Method and apparatus for determining the condition of a track bed by means of a tamping assembly

Abstract

Proposed is a method for determining the condition, in particular the quality, of a track bed (2) by means of a tamping assembly (18.1, 18.2), comprising the steps of: moving the tamping assembly (18.1, 18.2) relative to the track bed (2) between a retracted position, in which the at least one compaction tool (22) of the tamping assembly (18.1, 18.2) is situated outside the track bed (2), and a penetrating position, in which the at least one compaction tool (22) penetrates into the track bed (2); detecting measured values of at least one measurement variable (FV, Pz), which correlates with a vertical reaction force acting between the tamping assembly (18.1, 18.2) and the track bed (2), at different measurement times; and determining the condition of the track bed (2) on the basis of at least two of the measured values detected at different measurement times. Also proposed is an apparatus (1) for carrying out such a method.

Description

[0001] Method and device for determining the condition of a

[0002] Track bed using a tamping unit

[0003] The invention relates to a method for determining the condition, in particular the quality, of a track bed using a tamping unit. Furthermore, the invention relates to a device for determining the condition, in particular the quality, of a track bed using a tamping unit.

[0004] AT 520056 A1 discloses a method and device for compacting a track bed. The force transmitted to the track ballast due to a horizontal vibration movement of tamping tools is measured to draw conclusions about the condition of the track bed. The results obtained in this way are not always sufficient for a precise determination of the condition of the track bed. There is a continuing need to determine the condition of a track ballast bed in a particularly reliable, precise, and cost-effective manner.

[0005] It is an object of the invention to provide an improved method for determining the condition, in particular the quality, of a track bed, which is particularly precise, reliable and cost-effective in operation.

[0006] This object is achieved by a method having the features of claim 1. It has been recognized that the condition, in particular a quality state, of a track bed can be determined based on measured values ​​of a measured variable which correlates with a vertical reaction force acting between a tamping unit and the track bed. In particular, it has been found that the vertical reaction force, in particular a measured variable correlating therewith, allows particularly precise conclusions to be drawn about the condition of the track bed, in particular about the properties essential for the operation of the track. This can be explained by the fact that the vertical reaction force between the tamping unit and the track bed particularly closely approximates the essential loads on the track bed during operation, in particular when rail vehicles are traveling on it.The measured value, which correlates with the vertical reaction force, is closely related to the condition of the trackbed, particularly those properties that are particularly crucial for the safe operation of the track. Because the condition of the trackbed is determined when the tamping unit is moved, the condition can also be determined during a compaction or tamping process. Separate measurement runs are no longer necessary. The method is therefore particularly precise, reliable, and economical to operate.

[0007] Preferably, the condition is determined when displacing the tamping unit relative to the track bed between a reset position in which at least one compaction tool of the tamping unit is arranged outside the track bed and a penetration position in which the at least one compaction tool penetrates into the track bed.

[0008] Preferably, the condition of the track bed is determined on the basis of at least two measured values, in particular of the same measured variable, recorded at different measuring times.

[0009] The quality of the trackbed is preferably understood to mean at least one property that is relevant for track operation. In particular, those properties relating to the load-bearing capacity, stiffness, and / or damping properties of the trackbed are relevant. Information on the quality of the trackbed can include information on the quality of the trackbed, in particular on grain size, fines content, degree of compaction, degree of contamination, in particular on the degree of vegetation growth, and / or ballast bed stiffness. The quality can also include information on the layer thickness of the track ballast, in particular on a fill level relative to the underside of a sleeper.

[0010] The trackbed is a trackbed that can be tamped with a tamping unit. The trackbed is also referred to as track ballast.

[0011] Preferably, at least one quality index, in particular at least one quality index, is determined based on the at least two measured values ​​recorded at different measuring times. The quality index can correlate with an energy required to move the at least one compaction tool, in particular to the maximum penetration depth, into the track bed. The penetration energy can be determined as the integral of a vertical driving force acting on the at least one compaction tool over the path, in particular the vertical path, that the compaction tool travels in the track bed. A particularly meaningful quality index results from the quotient of the penetration energy and the maximum penetration depth. The resulting quality index is thus largely independent of the penetration depth of the compaction tools.Preferably, the several quality indicators are weighted against each other and combined to form a single quality parameter which provides a particularly meaningful indication of the quality of the track bed.

[0012] The at least one tamping unit can have at least one, in particular at least two, in particular at least four, in particular at least eight, compaction tools. The tamping unit preferably comprises a plurality of compaction tools arranged in pairs, in particular each of which can be positioned relative to one another.

[0013] The compaction tool is also referred to as a compaction tool. The at least one compaction tool is preferably a tamping pick.

[0014] The condition of the track bed can be determined based on at least two measured values ​​of the same measurand recorded at different measuring times. The condition is preferably determined based on at least two, in particular at least three, in particular at least 10, in particular at least 20, in particular at least 50, in particular at least 100, and / or a maximum of 1,000 measured values, in particular of the same measurand.

