A method for relatively measuring the position of point P within a railway line

Abstract

A method for relatively positioning a point P within a railway line by measuring a line length lP from point P1, wherein the railway line includes a changing first partial section (1) and a subsequent, unchanging second partial section (2), the first partial section (1) extending from point P1 to point P4, the second partial section (2) extending from point P4 and including the point P to be positioned, point P(t1) at time t1 being relatively positioned by measuring the line length lP(t1) from point P1, the change in the first partial section (1) being measured, the changed line length lP(t2) between point P1 and point P at time t2 being measured, and the position of point P at time t2 being relatively measured.

Description

[Technical Field]

[0001] The invention disclosed below relates to a method according to the preamble of claim 1.

[0002] The invention disclosed below relates to a method for relatively determining the position of a point P within a railway section by measuring the length lP of the section from a fixed point P1. Such a method for relatively determining the position is known in the prior art and does not require further explanation.

[0003] The point P1 or another point located before the point P1 in the direction of travel can be the starting point for this relative positioning.

[0004] The following description is based on the simplification that point P1 is the origin and therefore a fixed, immovable point. By its very nature, point P1 may be a fixed, immovable point in the railway network, at least for a period of time, which period includes a first point in time t1, referred to below, and a second point in time t2, referred to similarly.

[0005] The methods known from the prior art for relative positioning of the same point of a railway section at a first time t1 and at a second time t2, where the second time t2 is different from the first time t1 and occurs after the first time t1, are restricted to the fact that the railway section between points P1 and P does not undergo any change with respect to the surveyed line length lP between points P1 and P. This restriction will be explained later in the description of the figures with reference to the figures.

[0006] To support the disclosure of the method according to the invention, the following is defined: the railway section under consideration includes a first subsection and a second subsection subsequent to the first subsection. The first subsection has a first subsection length l1(t1) at time t1 and a first subsection length l1(t2) at time t2, the first subsection length l1(t1) and the first subsection length l1(t2) being different, and the first subsection undergoes a change between the first and second times t1 and t2 that cannot be specified in detail here, which change also changes the length of the first subsection. Such a change in the first subsection can be caused, for example, by repairs to the railway section of the first subsection.

[0007] The disclosure of the method according to the invention is further based on the definition that the first subinterval extends from point P1 (starting point) to point P4.

[0008] To support the explanation, further details are defined. In contrast to the varying first subsection, by definition, the length of the second subsection does not change. The second subsection has a similar second subsection length l2(t1) = l2(t2) at time t1 and time t2. The term "similar subsection length l2(t1) = l2(t2)" should be understood to mean that changes in the second subsection length l2 are immeasurable and / or do not affect a sufficiently accurate relative positioning of point P.

[0009] Thus, the second subinterval may be a subinterval that does not change between the first and second time points.

[0010] By definition, the second subinterval extends from point P4 and includes points P4 and P.

[0011] The point or points can be represented by orbital elements that can be clearly identified using a surveying sensor, such as masts, sleepers, fasteners, etc. The orbital elements preferably extend point-like in plan view or at an angle, in particular perpendicular, to the track direction, so that the orbital elements allow a clear indication of the points in the track.

[0012] The method is based on the consideration of several points: The points may be defined by different or recurring track objects, such as sleepers or masts.

[0013] According to the prior art, P(t1) is located relatively from point P1 at a first time t1 by measuring a track length lP(t1) from point P1 as a starting point. The track length lP(t1) includes a first subsection length l1(t1) and a subsection length l2P(t1) of a second subsection 2(t1).

[0014] The starting point for relative positioning is a fixed point that does not change. Accordingly, the point P1 as starting point is incorporated into the method according to the invention as a fixed point that does not change.

[0015] The first subsection length l1(t1) at the first time t1 is known. Furthermore, the second subsection length l2P at the first time t1 is known. Because the second subsection is defined to be constant, l2P = l2P(t1) = l2P(t2) holds true.

[0016] The first subinterval length l1(t1) and the second subinterval length lP at the first time point are incorporated as known parameters into the method described below.

[0017] If the first section between the first time point t1 and the second time point t2 changes in its section length l1, the user will not position the same point P when surveying the section length l1(t1) measured at the first time point t1 at the second time point t2. In this case, P = P(t1) = P(t2) does not apply. To position point P at time point t2, the user must take the changed section length l1(t2) into account. However, no prior art method is known that allows the changed section length l1(t2) to be taken into account for the relative positioning of point P(t2) at time point t2.

[0018] WO2019091681

[12] merely discloses the usefulness of updating survey data of a railway network at predetermined time intervals. This is by no means a satisfactory technical solution for locating a point P(t1) at a first time t1 and a point P(t2) at a second time t2. The method according to the present invention allows for the location of the same point P(t1) = P(t2) without taking into account the predetermined time interval.

