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EP3162958B1 - Mess- und schätzverfahren der geometrie einer eisenbahnschiene - Google Patents

Mess- und schätzverfahren der geometrie einer eisenbahnschiene Download PDF

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Publication number
EP3162958B1
EP3162958B1 EP16189497.7A EP16189497A EP3162958B1 EP 3162958 B1 EP3162958 B1 EP 3162958B1 EP 16189497 A EP16189497 A EP 16189497A EP 3162958 B1 EP3162958 B1 EP 3162958B1
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EP
European Patent Office
Prior art keywords
transfer function
measuring
measurement
measuring device
arguments
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EP16189497.7A
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English (en)
French (fr)
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EP3162958A1 (de
Inventor
Julien Faure
Alban LEYMARIE
Claude ROLS
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LEYFA MEASUREMENT
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Leyfa Measurement
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes

Definitions

  • the invention belongs to the field of metrology, more specifically the control of railway infrastructure to ensure the safety and comfort of traffic on these rail infrastructure.
  • the invention relates more particularly to obtaining and analyzing geometrical data relating to a railway track of a railway infrastructure, in particular leveling and dressing.
  • Measuring the geometry of railways is a particularly heterogeneous field of railway science, as much because of the diversity of the techniques and means of measurement used as for the purpose of the measurements.
  • rail of the inner line is meant the rail located on the side of the entrance in case of double lane or the rail of the queue of the small radius.
  • Left rail means the rail opposite to the previous rail.
  • track geometry measurement is that of inspection of national networks with heavy means of car type or ream of measurement. These periodic inspections, usually every six months, are carried out under load (that is to say, the measurement takes place under the real load that the railway usually supports when passing rail traffic) and aim to monitor the overall quality of the geometry. track and to detect and quantify defects in order to preserve the safety and comfort of traffic but also allow the conditional preventive maintenance that is triggered from the identification of threshold exceedances standardized by one or more of the measured parameters. These operation triggers are intended, inter alia, to prevent irreversible damage to the components of the pathway occur.
  • IRIS 320® high-speed train
  • the principle applied in this high speed train is the inertial measurement.
  • the inertial measurement advantageously allows the direct measurement of the leveling and the absolute alignment of the track. This measurement therefore makes it possible to obtain the absolute profiles of the channel directly.
  • the term absolute profile refers to the leveling and / or dressage of the railway.
  • the measurement principle is based on the evaluation of the position of the rail in the vertical and lateral directions with respect to an inertial reference given by gyroscopes and accelerometers. At a minimum, an accelerometer and a gyroscope per reference axis are required.
  • An inertial reference unit is mounted on a dimensionally stable beam, for example of the box or bogie type.
  • additional laser measurement systems for determining the position of the inertial unit relative to the rails.
  • the measurement of the distance from the inertial unit to the rails is necessary in order to evaluate the position of the rails in the inertial reference.
  • the measurement of joint tracks or of channels with numerous gaps is tricky because the laser measurement systems drop at the joints or gaps.
  • Such a non-contact inertial measuring device allows a measurement of all the parameters of the track geometry up to a speed of movement on the train track of 360 km / h.
  • Such a device has some significant disadvantages that are the difficulty of managing the shortcomings of railways, for example at joints and in switches, the particularly high cost of a single machine or the need for a minimum speed of traffic on the track of the measuring car of at least 60 km / h.
  • the inertial measurement unlike a rope measurement (with or without contact) is dependent on the speed of the vector that embeds the measurement system. Indeed, the estimation of the displacements of the inertial reference is based on measurements of acceleration and rotation from which one can find said displacement values. It is easy to understand that at low speed, the acceleration levels recorded are low and therefore insufficient to correctly obtain displacement values.
  • the correspondence between the spectrum of the input of the inertial system and the transfer function of the accelerometers that partially compose it can only be done at speeds of the order of that indicated above. In any case, it is not possible to obtain measurements for steps or slow steps.
  • the lorries of the third category only measure on short measurement bases (of the order of 1 to 2 meters) and can only measure a "local" profile of the track, ie the defects low wavelengths. Beyond that, the vast majority of them only provide raw arrows, without recoloring, that is to say without eliminating the influence of the transfer function.