[0015] The measured values ​​of the at least one measured variable are preferably recorded by sensors. The at least one sensor for recording the measured values ​​can be a force sensor and / or a pressure sensor and / or a displacement sensor and / or a rotary encoder and / or a voltage sensor and / or an ammeter and / or a flow sensor and / or a power sensor. The at least one sensor can be a component of the tamping unit, in particular of a system for controlling and / or regulating the tamping unit.

[0016] Using the at least one force sensor, a measured value can be recorded, for example, in the form of a vertical driving force that causes the at least one compaction tool to penetrate the track bed. This vertical driving force correlates accordingly with the vertical reaction force between the tamping unit and the track bed.

[0017] Alternatively or additionally, to determine the measured values, a vertical position of the at least one compaction tool can be detected by means of the at least one displacement sensor. This measured variable also correlates with the vertical reaction force between the tamping unit and the track bed, since different properties, in particular stiffnesses, of the track bed, especially with a constant vertical drive force, result in different vertical speeds of the at least one compaction tool, with corresponding effects on the temporal progression of the vertical position of the at least one compaction tool.

[0018] The at least two measured values, in particular all measured values ​​and / or successive measured values, are preferably recorded at a time interval of at least 0.001 s, in particular at least 0.01 s, in particular at least 0.1 s, in particular at least 1 s, and / or a maximum of 1 h, in particular a maximum of 60 s, in particular a maximum of 10 s, in particular a maximum of 1 s, in particular a maximum of 0.1 s. This advantageously ensures that the recorded measured values ​​enable the condition of the track bed to be determined with a high temporal and / or spatial resolution.Preferably, at least two, in particular consecutive or non-consecutive, of the measured values ​​are recorded at a time interval of at least 2 s, in particular at least 10 s, in particular at least 20 s, in particular at least 60 s, in particular at least 5 min, in particular at least 30 min, in particular at least 60 min and / or a maximum of 24 h, in particular a maximum of 12 h.

[0019] The vertical reaction force is defined as a force that is predominantly, especially exclusively, vertically oriented. The measured value preferably correlates with a vertical component of a resulting reaction force between the tamping unit and the track bed.

[0020] To determine the condition of the track bed, additional measured values ​​of at least one additional measured variable can be taken into account, which correlates with a horizontal reaction force acting between the tamping unit and the track bed.

[0021] A method according to claim 2 ensures the determination of the condition of the track bed in a particularly reliable and efficient manner.

[0022] The condition of the track bed can be determined by determining the penetration force, in particular a maximum penetration force, which is determined based on, in particular a temporal progression, the vertical drive force exerted on the at least one compaction tool for penetrating the track bed. The penetration force can be determined based on the vertical drive force, in particular corresponding identically to this. More preferably, the penetration force is determined on the basis of the vertical drive force and taking into account, in particular lessening, the inertial force due to the vertical acceleration of the at least one compaction tool, in particular all masses of the tamping unit moved by the vertical drive force, in particular all masses moved vertically together with a tamping unit frame of the tamping unit.The vertical acceleration can be determined, for example, at the at least one compaction tool and / or at the tamping unit frame. The vertical acceleration is preferably determined using a displacement sensor and / or an acceleration sensor. The vertical acceleration is also referred to as penetration acceleration. The masses used to determine the inertial force can be determined based on the existing configuration of the tamping unit. Taking into account the mass inertia of the at least one compaction tool, the penetration force can be determined particularly precisely.

[0023] The maximum penetration force is preferably determined per tamping cycle, in particular per lowering movement of the at least one compaction tool. The vertical drive force can be detected by means of a force sensor and / or a pressure sensor, in particular in a hydraulic vertical drive. The penetration speed is preferably determined by means of a displacement sensor for detecting a vertical position of the at least one compaction tool. The penetration speed is also referred to as vertical speed. The penetration work can be determined based on the penetration force and the vertical position, in particular based on the integral of the penetration force over the vertical position. The parameters described above can be detected directly as a measured variable or determined on the basis of measured values ​​of another measured variable.

[0024] A tamping cycle is understood to mean that the at least one compaction tool is lowered into the track bed, in particular from the return position into the penetration position, that an advancing movement of the at least one compaction tool takes place, in particular of at least two compaction tools arranged in pairs relative to one another, and that the at least one compaction tool is raised, in particular from the penetration position into the return position. The at least one compaction tool can additionally be subjected to a vibrating movement, in particular when penetrating the track bed and / or during the advancing movement. This promotes the desired redistribution of the track ballast and facilitates the penetration of the compaction tools into the track bed.

[0025] A method according to claim 3 ensures the determination of the condition of the track bed in a particularly precise and reliable manner. Preferably, the quotient of the maximum penetration force, in particular per tamping cycle, and the penetration speed, in particular at the vertical position of the maximum penetration force, is determined. This quotient is also referred to as the ballast penetration coefficient. The ballast penetration coefficient is a quality indicator that describes the condition of the track bed in a particularly general manner and in a manner that is particularly meaningful for the relevant properties of the track bed. According to one aspect of the invention, to determine the condition of the track bed, a standardized ballast penetration coefficient is determined as the quotient of the ballast penetration coefficient and a maximum penetration depth of the at least one compaction tool into the track bed.Other quality indicators include, for example, the penetration energy and / or the quotient of the penetration energy and the maximum penetration depth. Preferably, a correction, in particular a standardization, of the at least one quality indicator is carried out by the local track lifting, in particular due to the penetration process. Vertical track lifting is preferably understood to mean the vertical position change of the track grid in the treated area, in particular the vertical position change of the track sleeper at which the at least one compaction tool penetrates the track bed.

