by detecting the measurement signal (h, A, p) such that it correlates with a vertical position (h) of the track (4).

6. Method according to one of the preceding claims, characterized by detecting the measuring signal (h, A, p) in such a way that it is correlated with a vertical reaction force (F z ) correlates. . Method according to one of the preceding claims, characterized by determining the degree of compaction (a) of the track bed (2) based on the measurement signal (h, A, p).

8. Method according to one of the preceding claims, characterized in that the measurement signal (h, A, p) is recorded along a rail longitudinal direction (14) at a maximum measurement distance (Ax) of 5 m from the point of loading of the track bed (2). Method according to one of the preceding claims, characterized by controlling at least one track processing step based on the measurement signal (h, A, p).

10. Method according to claim 9, characterized in that the track processing step comprises compacting the track bed (2).

11. Method according to one of the preceding claims, characterized by determining the stability of the track bed (2) based on the measurement signal (h, A, p).

12. Method according to claim 11, characterized by determining a prognosis of the temporal development of the condition of the track bed (2) on the basis of the measurement signal (h, A, p).

13. Device (1) for determining the condition, in particular the degree of compaction (a), of a track bed (2), comprising 13.1 an impact device (15) for loading the track bed (2), and 13.2 a detection device (16) for detecting a measurement signal (h, A, p) which is associated with a reaction force (F z ) between the track bed (2) and a track (4) arranged thereon, and 13.3 an evaluation device (17) for determining the condition of the track bed (2) based on the measurement signal (h, A, p). Device (1) according to claim 13, characterized by a carriage (8) for traveling on the track (4). Device (1) according to one of claims 13 or 14, characterized in that the detection device (16) has at least one position sensor (24, 34) and / or at least one acceleration sensor (28) and / or at least one force sensor (31).

Images