[0019] Document WO 2022011408, a previous patent application of the applicant, describes a method for creating a database for recording various objects on a railway line, in which first and second measurements are made using absolute and relative coordinate reference systems, respectively. Point C is then positioned relatively between two unchanging points A and B. The first measured measurements describe the measured position C using the relative coordinate system. Using second measurements based on the absolute coordinate system, which describe a first line section 1 between points A and B at time t and an alternative line section 1' at time t', the measurements can be converted and then compared or assigned.

[0020] Document WO 2020246890 discloses a track monitoring system in which a processor updates track geometry data sensed during rail passage based on the geo-referenced position of the rail. A laser image processing unit determines the position of the rail and its surroundings relative to the track monitoring system.

[0021] From US patent application 2006058957 a system and method are known that can use route vectors to calculate which alternative route a rail vehicle would take in the event of a possible route branch in a railway system with an integrated positioning system.

[0022] The above-cited documents of WO 2022011408, WO 2020246890, and U.S. Patent Application Publication No. 2006058957 are not intended to contradict or suggest the subject matter of the application described below in any manner that would preclude novelty.

[0023] According to the present invention, this problem is solved by claim 1 or claim 2.

[0024] The solution presented in independent claim 1 is measuring a first subsection length l1(t2) at a second time point using a measuring means; measuring the change in the first subsection by comparing the first subsection length l1(t1) at the first time point t1 with the second subsection length l1(t2) at the second time point at the unchanged point P4; measuring the line section length lP(t2) between points P1 and P at a second time t2 by adding the first partial section length l1(t2) and the second partial length l2P at the second time t2; By doing so, the position of point P at time t2 can be measured relatively by measuring the track length lP(t2) from point P1 using a surveying means, By doing so, the measurement value m(t1) measured at point P(t1) at time t1 can be assigned to the measurement value m(t2) measured at point P(t2) at time t2. It stipulates that:

[0025] This embodiment of the method according to the present invention assumes that point P4 is, by its nature, an immovable, fixed point. Point P4 can be, for example, a point of a switch or an immovable structure or an immovable natural object. An example is given at the beginning of this specification, where point P1 is a fixed, immovable point in a railway network based on its characteristics. These explanations are also applicable to point P4. In addition to or instead of the above explanations, a tunnel, a building, or a railroad crossing can be given as an example of an immovable structure. An immovable natural object can be, for example, a river or an object generally defined by natural parameters.

[0026] Therefore, point P1 is incorporated into the method according to the invention as an immovable and fixed point.

[0027] The first subsection extends between points P1 and P4. The second subsection extends from point P4 and includes point P4 and the point P of the positioning target. Since P1 and P4 are fixed, immovable points in the embodiment of the method according to the invention described herein, the beginning of the first subsection and—in the direction of travel—the beginning of the second subsection are predetermined. The change in the first subsection length l1(t1) existing at a first time point compared with the first subsection length l1(t2) existing at a second time point can be determined by measuring the first subsection length l1(t1) at the first time point t1 and the first subsection length l1(t2) at the second time point t2. Advantageously, the first subsection extending between points P1 and P4 is measured at predetermined intervals using a measuring tool, such as, for example and without limitation, a surveying trolley or a surveying wheel, so that the first subsection length l1 is measured at predetermined times t1 and t2.

[0028] In a first method step, only the change in the first subsection length l1 can be ascertained. By means of a suitable measurement method, it is simply verified that l1(t1) ≠ l1(t2) applies. In a second method step, the first subsection length l1(t2) at a second time point can be ascertained.

[0029] Such a division of the method steps may enable an efficient use of the surveying means. While no particular surveying accuracy is required for the first method step mentioned, in the second method step the first subsection length l1(t2) must be determined with sufficient accuracy at the second time point in order to enable a sufficiently accurate positioning of the point P at the second time point.

[0030] The relative positioning of point P(t2) is possible by measuring the track length lp(t2) between P1 and P(t2), which is the sum of the first section length l1(t2) and the second partial length l2P measured at time t2.

[0031] The embodiment of the method according to the invention claimed in claim 1 is based on the fact that point P4, in particular the position of point P4, is known as an immovable and fixed point and is incorporated as such into the method according to the invention.

[0032] The embodiment of the method according to the invention claimed in claim 2 is based on the fact that the position of point P4, in particular point P4 as a fixed, immovable point, is not known. It is part of the method according to the invention that the positions of changing points, in particular changing points, and non-changing fixed points, in particular non-changing fixed points, are measured from a number of points.

[0033] In the context of this disclosure of the present invention, if a point is not recognized as a changing point, this point is considered as a point that does not change with respect to its absolute or relative position. The method according to the present invention recognizes only points that change with respect to absolute and / or relative position as well as points that do not change with respect to absolute and / or relative position.