[0026] A method according to claim 4 ensures the determination of the condition of the track bed in a particularly reliable manner. The condition of the track bed is preferably determined based on at least three, in particular at least five, in particular at least 10, in particular at least 20, in particular at least 50, in particular at least 100, and / or a maximum of 1,000 measured values ​​of the measured variable, in particular of the same measured variable, recorded at different measuring times. In other words, the condition of the track bed is determined based on a temporal progression of the recorded measured variable. From the temporal progression, for example, penetration values, in particular minima and / or maxima and / or a temporal derivative and / or a temporal integral of the measured values ​​can be determined. On the basis of the temporal progression, the maximum penetration force and / or the penetration speed and / or the penetration acceleration can be determined.A method according to claim 5 ensures the determination of the condition of the track bed in a particularly reliable manner. Preferably, the measured values ​​are determined in at least two, in particular at least three, in particular at least five, in particular at least 10, in particular at least 20, in particular at least 100, and / or a maximum of 500 tamping cycles. In each tamping cycle, preferably several measured values, in particular the temporal progression of the measured variable, are determined. Preferably, the several tamping cycles are carried out on adjacent track sleepers. The determination of the condition of the track bed can thus be carried out with a high local resolution.The condition can further be determined over an area comprising a plurality of track sleepers along the longitudinal direction of the rail, whereby the reliability of the measured values ​​and / or the condition can be determined, in particular whereby measurement errors can be identified as outliers when viewed over a larger area along the longitudinal direction of the rail.

[0027] A method according to claim 6 ensures the determination of the condition of the track bed in a particularly precise manner. The at least two different measured variables preferably correlate with the vertical driving force exerted on the at least one compaction tool and / or with the vertical position of the at least one compaction tool.

[0028] According to one aspect of the invention, the condition of the track bed is determined based on measured values ​​of at least two identical measured variables, which are, however, recorded at different measuring positions, in particular at different tamping units. The measured values ​​of the identical measured variables can, for example, be recorded at at least two, in particular at least three, in particular at least four, of the tamping units. The at least two tamping units are preferably arranged at a distance from one another along a horizontal transverse rail direction. This allows the condition of the track bed to be individually determined for different positions along the horizontal transverse rail direction. Local contamination of the track bed, for example on only one side of the track, can thus be identified.

[0029] A method according to claim 7 ensures the determination of the condition of the track bed with particularly high informative value. The at least one tamping unit is preferably operated by means of a control device for controlling and / or regulating the movement of the at least one compaction tool. The movement of the at least one compaction tool relative to the track is preferably carried out using certain control and / or regulating variables. If, for example, a track bed is present with a very high penetration resistance, in particular a high ballast stiffness, the vertical driving force and / or the vibration frequency transmitted to the at least one compaction tool and / or the vibration amplitude can be changed, in particular increased, by means of the control device. However, this can have an influence on the measured values ​​used to determine the condition of the track bed.Corresponding control and / or regulation parameters are therefore preferably taken into account when determining the condition of the track bed. The influence of changing control and / or regulation parameters on the respective condition index is preferably compensated, for example by normalizing the condition index with corresponding control and / or regulation parameters. Corresponding control and / or regulation parameters can comprise a control deviation, in particular a maximum control error, and / or integrated control deviations, in particular an integral control error weighted by the penetration depth, and / or an integral control error weighted by the controller output and / or a controller output, in particular a maximum controller output, and / or the manipulated variable, in particular a manipulated variable of the controller averaged over the penetration depth.

[0030] A method according to claim 8 ensures the determination of the condition of the track bed in a particularly reliable and precise manner. For example, to determine the condition of the track bed, an average value and / or a scatter of the recorded measured values ​​and / or the determined condition can be evaluated, in particular over time and / or over the position at which the measured values ​​are determined, in particular in the longitudinal rail direction and / or in a horizontal transverse rail direction. The evaluation can be carried out at a single measuring position, in particular for a specific horizontal arrangement of the tamping unit, in particular on a specific track sleeper. The statistical evaluation is preferably carried out across different positions of the at least one tamping unit, in particular in the horizontal direction, in particular on multiple track sleepers.This makes it possible to determine whether, for example, a particular trackbed condition exists at only a single measurement location. This can be used to identify a measurement error and / or a locally specific trackbed condition.