  • lorries of the 2nd class Another disadvantage for lorries of the 2nd class is that the topographic measurement informs above all on a positioning in x, y, z of the axis of the way. In this way, we do not obtain any information that can be easily identified by the field, in particular because of the abstraction of the formalism of the representation, far from the formalism useful for the maintenance track and specified in the standard NF EN 13848-1 .
  • the measurement is discretized, generally every 5 to 10 meters, which allows to appreciate only the components of wavelength at least higher than these values, ie 10-20 meters minimum.
  • the major disadvantage of these different lorries beyond the disadvantages described above lies in the impossibility of providing data compatible with the expected work of the operations of the work or preparation of future operations.
  • the lorries of the second category, the topographic lorries can not in addition provide useful information that can be detected by the eye in real time.
  • the object of the present invention is to overcome the drawbacks mentioned above and in particular to the lack of devices for measuring all of the track geometry parameters, more specifically the leveling and the dressing parameters, in the D1 and D2 domains of lengths d. wave between 3 and 70 meters.
  • the present application describes for this purpose a measuring device (or lorry) whose arrangement of the constituent elements and the properties make it possible, via a suitable signal processing method, to obtain all of the seven above-mentioned channel geometry parameters. in relative and absolute terms.
  • the parameters of the track geometry are advantageously obtained over wavelength ranges of between 3 and 70 meters, areas where very few measuring devices exist. These ranges of wavelengths between 3 and 70 meters are defined so as to be compatible with the domains D1 and D2 defined by the standard NF EN 13848-1, in force since 2010.
  • the patent application US 3,604,359 A describes a known measuring device.
  • the parameters measured by the demand measuring device advantageously make it possible to carry out track and trace studies of railways. They allow in particular to be placed in conformity with the formalism of the input data of such studies: arrows obtained on bases of elongated measurements (of at least 20m), elongated or absolute leveling on domains D1 and D2.
  • the parameters measured and obtained with the demand measuring device are advantageously in accordance with the expectations of the standard NF EN 13848-4.
  • Such a measuring device advantageously makes it possible to roll on the two rails of the railroad track and to record, via the measuring means, the seven geometrical parameters of the track, without interdependence of the parameters between them.
  • the measuring device advantageously makes it possible to measure vertical and horizontal arrows intended for estimating the leveling or the dressing of the railway.
  • the terms arrows refer to the mathematical notion of orthogonal distance between a string stretched between two points and a third point.
  • the two extreme points are in contact with the same rail and the third point, also in contact with the same rail, is located either equidistant from the two extreme points, or at any distance between the two extreme points.
  • the arrow is said to be horizontal when the rope is stretched with respect to a side of a mushroom of the rail.
  • the arrow is said to be vertical when the rope is stretched relative to a tread of the rail.
  • the request also satisfies the following characteristics, implemented separately or in each of their technically operating combinations.
  • the two stabilizing carriages are made so as to be insensitive to the left of the railway.
  • each measuring arm is integrally bonded to a stabilization carriage by a ball joint.
  • the ball joint is positioned in the immediate vicinity, ie as close as possible, of a rolling plane of a rail line, without touching said rail queue.
  • each measuring arm is dimensioned and bonded with a measuring plate of the guide carriage so that the measurement of a horizontal arrow is independent of the track cant.
  • the method comprises a step of applying an impulse response filter to the arrow signals, said impulse response filter being characterized by a polynomial function whose coefficients are determined from a reverse transfer function of said device. measured.
  • the request also satisfies the following characteristics, implemented separately or in each of their technically operating combinations.
  • the impulse response filter is an infinite impulse response filter.
  • the impulse response filter is a finite impulse response filter.
  • the determination of the coefficients makes it possible to produce a signal processing filter that really takes into account the measuring device and not the measuring principle.
  • the patent application WO 2004/029825 A1 uses the expression of a pure 3-point measuring device, whereas a physical measuring device has a transfer function which is not necessarily exactly that corresponding to a pure 3-point principle. Indeed, there are always several wheels in contact with the rail, with a certain wheelbase, so there are not three point relations with the rail. In addition, the connections and the transmission of the movement therefore require wheelbases between parts, modifying somewhat the transfer function with respect to a device measuring 3 pure points.
  • the numerical values of the modules and arguments of the transfer function characterizing the measuring device are obtained from a kinematic modeling of the measuring device.