[0034] The solution defined by claim 2 is measuring a change in the first subsection due to a change in the position of point P2 and / or the position of point P3 of the first subsection; Calculating a first subsection length l1(t2) at a second time point as the length l2 of the spline extending through points P1 and P4 and points P2 and / or P3, or measuring a second subsection length l1(t2) at a second time point using a measuring means; measuring the line length lP(t2) between points P1 and P at time t2 by adding the subsection length l1(t2) and the second sublength l2P; The position of point P at time t2 can be measured relatively by measuring the track length lP(t2) from point P1 using a surveying means, By doing so, the measurement value m(t1) measured at point P at time t1 can be assigned to the measurement value m(t2) measured at point P at time t2. It is characterized by:

[0035] A number of points on the railway section can be observed at a first time t1 and a second time t2. Exemplarily, points P1, P2, P3 and P4 and points to be relatively positioned are shown in claim 2 and the above description.

[0036] From the definition of a subinterval, it can be seen that points P1 and P4 are fixed, immovable points. One skilled in the art can locate and identify points P1 and P4 as fixed, immovable points from a multitude of observed points. In particular, one skilled in the art can locate and identify points P1 and P4 as points having immovable, fixed positions.

[0037] A person skilled in the art can identify points P1 and P4 as invariant points based on their nature or definition, which may be defined, for example, by invariant, in particular immovable elements, such as crossings, immovable buildings, etc.

[0038] A person skilled in the art can locate and recognize a point as a non-changing point by virtue of the fact that prior art surveying methods do not allow the person skilled in the art to ascertain the change of the point to a further fixed point, such as a reference point of a coordinate system.A person skilled in the art can locate and recognize a point as a changing point by virtue of the fact that prior art surveying methods allow the person skilled in the art to ascertain the change of the point to a further fixed point, such as a reference point of a coordinate system.

[0039] Those skilled in the art can ascertain the absolute coordinates of a point, for example using GPS or GNSS.

[0040] A person skilled in the art can ascertain the relative coordinates of a point by measuring it relative to at least one other point. A person skilled in the art can relatively locate a point by measuring the length of a railway line relative to another point, such as the start or end of the line.

[0041] Those skilled in the art will be able to combine methods for determining absolute and relative coordinates and thus coordinate data with one another.

[0042] A person skilled in the art can determine the coordinates at two different times and thus ascertain whether the located point is a changing or non-changing point.

[0043] A person skilled in the art can determine whether a located point is a changing or non-changing point in the sense of the above definition by measuring a number of points on a railway section at two different times and changing the coordinates of the points.

[0044] One skilled in the art can further locate and identify P2 and P3 from a number of observed points as points that change and therefore change position.

[0045] A person skilled in the art can locate a large number of points on a railway section at different times, and is therefore faced with the task of classifying the large number of points into those that do not change and those that change.

[0046] Those skilled in the art will compare the coordinates of a number of points at different times. Points with the same coordinates or points with coordinate changes within an acceptable range will be considered unchanged points and will be incorporated as such into the method according to the invention. Points with coordinate changes outside the acceptable range will be considered changed points.

[0047] A person skilled in the art can define a tolerance for the accuracy of the surveying system used. For example, if a GPS is used to locate the coordinates of a point, a tolerance of + / - 2.5 cm is reasonable since the GPS system has an error of 5.0 cm.

[0048] A person skilled in the art can define the first and second partial areas as subsequent partial areas of the railway section depending on the unchanged and changed points.

[0049] If P1 is the origin, then locating point P1 as an immovable fixed point, and in particular the position of this point, can be omitted. Typically, the origin as a known point with a known position is incorporated into methods such as the method according to the invention.

[0050] By locating points P1, P2, P3, and P4, the user defines a first subinterval and a second subinterval. By definition, the first subinterval is a changing subinterval and therefore includes changing points P2 and P3, while the second subinterval is a non-changing subinterval and therefore does not have any changing points.

[0051] Locating the points and subintervals also involves identifying each of the points and subintervals as such, so that this information from each of the points and subintervals can be further used in subsequent method steps.

[0052] The track length lP(t2) from point P1 to point P at a second time t2 is measured so that point P can be relatively positioned by measuring the track length from point P1. The track length lP(t2) includes a first partial section length l1(t2) and a second partial length l2P = l2P(t1) = l2P(t2) at the second time.

[0053] Using general teachings, the user can calculate the first subsection length l1(t2) as the length of the spline extending through points P1, P4, and P2 and / or P3. In this case, the user takes into account geometric boundary conditions. One possible boundary condition is that the railway line is free of distortion, especially at the transition between the first and second subsections. In other words, a boundary condition exists in which the tangent to the railway line of the first subsection at point P4 is parallel to the tangent to the railway line of the second subsection at point P4.

[0054] Additionally or alternatively, the user can use the measuring means to measure the first subsection length l1(t2) at time t2.

[0055] There is no need to measure the second portion length l2P, since it does not change and is incorporated into the method according to the invention as a known parameter.