[0031] According to one aspect of the invention, the statistical evaluation of the measured values ​​comprises methods of artificial intelligence, in particular machine learning. A method according to claim 9 ensures the determination of the condition of the track bed in a particularly precise and reliable manner. The variance and / or standard deviation of the measured values ​​at a single and / or multiple, particularly adjacent, measuring positions correlates with the condition of the track bed. A high variance and / or standard deviation typically correlates with a less good condition of the track bed. Based on the variance and / or deviation from the standard deviation, the condition, in particular the quality, of the track bed can be determined particularly reliably.

[0032] A method according to claim 10 ensures the determination of the condition of the track bed in a particularly precise and reliable manner. The georadar data can be acquired, particularly overlapping in time, with the acquisition of the measured values ​​and / or retrieved from a data storage device. Preferably, germ values ​​derived from the georadar data are compared with the characteristic quality values ​​determined from the measured values. Inconsistencies, particularly due to measurement errors, can be detected. The determination of the condition of the track bed can thus be carried out particularly precisely and with high reliability.

[0033] A method according to claim 11 is particularly economical. Preferably, the measured values ​​are recorded with a temporal overlap during the respective tamping cycle, in particular when the compaction tools penetrate the trackbed. Thus, the condition of the trackbed can be determined simultaneously with the trackbed compaction. In particular, the method can be used to consolidate condition information regarding the trackbed from several track sections into a common database. This allows a track-wide data set regarding the trackbed condition to be generated. For example, maintenance measures can be initiated based on a corresponding data set, in particular using artificial intelligence methods, in particular machine learning.

[0034] The invention also relates to a method for compacting a track bed by means of at least one tamping unit, in which, in particular in a temporally overlapping manner, the condition, in particular the quality state, of the track bed is determined, in particular on the basis of the method described above.

[0035] A method according to claim 12 is particularly efficient and economical. The control of the at least one track processing step, in particular the track bed compaction, in particular the respective tamping cycle, is preferably carried out based on the determined condition, in particular the quality state, of the track bed. This allows the extent of track processing to be limited to the necessary extent and / or continued until an at least desired condition is achieved. For example, if the condition of the track bed is unsatisfactory, a plurality of tamping cycles can be carried out until the desired condition is achieved and / or until a termination criterion, for example a maximum number of tamping cycles, is reached. The control of the at least one track processing step can comprise controlling the tamping process and / or positioning and / or aligning and / or stabilizing the track.

[0036] A method according to claim 13 ensures the determination of the condition of the track bed in a particularly precise manner, in particular with a particularly high local resolution. The condition of the track bed is preferably determined for at least one, in particular at least two, in particular at least three, in particular at least four, in particular at least six, in particular at least eight specific positions along a horizontal and / or vertical transverse track direction. Along the horizontal transverse track direction, the condition can be recorded using a plurality of tamping units. Along the vertical transverse track direction, the condition of the track bed can be determined for at least one specific penetration depth, in particular for different penetration depths, in particular for different layers of the track bed. This allows a locally inadequate condition of the track bed to be precisely identified.Maintenance costs can be reduced to the necessary minimum.

[0037] Preferably, the trackbed is classified based on its specific condition, in particular into at least two, especially at least three, condition categories. For example, a three-stage traffic light model can be used, in which the condition of the trackbed is classified as good, sufficient, or unsatisfactory.

[0038] According to one aspect of the invention, a ballast level, in particular relative to a track sleeper, in particular the underside of the sleeper, is determined based on the measured values. Depending on the detected ballast level, new ballast can be applied or the arrangement of the track grid on the track ballast can be adjusted.

[0039] A further object of the invention is to provide an improved device for determining the condition, in particular the quality, of a track bed, which is particularly precise, reliable and economical in operation.

[0040] This object is achieved by a device having the features of claim 14. The advantages of the device correspond to the advantages of the method described above. The device can be further developed with at least one of the features described above in connection with the method. The evaluation device is preferably designed to process digital data. For this purpose, it can comprise a processor, in particular a microcontroller. The evaluation device is in signal-transmitting connection with the measuring device. The evaluation device can be in signal connection with a control device for controlling the at least one tamping unit, in particular a control device of a track tamping machine.

[0041] The measuring device preferably comprises at least one of the aforementioned sensors, in particular a force sensor and / or a pressure sensor and / or a displacement sensor and / or an acceleration sensor, for detecting the measured values ​​of the at least one measured variable that correlates with the vertical reaction force between the tamping unit and the track bed. A device according to claim 15 is particularly economical in operation. The device is preferably a track-laying machine, in particular a track tamping machine. The carriage for traveling on the track rails preferably comprises a drive device with a traction motor for displacing the device along the track.

[0042] The device preferably comprises a lifting and / or straightening unit for arranging and aligning the track grid relative to the track bed.