  • Kinematic modeling takes into account the very constitution of the measuring device and the non-punctual character of the real links.
  • the preliminary step of determining the coefficients of the polynomial function of the impulse response filter comprises a sub-step of frequency windowing of the inverse transfer function, in which the estimation sub-step polynomial of the inverse transfer function from the modules and arguments of the inverse transfer function is performed for each window and wherein the arrow signal is windowed frequently before application of the impulse response filter.
  • This sub-step advantageously makes it possible to considerably improve the quality of the interpolation aimed at defining the module and the argument of the transfer function.
  • the application also relates to a method for obtaining an arrow signal based on virtually elongated measurement from arrow signals obtained by a measuring device according to at least one of its embodiments.
  • the method comprises a step of applying an impulse response filter to the arrow signals, said impulse response filter being characterized by a polynomial function whose coefficients are determined from an inverse transfer function of said measuring device. and a transfer function characterizing a second larger measurement base measurement device.
  • the impulse response filter is an infinite impulse response filter.
  • the impulse response filter is a finite impulse response filter.
  • the coefficients of the polynomial function of the impulse response filter correspond to the coefficients of the polynomial estimation of the impulse response filter.
  • the determination of the coefficients makes it possible to produce a signal processing filter that really takes into account the measuring device and not the measuring principle.
  • each measurement measuring arm has a length such that the arrow catch is in an asymmetric chord configuration and such that a transfer function of such a measuring device has zero for any frequency component as well as no abrupt variation of slope.
  • the two measuring arms have a total length such that the cutoff of the transfer function at the long wavelengths is pushed back so as to obtain limited attenuations for frequency components whose wavelength is close to a high bound of a domain D2.
  • the invention relates to a method for estimating an absolute profile of a railway track from arrow signals obtained by a measuring device.
  • the method comprises a step of applying an impulse response filter to the arrow signals, said impulse response filter being characterized by a polynomial function whose coefficients are determined from an inverse transfer function of said measuring device. .
  • the impulse response filter is an infinite impulse response filter.
  • the numerical values of the modules and arguments of the transfer function characterizing the measuring device are obtained from a kinematic modeling.
  • the preliminary step of determining the coefficients of the polynomial function of the impulse response filter comprises a sub-step of frequency windowing of the inverse transfer function, in which the estimation sub-step polynomial of the inverse transfer function from the modules and arguments of the inverse transfer function is performed for each window and wherein the arrow signal is windowed frequently before application of the impulse response filter.
  • the application also relates to a method for obtaining an arrow signal on a basis of measurement that is virtually elongated from arrow signals obtained by a measuring device.
  • the method comprises a step of applying an impulse response filter to the arrow signals, said impulse response filter being characterized by a polynomial function whose coefficients are determined from an inverse transfer function of said measuring device. and a transfer function characterizing a second larger measurement base measurement device.
  • the impulse response filter is an infinite impulse response filter.
  • the impulse response filter is a finite impulse response filter.
  • the two measuring arms have a total length such that the breaking of the transfer function at long wavelengths is pushed back so as to obtain limited attenuations for frequency components whose length of wave is close to a high bound of a domain D2.
  • FIG. 1 An exemplary embodiment of a measuring device 1 according to an embodiment of the invention is now described in detail and illustrated by the Figures 1 to 10 .
  • the invention is described in the case of a railway 5 of a national network, normal gauge, or 1435mm, but the invention is also applicable to all types of railroads, including metric gauge tracks.
  • a railway line 5 consists of two rows of rails 6, 7 facing each other, the spacing of which is kept constant by fastening on crosspieces 8.
  • XYZ of center 0 in where the X axis represents the longitudinal direction of the railway, the Y axis represents the direction transverse to the rails, that is to say in the direction of the sleepers, and the Z axis represents the vertical, perpendicular axis to both X and Y axes.
  • the measuring device 1 is suitable for measuring the seven parameters of the geometry of the channel. More specifically, the measuring device 1 is suitable for measuring the leveling and the dressing of each rail line 6, 7 by an arrow measurement via the three-point rope measuring principle.
  • the training measurement is obtained from the measurement of a horizontal arrow, that is to say an arrow measured in an XOY plane.
  • the leveling measurement is obtained from the measurement of a vertical arrow, that is to say an arrow measured in an XOZ plane.