[0056] As a further technical effect, the method according to the invention makes it possible to measure the relative position of the same point P at different times t1 and t2, where P = P(t1) = P(t2). This ensures that it is possible to compare a measurement m(t1) measured at point P at time t1 with a measurement m(t2), which is measured at the same point P at a second time t2. It is therefore possible to observe changes in the railway section at point P retroactively over the period from t1 to t2.

[0057] The method according to the invention makes it possible to adapt the database, in particular the representation of the positions of the points, to changes in the first sub-interval between the times t1 and t2. The mentioned database may contain a large number of points, which are exemplarily incorporated into the method according to the invention as points P.

[0058] Furthermore, an apparatus such as a maintenance machine can be controlled at point P based on a measurement value m(t1) measured at a first point in time t1 and a measurement value m(t2) measured at a second point in time t2.

[0059] A measurement value m(t2) measured at point P at the second time t2 can be compared with a measurement value m(t1) measured at point P at the first time t1. Maintenance of the railway section at point P can be performed based on the measurement value m(t1) measured at the first time t1 and the measurement value m(t2) measured at the second time t2.

[0060] The method according to the invention comprises: measuring a change in the first subsection due to a change in the driving dynamics parameter at a position in the first subsection; The driving dynamics parameters are measured at a first time t1 and a second time t2. It can be characterized by:

[0061] A user can measure the running dynamics parameters of a rail vehicle traveling on a first section using suitable sensors according to the prior art. A change in the route of the railroad line at a location on the first section can, for example, lead to a change in the acceleration value at this location on the first section. The user can measure and compare the running dynamics parameters, such as acceleration, speed, etc., at the location on the first section at a first time point and a second time point.

[0062] The method according to the invention comprises: measuring the change in the first subsection due to the change in the course of the running dynamics parameter over the line section of the first subsection; The driving dynamics parameters are measured at a first time t1 and a second time t2. It can be characterized by:

[0063] Due to changes in the first section between the first time point t1 and the second time point t2, a single position of the first section can only be measured to a limited extent, at which the running dynamics parameters are measured. The user can also measure the progression of the running dynamics parameters, and can therefore ascertain changes in the first section by comparing the progression of the running dynamics parameters when the rail vehicle is running at the first and second times.

[0064] The method according to the invention comprises: measuring the change of point P2 by determining the absolute position of point P2 at time t1 and at time t2 using GNSS in each case; It can be characterized by:

[0065] The method according to the invention comprises: measuring the change of point P3 by determining the absolute position of point P3 at time t1 and at time t2 using GNSS in each case; It can be characterized by:

[0066] The changes in point P2 and / or point P3 can be measured using GNSS surveying methods. GNSS surveying methods known from the prior art can be used solely to measure the changes in the mentioned points. GNSS surveying methods can be considered to be sufficiently accurate to measure the changes in the mentioned points.

[0067] The method according to the invention comprises: measuring the changes of points P2 and / or P3 by determining, with the surveying means, the relative position of the railway section to the survey mark at time t1 and the relative position of the railway section to said survey mark at time t2, respectively; It can be characterized by:

[0068] In the railway industry, relative positioning of points is more accurate than positioning of points using GNSS surveying methods, as it allows, for example, the measurement of changes in the position of a point.

[0069] Advantageously, relative positioning is used to determine the position of the point at the first time point t1 and / or the position of the point at the second time point, which can be included in the calculation of the first interval length l1(t2) described above.

[0070] The method is: modifying point P2 and / or point P3 by comparing the first image with the second image; the first image shows point P2(t1) and / or point P3(t1) at a first time point; The second image shows point P2(t2) and / or point P3(t2) at a second time point. It can be characterized by:

[0071] The first and second images may be, for example, aerial photographs of a railway section at a first time point t1 and a second time point t2, respectively. Such aerial photographs are available via Google Maps. A user can compare points P1, P2, P3, and P4 in these aerial photographs to measure and identify the changing points P2 and P3 and the unchanged points P1 and P4.

[0072] In addition to, or instead of, at least one aerial photograph, one skilled in the art may also use a plan of the railway section.

[0073] The method according to the invention comprises: the second portion length l2P is equal to or greater than zero, It can be characterized by:

[0074] Point P4 and point P may be the same point (the second portion length is equal to zero) or different points. The present invention is not limited to any particular case here. If point P and point P4 are different, point P is located downstream of point P4 in the direction of travel.

[0075] The disclosure of the method according to the invention exemplarily refers to a varying first subsection and a non-varying subsection, which essentially simplifies the possible characteristics of a railway section. A person skilled in the art can also apply the method according to the invention to railway sections with any sequence of at least one varying subsection. The second subsection length l2P can also have a length of zero, so that an actual second subsection does not necessarily have to exist.

[0076] In the above description, the use of a measuring instrument is mentioned as a general concept, and a person skilled in the art will be able to use a suitable measuring instrument depending on the respective measuring task or the variables to be measured.