[0043] Further features, details, and advantages of the invention will become apparent from the following description of an embodiment with reference to the figures. They show:

[0044] Fig. 1 is a schematic representation of a track construction machine with at least one device for determining the condition of a track bed and a tamping unit for compacting the track bed,

[0045] Fig. 2 is a side view of the device in Fig. 1 in detail,

[0046] Fig. 3 is a front view of the device in Fig. 1, with the tamping unit, a measuring device for recording measured values ​​of at least one measured variable that correlates with a vertical reaction force acting between the tamping unit and the track bed, and an evaluation device for determining the condition of the track bed based on the measured values

[0047] Fig. 4A is a schematic representation of a curve of a quality indicator over the number of consecutively processed tamping positions in a good condition of the track bed, wherein the respective quality indicators are determined on the basis of measured values ​​recorded at a penetration depth of a compaction tool in an area above the lower edge of a sleeper,

[0048] Fig. 4B is a schematic representation of the curve in Fig. 4A, wherein the respective quality index is determined based on measured values ​​recorded at a penetration depth of the compaction tool in an area below the lower edge of the sleeper,

[0049] Fig. 5A is a schematic representation of the course in Fig. 4A in the case of an insufficient condition of the track bed,

[0050] Fig. 5B is a schematic representation of the course in Fig. 4B in the case of an insufficient condition of the track bed, or

[0051] Fig. 6 is a schematic representation of the course in Fig. 4A with a predominantly good condition of the track bed, only in two short sections along the longitudinal direction of the rail and in one side insufficient in the transverse direction of the rail.

[0052] With reference to Figs. 1 to 6, an embodiment of a method and a device 1 for determining the condition of a track bed 2 is described. The track bed 2 comprises, in particular, track ballast 3. A track 4 is arranged on the track bed 2. The track 4 comprises, in particular, track sleepers 5 and track rails 6. The combination of track 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.

[0053] The device 1 comprises a carriage 8 for traveling on the track rails 6. 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 control 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.

[0054] 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.

[0055] The device 1 comprises a track processing device 15, a measuring device 16 and an evaluation device 17.

[0056] The track processing device 15 is designed for processing the track 4, in particular the track bed 2. For this purpose, the track processing device 15 comprises at least one tamping unit, in particular four tamping units 18.1, 18.2, for compacting the track bed 2. Two of the tamping units 18.1, 18.2 are arranged on each of the track rails 6. In Figs. 1 to 3, only the two tamping units 18.1, 18.2 arranged on the right in the direction of travel are shown. The second tamping unit 18.2, shown in detail in Fig. 3, is preferably designed corresponding to the first tamping unit 18.1.

[0057] The at least one tamping unit 18.1, 18.2 has an auxiliary drive 19 and a vibration drive 20. The auxiliary drive 19 and the vibration drive 20 act between a tamping unit frame 21 and compaction tools 22, in particular tamping picks, which are designed to penetrate the track ballast 3.

[0058] The at least one tamping unit 18.1, 18.2 has a vertical drive 23, which acts between the support structure 9 and the compaction tools 22, in particular between the support structure 9 and the tamping unit frame 21. By means of the vertical drive 23, the compaction tools 22 can be displaced between a reset position, in which the compaction tools 22 are arranged outside the track bed 2, and a penetration position, in which the compaction tools 22 are in engagement with the track bed 2. In the reset position, the compaction tools 22 are arranged completely above the track sleepers 5, in particular completely above the track rails 6. In the penetration position, the compaction tools 22 are arranged at least partially vertically below the track sleepers 5.

[0059] The measuring device 16 has a force measuring device 24. The force measuring device 24 is designed to detect a vertical drive force Fv acting on the compaction tools 22 of the tamping unit 18.1, 18.2. The vertical drive force Fv is provided by the vertical drive 23. The vertical drive force Fv acts on the track bed 2 via the compaction tools 22. In particular, the vertical drive force Fv corresponds to a vertical reaction force between the respective tamping unit 18.1, 18.2 and the track bed 2, in particular the track ballast 3.

[0060] The force measuring device 24 has a first pressure sensor 24.1 and a second pressure sensor 24.2. The pressure sensors 24.1, 24.2 are each in fluid communication with a pressure chamber of the vertical drive 23, which is designed as a hydraulic cylinder. The vertical drive force Fv can be determined based on the pressure difference detected by the pressure sensors 24.1, 24.2.

[0061] The measuring device 16 has a position measuring means 25. The position measuring means 25 is designed to measure a vertical position P z of at least one compaction tool 22. The vertical position P z is the result of a displacement movement of at least one compaction tool 22 when moving between the reset position and the penetration position. The vertical position P z therefore correlates with the vertical reaction force acting between the respective tamping unit 18.1, 18.2 and the track bed 2.

[0062] The measuring device 16 may have an acceleration sensor 26 for detecting a vertical acceleration acting on the at least one compaction tool 22.

[0063] The measuring device 16 may comprise a rotary encoder 27. The rotary encoder 27 may be configured to detect a positioning movement of the at least one compaction tool 22, in particular the angle α about a positioning pivot axis, in particular about a horizontal axis perpendicular to the rail longitudinal direction 14.

[0064] Alternatively or in addition to the force measuring device, the measuring device 16 can have a force measuring device (not shown) for detecting a setting force caused by the setting drive 19, for example a load cell.

[0065] The operation of the method and device 1 for determining the condition of the track bed 2 by means of the at least one tamping unit 18.1, 18.2 is as follows:

[0066] The device 1 is arranged on the track 4. In particular, the carriage 8 is arranged on the track rails 6.