  • the guide carriage 30 The guide carriage 30
  • two integral parts or two parts connected / joined together means two mechanically linked parts allowing at least one degree of freedom.
  • degree of freedom in a connection is meant a relative movement independent of a part with respect to another authorized by this connection.
  • the running assembly 110 comprises at least one wheel 1101 intended to bear against the top of the mushroom of the first rail line, called the running surface 62.
  • the running surface 62 In a preferred embodiment, illustrated in FIG. figure 6 two wheels 1101 are supported on the first rail line 6 in order to give stability to the guide carriage 10 which thus rests on three wheels 1101 and is therefore insensitive to the left of the track.
  • the two wheels are spaced from each other, along the longitudinal axis X, by such a distance that the wheelbase formed between the two wheels 1101 can easily allow the crossing of the gaps of the crossing parts of the switches. .
  • Support roller trains 1102 are intended to be positioned against an inner side 63 of the mushroom 61 of the first rail line 6, located opposite the mushroom 71 of the second opposite rail line 7. In a preferred embodiment, illustrated on the figure 4 two sets of support rollers 1102 bear against the first rail line 6, one set of rollers per wheel.
  • each support roll train 1102 comprises three support rollers in order to be able to easily cross the gaps of the rails, whether at the rail joints, at the level of the expansion devices and so on.
  • the two roller trains 1102 are spaced from each other along the longitudinal axis X by a distance such that this distance is greater than the length of an existing maximum gap in the track.
  • the running assembly 110 further comprises magnetic means 1103 for keeping the wheel 1101, and therefore the first platform 11, against the rail 6, to avoid derailments of said platform.
  • the magnetic means 1103 are magnetized blocks, preferably two in number.
  • the magnetic means 1103 are intended to be arranged against a flank of the mushroom of the first rail line 6.
  • the magnetic means are arranged against the inner side 63 so as to present no hindrance in the crossing of the crossing apparatus and level crossing decks. This inner side 63 being guaranteed to be free, since it is on him that comes to bear the roll of the wheels of railway vehicles.
  • the measuring plate 1111 has a substantially rectangular parallelepiped shape of length L (along the transverse axis Y) greater than a width of the rail.
  • the measuring plate 1111 has a width such that a distance between the vertical end plates of the link arms is sufficiently short for the measuring device to remain comparable to a three-point rope measuring system.
  • the measuring plate 1111 is rigid enough to be insensitive to the bending that can be experienced by the guide carriage 10.
  • the measuring plate 1111 is advantageously made of an aluminum or treated steel material.
  • the measuring plate 1111 comprises, at the level of longitudinal flanks 11111, clevises 11112, Figures 7a and 7b .
  • Each longitudinal flank 11111 has a double clevis.
  • the measuring plate 1111 has four screeds 11112.
  • each double screed is mounted without play a shaft 11113 carried by rolling bearings mounted tight.
  • Each shaft 11113 is secured respectively to a measuring arm 20 described later.
  • the measuring base 1112 has a substantially rectangular parallelepiped shape.
  • the measuring base 1112 has a width substantially identical to the width of the measuring plate.
  • the measuring base 1112 at a first face, is integral with a so-called lower face 11114, the measuring plate 1111. Only a rotation along the vertical axis Z between the measuring plate 1111 and the base 1112 is permitted.
  • the aim is to enable the guide carriage 10 to form an angle with the measuring arms (always aligned) when the measuring device 1 enters or leaves a curve of the railway line 5.
  • the measuring base 1112 at a second face, opposite the first face, is in sliding connection with the connecting bar 13.
  • Said measuring base 1112 comprises two roller trains which roll on the guide means 131 carried by said link bar.
  • the guide means 131 are intended to allow the lateral displacement, along the transverse axis Y, of the first platform 11.
  • the guide means 131 are two parallel guide rails, preferably of treated steel, inserted into said connecting bar.
  • the rollers have a shape complementary to the shape of the guide rails.
  • the shape of the rollers is defined so that said rollers hold the measuring base 1112 secured to the connecting bar 13 so as to allow rotation along the vertical axis Z, while allowing transverse axis translation Y.