[0077] The method according to the invention comprises: The railway section at point P is described by the measurement value m(t1) made at time t1 and the measurement value m(t2) made at time t2. It can be characterized by:

[0078] The method according to the invention comprises: The railway vehicle at point P is controlled by the measurement value m(t1) created at time t1 and the measurement value m(t2) created at time t2. It can be characterized by:

[0079] The invention disclosed herein also relates to a database created according to the method of the present invention, which database can have user-specific write and read permissions.

[0080] The database may contain information about a large number of points, in particular the positions of these points. The invention disclosed herein allows for the adjustment, advantageously continuous adjustment, of the database via the positions of the points, which will be explained here by way of example using point P.

[0081] The invention disclosed herein is a method for detecting a database stored in a storage medium. It can be characterized by:

[0082] The invention will be further explained on the basis of the following embodiments shown in the drawings. [Brief explanation of the drawings]

[0083] [Figure 1] A schematic plan view of the railway section is shown in Figure 1, illustrating the technical problem presented here. [Figure 2] 1 shows a schematic plan view of a railway section for illustrating the method according to the invention;

[0084] The embodiments shown in the figures merely represent possible embodiments, and it should be noted here that the present invention is not limited to the specifically illustrated variants of these embodiments, but also allows for the combination of variants of the individual embodiments with each other and the combination of certain embodiments with the general description given above. These further possible combinations do not need to be explicitly mentioned, since these further possible combinations are within the capabilities of a person skilled in the art based on the teachings of the technical operations of the subject invention.

[0085] The scope of protection is defined by the claims. However, when interpreting the claims, reference must be made to the description and drawings. Individual features or combinations of features of the different embodiments shown and described may in themselves be independent inventive solutions. The problem underlying the independent inventive solution can be read from the description.

[0086] In the figures, the following elements are marked with a reference number: 1 First subinterval 2 Second subinterval 3. Direction of travel

[0087] 1, 2 and 3 show schematic diagrams of a railway section. In the following, the method steps of the method according to the invention and the technical effect of the method according to the invention will be explained.

[0088] The method according to the invention can be implemented as a computer-implemented method. A user skilled in the art can measure the required measurements by suitable sensors according to the prior art using currently available teachings. The sensors for measuring the measurements can be part of a measuring tool.

[0089] The method according to the invention is advantageously carried out as a computer-implemented method when a large number of changing and non-changing points are considered instead of the points P1-P4 and P mentioned exemplarily in the context of the present disclosure. The surveyed sections common in the railway industry or the large segment lengths mentioned here make it impossible for a user to mentally carry out the method according to the invention. Typically, segment lengths with lengths of several kilometers are surveyed and a large number of changing and non-changing points are considered.

[0090] The method according to the invention can also be applied to a large number of subintervals instead of the two subintervals exemplified in the context of this disclosure, which makes it increasingly necessary to carry out the method according to the invention as a computer-implemented method.

[0091] The following explanation should be premised on the premise that, according to current teachings, it is only possible to measure the position of point P within a railway line with sufficient accuracy through relative positioning by measuring the line length lP from a starting point P1. However, this sufficiently accurate positioning has the problem that such relative positioning becomes inaccurate when measuring the line length lP(t) due to changes in the railway line over time, and therefore changes in the line length lP(t) between point P1(t) as the starting point and point P(t). The line length lP(t) is considered a time-varying variable that should be taken into account when measuring the line length lP(t).

[0092] The method according to the invention addresses the technical problem of enabling such sufficiently accurate relative positioning of point P(t) at time t despite changes in the railway line between points P1 and P when surveying the line length lP(t).

[0093] In the following and above descriptions, as is common in the art, points with varying positions and subinterval lengths with varying numbers are labeled with the supplemental notation (t1) at the first time point and (t2) at the second time point, respectively.

[0094] Figure 1 illustrates the technical problem presented here.

[0095] The railway section includes a first subsection 1 and a second subsection 2 that follows the first subsection 1. The order of the subsections 1 and 2 also defines a running direction 3, so that the second subsection 2 follows the first subsection 1 in the running direction 3. The running direction 3 is considered to be constant in order not to unnecessarily complicate the description of the invention disclosed herein. Of course, the method according to the invention can also be applied with a changing running direction 3.

[0096] The first subsection 1 extends from the unchanged point P1 to point P4, while the second subsection 2 extends from point P4 and includes point P to be positioned.

[0097] The position of point P1 and therefore point P4 does not change, and P1 = P1(t1) = P1(t2) applies. Point P1 is the starting point for relative positioning.

[0098] The position of point P4 and therefore point P4 does not change, and P4 = P4(t1) = P4(t2) holds true.

[0099] At time t1, point P can be relatively positioned by measuring the track length lP(t1), which includes a first partial section length l1(t1) at time t1 and a second partial length l2P(t1) at time t1. Such positioning is known in the art and is widely used in the railway industry, as this relative positioning by measuring the track length lP(t1) is considered to be sufficiently accurate.