[0067] By means of the carriage 8, in particular the drive device 11, the device 1 is moved to a section of the track 4 to be worked on.

[0068] The four tamping units 18.1, 18.2 are arranged along the longitudinal rail direction 14 in the area of ​​the same track sleeper 5, in particular such that their compaction tools 22 are arranged on both sides of the same track sleeper 5. Transversely to the longitudinal rail direction 14, a tamping unit 18.1, 18.2 is arranged on both sides of the two track rails 6. The tamping units 18.1, 18.2 are located in the reset position, in particular completely above the track sleepers 5. To treat the track bed 2, in particular to compact the track ballast 3, a first tamping cycle is carried out. Each tamping cycle comprises at least the lowering, positioning, and raising of the compaction tools 22.

[0069] The compaction tools 22 are lowered by means of the vertical drive 23. The compaction tools 22 are lowered from the reset position into the penetration position. In the penetration position, the compaction tools 22 are arranged at least partially below the respective track sleeper 5, in particular at a maximum penetration depth tmax relative to a surface of the track bed 2.

[0070] The compaction tools 22 are positioned by means of the positioning drive 19. The compaction tools 22, which are arranged in pairs, are moved, in particular pivoted, towards each other, in particular in the direction of the track sleeper 5 encompassed by the compaction tools 22.

[0071] The lifting of the compaction tools 22 from the penetration position to the return position is again carried out by means of the vertical drive 23.

[0072] Inside or outside the track ballast 3, the compaction tools 22 are pivoted back, particularly away from each other, by means of the auxiliary drive 19. The first tamping cycle is thus completed.

[0073] The compaction tools 22 are preferably subjected to a vibrating motion during lowering and / or during the adjustment movement. The vibration drive 20 is used to generate the vibrating motion. The vibration motion is preferably transmitted to the compaction tools 22 via the adjustment drive 19.

[0074] The condition of the track bed 2, in particular the track ballast 3, influences the vertical reaction force acting between the respective tamping unit 18.1, 18.2, in particular the compaction tools 22, and the track bed 2. Consequently, the recording of measured values ​​of at least one measured variable Fv, Pz, which correlates with this vertical reaction force, allows conclusions to be drawn about the condition of the track bed 2.

[0075] During the tamping cycle, especially when lowering the compaction tools 22, the vertical driving force Fv and the vertical position P zThe corresponding measured values ​​can be recorded at a frequency of 1 kHz. The continuously recorded measured values ​​correspond to a temporal progression of the respective measured variable Fv, Pz. During the lowering of the compaction tools 22, at least 3, in particular at least 10, in particular 20, in particular at least 100 measured values ​​are recorded, in particular within the same tamping cycle.

[0076] From the temporal progression of the vertical driving force Fv, particularly during the same tamping cycle, a maximum, particularly a global maximum, is determined: the maximum driving force Fv.max. To determine the maximum driving force Fv.max, at least three measured values ​​for the same parameter, recorded at different measurement times, are required. This maximum driving force Fv.max is divided by the number of compaction tools 22 displaced by the same vertical drive 23. This results in the maximum vertical driving force Fv.p.max per compaction tool 22, particularly per tamping pick.

[0077] Based on the time course of the vertical position P z can be moved to any vertical position P z the corresponding vertical velocity v z of the compaction tools 22. The vertical position P z,Fmax, in which the maximum driving force Fv.max is measured. Then, the value at this vertical position P z ,Fmax present vertical velocity V Zj Fmax of the compaction tools 22 is determined.

[0078] A particularly meaningful characteristic value for the condition of the track bed 2, namely a ballast penetration coefficient ß, is determined as the quotient of the maximum driving force Fv.p.max per compaction s tool 22 and the associated vertical speed Vz.I'max. Alternatively or additionally, the maximum vertical driving force Fv.max and / or the maximum vertical driving force Fv.p.max per compaction s tool 22 and / or a standardized ballast penetration coefficient and / or a penetration work and / or a quotient of the penetration work and the maximum penetration depth tmax and / or the vertical position P can be determined as characteristic values. z,Fmax at the maximum driving force Fv. The end ring force can be determined as identical to the vertical driving force Fv. The end ring force is preferably determined from the vertical driving force Fv less the inertial force acting on the at least one compaction tool 22 due to a vertical acceleration. The standardized ballast penetration coefficient is understood to be the quotient of the ballast penetration coefficient ß and a maximum penetration depth tmax. In addition, a correction factor can be applied to the at least one quality characteristic, in particular to the standardized ballast penetration coefficient, which takes into account the influence of track heave. The penetration work is the integral of the vertical driving force Fv over the vertical position P z understood.

[0079] By means of the carriage 8, the device 1 is moved to the nearest track sleeper 5, in particular in the longitudinal direction 4 of the rail. There, the at least one tamping cycle is repeatedly performed.

[0080] The ballast penetration coefficient ß is preferably determined for each tamping cycle and for each of the four tamping units 18.1, 18.2. For each tamping position P x Along the rail longitudinal direction 14, in particular at each sleeper 5, at least one ballast penetration coefficient ß is determined for each tamping unit 18.1, 18.2. Thus, at position P x four ballast penetration coefficients ßi, ß2, ßs, ß4, in particular on both track rails 6, inside and outside.

[0081] In principle, on the same track sleeper 5, in particular at the same position P x, several tamping cycles are performed. Thus, a plurality of ballast penetration coefficients ß can be determined on the same track sleeper 5.

[0082] The at least one quality characteristic is determined by means of the evaluation device 17. For this purpose, the evaluation device 17 can have a signal processing means, in particular for processing digital information. Preferably, the evaluation device 17 comprises a processor, in particular a microcontroller, for this purpose. According to a particular aspect, the at least one quality characteristic, in particular the respective ballast penetration coefficient β, is determined for at least one, in particular for several, specific layers 2.1, 2.2 of the track bed 2. A layer 2.1, 2.2 of the track bed 2 extends over a specific vertical area zs1, zs2. The first layer 2.1 extends in an area above a sleeper underside 28. The second layer 2.2 extends between the respective sleeper underside 28 and the maximum penetration depth tmax of the compaction tools 22.By determining the respective ballast penetration coefficients ßi, ß2, ßs, ß4 for specific layers 2.1, 2.2 of the track bed 2, the ballast bed condition in different vertical positions P can be determined. z be evaluated individually. For example, this can be used to determine whether contamination is present only in an upper area, particularly in the first layer 2.1.

[0083] In Fig. 4A to Fig. 5B, the ballast penetration coefficients ß are shown along a section of the track 4, in particular over a large number N of track sleepers 5.

[0084] Figure 4A shows the ballast penetration coefficients ßi.i, ßi.2, ßi.3, ßi.4, which are determined for the upper layer 2.1 of the trackbed 2 along the treated section. Figure 4B shows the ballast penetration coefficients ß2.i, ß2.2, ß2.3, ß2.4 of the lower layer 2.2 of the trackbed 2 of this section. In this section, the condition of the trackbed 2 is good, in particular, the track ballast 3 is new. The information presented in Figs. 5A and 5B corresponds to the information presented in Figs. 4A and 4B, with the ballast penetration coefficients ßi.i, ßi.2, ßi.3, ßi.4, ß2.i, ß2.2, ß2.3, ß2.4 being determined in a different section of track 4. In this section, the condition of the trackbed 2 is inadequate. For example, the track ballast 3 is heavily contaminated, silted, overgrown, and / or worn.

[0085] As can be seen from Figs. 4A to 5B, the condition of the track bed 2 can be determined not only based on the ballast penetration coefficients ß. Preferably, a condition index is determined based on a statistical evaluation of the measured values, in particular the ballast penetration coefficients ß. For example, a condition index can be determined as the variance and / or the standard deviation of the individual ballast penetration coefficients ß over the number N and / or as the spread of the multiple ballast penetration coefficients ß at the same position P x along the rail longitudinal direction 14, in particular at a specific track sleeper 5. The higher the ballast penetration coefficient ß and / or the variance of the ballast penetration coefficient ß and / or the standard deviation of the ballast penetration coefficient ß and / or the scatter of the multiple ballast penetration coefficients ß, the worse the condition of the track bed 2 is typically.

[0086] Fig. 6 shows a further course of ballast penetration coefficients ß over a number N of adjacent sleepers in another section of track 4. The evaluation of the respective ballast penetration coefficient ß is carried out for the entire penetration depth t max . In certain areas Ni, N2 along the rail's longitudinal direction 14, an individual ballast penetration coefficient ß of the ballast penetration coefficients ßi, ß2, ßs, ß4 determined for each tamping unit 18.1, 18.2 is significantly increased. This indicates a locally inadequate condition of the track bed 2. For example, in a corresponding area along the rail's longitudinal direction 14 and only in the area of ​​one of the track rails 6, an inadequate condition of the track bed 2 exists, for example, due to local contamination of the track ballast 3 and / or damage to the track bed 2, for example as a result of erosion.

[0087] The condition of track bed 2 can be determined using the measurements described above and taking georadar data into account. This allows the condition of track bed 2 to be determined even more precisely.

[0088] The measured values ​​are preferably evaluated using well-known methods of artificial intelligence, in particular machine learning.

[0089] The evaluation device 17 is preferably in signal communication with a control device 29 for controlling the at least one tamping unit 18.1, 18.2. The control device 29 can be configured to implement the displacement movements of the compaction tools 22 according to predetermined control and / or regulation parameters. In particular, the tamping movement, in particular the penetration movement, can be carried out using a trajectory tracking control. In particular, deviations from target values ​​can be compensated by counter-controlling the control device 29. Corresponding compensation information is preferably taken into account when determining the condition of the track bed 2.In particular, a control deviation, in particular a maximum control error, and / or an integral control deviation and / or a differential control deviation and / or a controller output and / or an averaged manipulated variable can be taken into account when determining the condition of the track bed 2. When determining the condition of the track bed 2, for example, a dependent vibration frequency of the vibration drive can be taken into account. Thus, the influence of changing control and regulated variables on the measured values ​​for determining the condition of the track bed 2 can be compensated.