[0100] According to the prior art, point P is locatable at a first time t1, so the first subsection length l1(t1) is known at the first time t1. Similarly, the second subsection length l2P(t1) is known at the first time t1. Since the second subsection 2 is defined to be constant, l2P = l2P(t1) = l2P(t2) holds true.

[0101] Absolute positioning of point P using, for example, GPS is not considered to be sufficiently accurate and is moreover limited to the sub-region of the railway line where the GPS receiver is present.

[0102] The first subsection 1 undergoes changes between the first time point t1 and the second time point t2, such changes may occur, for example, but not limited to, by a change in the route of the first subsection 1.

[0103] Point P4 may be located at line kilometer 10.0 at time t1 and at line kilometer 12.0 at time t2, as shown in Figures 1 to 3 as an example.

[0104] Therefore, the first subsection 1 has a first subsection length l1(t1) at time t1 and a first subsection length l1(t2) at time t2, and the first subsection length l1(t1) and the first subsection length l1(t2) are different.

[0105] The second subinterval 2, by definition, does not undergo any change between times t1 and t2.

[0106] 1, the second subinterval 2 is drawn with a length greater than zero. However, the method according to the invention is not limited to this, and instead the length of the second subinterval 2 can also be equal to zero, so that the point P is located at the point P4 at the first time t1 and at the second time t2.

[0107] A sufficiently accurate relative positioning of point P by measuring the track length measured at time t1 in the second subsection 2 following the first subsection 1 is not possible at the second time t2 because the first subsection 1 has been changed.

[0108] If a user measures point P starting from point P1 by surveying the same track length at time t1 and time t2, different points P(t1) and P(t2) will be obtained at time t1 and time t2, as shown in Figure 1.

[0109] At the same time, according to current teachings, the user does not know how to enable the measurement of points P(t1) and P(t2) taking into account the modified first subinterval 1.

[0110] The technical problem of the method according to the invention is to reliably locate the same point P at different times t1 and t2, even if the first subsection 1 is changed.

[0111] The method defined by claim 1 will be explained with reference to figure 2. The method according to the invention as defined in claim 1 is based on the knowledge that points P1 and P4 are known as invariant points.

[0112] The railway section shown in Figure 2 is designed similarly to the railway section shown in Figure 1, with the following additional considerations:

[0113] In a first method step, the change in the first subsection length l1 between times t1 and t2 is determined, where l1(t1) ≠ l1(t2). In the method according to the invention as defined in claim 1, this is done by measuring and comparing the first subsection length l1 at different times t1 and t2 in one measuring run each time. Thus, one measuring run is carried out at time t1 and another at time t2.

[0114] By determining the first subsection length l1(t2) at the second time point, it is also possible to measure the line length lP(t2) between points P1 and P at the second time point, t2, by adding the first subsection length l1(t2) and the second subsection length l2P at the second time point, t2. Therefore, the position of point P at the time point, t2, can be relatively measured by measuring the line length lP(t2) from point P1, taking into account the changed subsection length l1(t2) at the time point, t2.

[0115] The method defined by claim 2 will be explained with reference to figure 3. The method according to the invention as defined in claim 2 differs from the method according to the invention as defined in claim 1 in that the fixed points P1 and P4 are not known to the user.

[0116] The railway section shown in Figure 3 is designed similarly to the railway section shown in Figure 1, with the following additional considerations:

[0117] The embodiment of the method according to the invention shown in Fig. 3 comprises a first method step in which a change in the first subinterval 1 is detected between times t1 and t2. In this case, it is sufficient to measure the change in the first subinterval 1 based on the change in the position of point P2 and / or the change in the position of point P3. Fig. 3 exemplarily shows that the change in the first subinterval 1 is measured by the change in the positions of points P2 and P3. It is also conceivable that the change in the position of only point P2 or point P3 is measured.

[0118] Points P2 and P3 are clearly identifiable points of the railway section. Points P2 and P3 may, for example, be sleeper points defined by a sleeper code. Those skilled in the art know other clearly identifiable points of the railway section, such as switch points. The problem of clearly identifying points of the railway section is not the subject of the method according to the invention described here.

[0119] By measuring the points that have changed position, here P2 and P3, and the points that have not changed position, here P1, P4, the first subsection 1 can be measured as a changing subsection of the railway line and the second subsection 2 can be measured as an unchanged subsection of the railway line.

[0120] Those skilled in the art will recognize that the accuracy of dividing the railway line into a first subsection 1 that changes and a second subsection 2 that does not change can be improved by considering more points instead of considering points P2 and / or P3 mentioned here.

[0121] The change in point P2 and / or point P3 can be measured by determining the absolute position at time t1 and the absolute position at time t2 in each case. The accuracy of the GNSS surveying system is sufficiently precise to measure the change in the position of point P2 and / or point P3. Advantageously, this pure change measurement can also be performed simply and quickly using the GNSS surveying system.

[0122] For example, the GPS position of point P2(t1) and / or point P3(t1) at a first time point t1, and / or the GPS position of point P2(t2) and / or point P3(t2) may be determined as the absolute position.