[0090] Furthermore, when determining the condition of the track bed 2, the setting force, in particular a setting pressure, and / or a holding force, in particular a holding pressure, and / or a setting position, in particular a signal of the rotary encoder 27, and / or a drive power, in particular of the vibration drive 20, can be taken into account.

[0091] Preferably, the ballast bed 2 is classified based on its quality. For example, the classification can distinguish three quality states, in particular good, sufficient and insufficient, in particular according to a 3-stage traffic light model.

[0092] Preferably, at least one track maintenance step, in particular track bed compaction, is controlled based on the specific condition. For example, a section of track in which the track bed 2 is classified as insufficient or sufficient can be worked. In particular, the track ballast 3 can be compacted or replaced there. Depending on the specific condition, the position and / or alignment of the track 4 can be adjusted and / or the track 4 can be stabilized. Preferably, the information about the condition of the track bed 2 is used to determine the necessity of maintenance measures for a section of the track 4. For example, a track bed report can be created, in particular for a customer and / or an infrastructure operator.The decision on carrying out maintenance measures can be made on the basis of the information on the condition of track bed 2.

[0093] Preferably, the current compaction process, during which the condition of the track bed 2 is determined, is controlled based on the determined condition.

[0094] The method described above enables a particularly precise determination of the condition of a track bed 2. The track bed 2 can thus be maintained particularly economically and reliably. A track 4 maintained on the basis of such a method is particularly reliable and safe in operation. The advantages of the device 1 correspond to the advantages of the method.

Claims

Patent claims 1. A method for determining the condition, in particular the quality, of a track bed (2) by means of a tamping unit (18.1, 18.2), comprising the steps: 1.1 Displacing the tamping unit (18.1, 18.2) relative to the track bed (2) between a return position in which at least one compaction tool (22) of the tamping unit (18.1, 18.2) is arranged outside the track bed (2), and a penetration position in which the at least one compaction tool (22) penetrates into the track bed (2), 1.2 Recording measured values ​​of at least one measured variable (Fv, Pz) which correlates with a vertical reaction force acting between the tamping unit (18.1, 18.2) and the track bed (2) at different measuring times, and 1.3 Determining the condition of the track bed (2) based on at least two of the measured values ​​recorded at different measuring times.

2. Method according to claim 1, characterized in that the determination of the condition of the track bed (2) comprises determining a maximum penetration force (Fv,max) and / or a penetration speed (v z ) and / or a penetration acceleration and / or a penetration work based on at least two measured values.

3. Method according to claim 2, characterized in that determining the condition of the track bed (2) comprises determining a ratio of the maximum penetration force (Fv.max) and the penetration speed (v z ) includes.

4. Method according to one of the preceding claims, characterized in that the determination of the condition of the track bed (2) is carried out on the basis of at least three measured values ​​of the measured variable (Fv, Pz) recorded at different measuring times.

5. Method according to one of the preceding claims, characterized in that the condition of the track bed (2) is determined on the basis of at least two measured values ​​recorded in different tamping cycles.

6. Method according to one of the preceding claims, characterized in that the determination of the condition of the track bed (2) is carried out on the basis of measured values ​​of at least two different measured variables (Fv, Pz).

7. Method according to one of the preceding claims, characterized in that the determination of the condition of the track bed (2) is carried out on the basis of control parameters and / or on the basis of control parameters for operating the tamping unit (18.1, 18.2).

8. Method according to one of the preceding claims, characterized in that the determination of the condition of the track bed (2) is carried out on the basis of a statistical evaluation of the measured values.

9. Method according to claim 8, characterized in that the condition of the track bed (2) is determined based on the variance of the measured values.

10. Method according to one of the preceding claims, characterized in that the condition of the track bed (2) is determined using georadar data.

11. Method according to one of the preceding claims, characterized in that the determination of the condition of the track bed (2) takes place in a temporally overlapping manner with a tamping cycle carried out by means of the tamping unit (18.1, 18.2).

12. Method according to one of the preceding claims, characterized by controlling at least one track processing step based on the determined condition.

13. Method according to one of the preceding claims, characterized in that the determination of the condition of the track bed (2) takes place for at least one predetermined position (y) along a track transverse direction.

14. Device (1) for determining the condition, in particular the quality, of a track bed (2) comprising 14.1 a tamping unit (18.1, 18.2) for compacting the track bed (2) with at least one compaction tool (22) for penetrating the track bed (2), 14.2 a measuring device (16) for recording measured values ​​of at least one measured variable (Fv, Pz) which correlates with a vertical reaction force acting between the tamping unit (18.1, 18.2) and the track bed (2), at different measuring times, and 14.3 an evaluation device (17) for determining the condition of the track bed (2) based on at least two of the measured values ​​recorded at different measuring times.

15. Device (1) according to claim 14, characterized by a carriage (8) for traveling on track rails (6).

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