[0123] Determining the absolute position of a point using GPS is generally not considered accurate enough in the railway industry. When carrying out the embodiment of the method according to the invention described here, this assessment is ignored, since determining the GPS position of the point solely for the purpose of detecting changes in the first subsection is considered accurate enough.

[0124] Furthermore, the changes in points P2 and / or P3 can be measured using images. Additionally or alternatively, it is considered sufficiently accurate to measure the changing first subsection 1 and the unchanged second subsection 2 using images.

[0125] The change of points P2 and / or P3 can be measured by determining the relative position of the railway section to the survey mark at time t1 and the relative position of the railway section to this survey mark at time t2, respectively.

[0126] Measurement of points where the position changes - here P2, P3 - can also include measurements of points where the position does not change - here P1, P4.

[0127] In a further method step, the changed first subsection length l1(t2) is measured at a second time point t2. By definition, the first subsection length l1(t2) at time point t2 is different from the first subsection length l1(t1) at the first time point.

[0128] The length l1(t2) of the first subsection at time t2 can be determined by calculation, taking into account geometric boundary conditions. In this case, the first subsection can be considered as a spline. The spline runs through points P1 and P4 and also through points P2 and / or P3. The tangents to the railway line of the first subsection 1 and the tangents to the railway line of the second subsection 2 are preferably parallel. The latter geometric boundary condition takes into account that the railway line, in particular the track, is flat and cannot have any distortions.

[0129] In principle, the first subsection length l1(t2) could also be measured as the length of the broken line at the second time t2, however this length measurement would be considered less accurate than a length measurement considering the first subsection length l1(t2) as the spline length.

[0130] If the changed positions of points P2 and / or P3 are determined by relative positioning, this positioning of points P2 and / or P3 can be used to calculate the spline, since in this case it allows a sufficiently accurate calculation of the first subinterval length l1(t2) at the second time point t2.

[0131] If there is no sufficiently accurate position of point P2 and / or point P3, and as a result the first subsection length l1(t2) at the second time point cannot be determined sufficiently accurately, the changed positions of point P2 and / or point P3 must be located sufficiently accurately using prior art surveying methods.

[0132] Instead of or in addition to determining the first subsection length l1(t2) at the second time point by calculation, the first subsection length l1(t2) at the second time point can also be measured by a surveying operation.

[0133] If the length of the first partial section l1(t2) at the second time point is known, the relative positioning of point P(t2) at the second time point becomes possible by measuring the length of the line including the first partial section length l1(t2) and the second partial length l2P(t1) = l2P(t2).

[0134] The method according to the invention allows for the relative positioning of the point P(t2) at the time t2, taking into account the changed first subsection length l1(t2) at the time t2. The method according to the invention allows for the positioning and finding of the same point P(t1) at the first time t1 and P(t2) at the second time t2, so that the positions P(t1) and P(t2) are identical. P = P(t1) = P(t2) applies.

[0135] Thus, a measurement m(t1) measured at a point P(t1) at a first time instant t1 can be assigned to a measurement m(t2) measured at the same point P(t2) at time instant t2.

[0136] The method according to the invention described with reference to FIG. 2 and the method according to the invention described with reference to FIG. 3 differ in the way in which the change in the first subsection length l1 between the times t1 and t2 is detected.

[0137] In the method according to the invention as defined in claim 1, the unchanged points P1 and P4 are known. It is sufficient to measure the changed first subsection length l1(t2).

[0138] In the method according to the invention as defined in claim 2, the unchanged points P1 and P4 are not known. The changed points P2 and / or P3 must be determined by comparing the changed positions of points P2 and / or P3 at the first time point t1 and the second time point t2. Furthermore, the unchanged points P1 and P4 must be determined by comparing the unchanged positions of points P1 and P4 at the first time point t1 and the second time point t2.

[0139] The method according to the invention has the further technical effect of verifiability or comparability of measurements measured at points P(t1), P(t2) at different times t1, t2 in the embodiment described based on Figures 2 and 3. For example, the track width s(t1) measured at a first time t1 at point P(t1) can be compared with the track width s(t2) measured at time t2 at point P(t2) = P(t1).

[0140] The method according to the invention has the further technical advantage that at time t2 a maintenance system can be controlled not only on the basis of the measured values ​​measured at time t2 but also taking into account the measured values ​​measured at time t1, thereby enabling the control of a maintenance system, e.g. a tamping unit, to take into account changes in the measured values ​​over time.

[0141] 1 to 3, point P is shown as a different point from point P4. The method according to the invention is also applicable when the second partial length l2P is equal to zero and therefore point P corresponds to point P4.

Claims

1. A method for relatively measuring the position of a point P within a railway line by measuring the line length lP from a fixed point P1, The railway section includes a first subsection (1) and a second subsection (2) following the first subsection (1); The first subinterval (1) includes a first subinterval length l1(t1) at time t1 and a first subinterval length l1(t2) at time t2; the first sub-section length l1(t1) at the first time point t1 is different from the first sub-section length l1(t2) at the second time point t2; The first subsection (1) extends from point P1 to point P4; The second subinterval (2) has the same subinterval length l2(t1)=l2(t2) at time t1 and time t2, the second partial section (2) extends from the point P4, and the second partial section (2) includes the point P that is the positioning target; The point P(t1) at time t1 is relatively positioned by measuring the track length lP(t1) from the point P1 using a surveying means, In the method, the line length lP(t1) includes the first subsection length l1(t1) and the second subsection 2(t1) sublength l2P(t1), measuring the first partial section length l1(t2) at the second time point using the measuring means; At a point P4 that does not change, measuring the change in the first subinterval (1) by comparing the first subinterval length l1(t1) at the first time point t1 with the second subinterval length l1(t2) at the second time point; measuring the line length lP(t2) between the point P1 and the point P at a second time t2 by adding the first partial section length l1(t2) and the second partial length l2P at the second time t2; In this way, the position of the point P at time t2 is relatively measured by measuring the track length lP(t2) from the point P1 using the surveying means; By doing so, the measurement value m(t1) measured at the point P(t1) at the time t1 can be assigned to the measurement value m(t2) measured at the point P(t2) at the time t2. A method characterized by:

2. A method for relatively measuring the position of a point P within a railway line by measuring the line length lP from a fixed point P1, The railway section includes a first subsection (1) and a second subsection (2) following the first subsection (1); The first subinterval (1) includes a first subinterval length l1(t1) at time t1 and a first subinterval length l1(t2) at time t2; the first sub-section length l1(t1) at the first time point t1 is different from the first sub-section length l1(t2) at the second time point t2; The first subsection (1) extends from point P1 to point P4; The second subinterval (2) has the same subinterval length l2(t1)=l2(t2) at time t1 and time t2, the second partial section (2) extends from the point P4, and the second partial section (2) includes the point P that is the positioning target; The point P(t1) at time t1 is relatively positioned by measuring the track length lP(t1) from the point P1 using a surveying means, In the method, the line length lP(t1) includes the first subsection length l1(t1) and the second subsection 2(t1) sublength l2P(t1), measuring a change in the first subsection (1) due to a change in the position of point P2 and / or the position of point P3 of the first subsection (1); Calculating the first subsection length l1(t2) at the second time point as the length l2 of a spline extending through the points P1 and P4 and the points P2 and / or P3, or measuring the second subsection length l1(t2) at the second time point using the measuring means; measuring the line section length lP(t2) between point P1 and point P at time t2 by adding the subsection length l1(t2) and the second subsection length l2P; The position of the point P at time t2 is relatively measured by measuring the track length lP(t2) from the point P1 using the surveying means; By doing so, the measurement value m(t1) measured at the point P at the time t1 can be assigned to the measurement value m(t2) measured at the point P at the time t2. A method characterized by:

3. measuring a change in the first subsection (1) due to a change in a driving dynamics parameter at a position in the first subsection (1); The driving dynamics parameters are measured at the first time point t1 and the second time point t2.

3. The method according to claim 1 or 2, characterized in that

4. measuring the changes in the first section due to changes in the course of a running dynamics parameter over the section of track of the first section; The driving dynamics parameters are measured at the first time point t1 and the second time point t2.

4. The method according to claim 1, wherein the first and second electrodes are connected to a first electrode.

5. 5. The method according to claim 4, wherein the change of the point P2 and / or the point P3 is measured by determining the absolute position of the point P2 and / or the point P3 at the time t1 and the absolute position of the point P2 and / or the point P3 at the time t2 using GNSS methods in each case.

6. 6. The method according to claim 4, wherein the change of the point P2 and / or the point P3 is measured by determining, with the surveying means, the relative position of the railway section to a survey mark at a time t1 and the relative position of the railway section to the survey mark at a time t2.

7. modifying the point P2 and / or the point P3 by comparing the first image with the second image; the first image shows the point P2(t1) and / or the point P3(t1) at the first time point; The second image shows the point P2 (t2) and / or the point P3 (t2) at the second time point.

7. The method according to claim 1, wherein the first and second electrodes are connected to a first electrode.

8. 8. The method according to claim 1, wherein the second portion length l2P is equal to zero.

9. 9. The method according to claim 1, wherein the railway section at the point P is described by the measurement value m(t1) made at the time t1 and the measurement value m(t2) made at the time t2.

10. 9. The method according to claim 1, wherein the railway vehicle at the point is controlled based on the measurement value m(t1) generated at the time t1 and the measurement value m(t2) generated at the time t2.

11. A database created by the computer-implemented method of any one of claims 1 to 10.

12. 12. A method for controlling a railway vehicle, comprising determining the position of said railway vehicle at a point P by a method according to any one of claims 1 to 11.

Images