  • This transverse axis translation Y allows, via the measuring plate 1111, in pivot connection of vertical axis Z with this measurement base 1112 but integral with it in this same vertical direction, the measuring arms 20 to materialize the rope as soon as possible. when a curve is created on the track.
  • the wheelbase between the two roller trains is important particular and must be a number of times the value of the spacing between the two guide rails on which these roll trains roll and this to prevent the measuring base can slide in a direction other than parallel to said rails of guide.
  • the importance of this parallel guidance is made necessary by the desire to avoid any non-normal forces to the measuring arms and thus to promote possible bending.
  • the minimization of bending makes it possible to make the measurement of horizontal arrows for training by the measuring device 1 accurate and faithful, but above all to make this measurement totally independent of the tilt parameter and thus to measure the training of the tracks even in the ends.
  • the extent of the slope that is to say, in a steep curve, up to 220mm.
  • the integral connection between the connecting bar 13 and the first platform 11 of the carriage is only a translation transverse axis Y.
  • a translation X horizontal axis is impossible because there is no play between the rollers and the respective guide rails 131.
  • a vertical axis translation Z is impossible because the rollers and the respective guide rails are of complementary shapes. The complementary shape of the rollers and respective guide rails and the absence of play prevents the pitch of the measuring device, or prevents rotation along the transverse axis Y.
  • a rotation along the horizontal axis X and the vertical axis Z is impossible because the two roller trains are separated by a predefined wheelbase.
  • the second platform 12 comprises a rolling assembly 120, as for the first platform 11, intended to support and roll the second platform 12 on the second rail line 7.
  • the rolling assembly 120 comprises at least one wheel 1201 intended to rest on the rolling plane 72 of the second rail 7.
  • a single wheel 1201 is supported on the rail.
  • a support roll train 1202 is intended to be positioned against an inner side 73 of the mushroom 71 of the second rail 7, located opposite the mushroom 61 of the first rail 6.
  • the support roll train 1202 comprises three support rollers.
  • the rolling assembly 120 further comprises magnetic means (not shown) for keeping the wheel 1201, and therefore the second platform 12, against the second rail 7, to avoid derailments of said second platform.
  • the magnetic means are a single magnetized block.
  • the magnetic means are intended to be arranged against a flank of the rail head.
  • Each measuring arm 20 is likened to a beam sufficiently rigid so as to resist torsion and bending during the displacement of the measuring device on the railway.
  • Each measuring arm 20 comprises a core 21 of length L b predefined having, at longitudinal ends 22, a reinforcing plate 23, 24 and intended to ensure connection with the guide carriage 10.
  • the measuring arms 20 are intended to be positioned, when the measuring device 1 is placed on the track 5, so that their webs 21 are in the longitudinal axis X and the reinforcing plates 23, 24 in the axis transverse Y.
  • a reinforcing plate, called the first outer plate 23, of each measuring arm 20 comprises first connecting means 231 intended to be secured to the measuring plate 1111 of the connection assembly 111 of the first platform 11 of the guide carriage 10.
  • the first connecting means 231 are a jaw having a substantially parallelepipedal shape, one face 2311, intended to be positioned facing the shaft 11113, is recessed in a triangular manner, so that the positioning the jaw 231 (triangular recess) on the shaft 11113 (substantially circular shape) provides a three-point connection, thus an absence of play between them, which ultimately minimizes the measurement errors of the horizontal and vertical arrows.
  • said first outer plate comprises stiffeners 232 at a face 233 of the first reinforcing plates 23 vis-à-vis the connection assembly.
  • the stiffeners 232 are ribs.
  • the first outer plate 23 has a length, along the transverse axis Y, substantially equal to the length L of the measuring plate 1111 of the guide carriage 10.
  • the second reinforcing plate, called the second outer plate 24, of each measuring arm 20 comprises second attachment means 241 with the stabilizing trolley 30.
  • said second outer plate comprises stiffeners 242 at a face 243 of the second outer plate opposite to the face bonded to the core of the measuring arm.
  • the core 31 has a triangular lattice-type structure with a choice of spacing between the tubes making up the trellis that make them distant from the neutral fiber of the trunk. 'soul.
  • the core 31 is a right triangular base prism formed by an assembly of tubes in the form of a lattice, of width (along the transverse axis Y) less than the length of the first outer plate.
  • the core 31 further comprises a strut 211 to limit the torsion.
  • the core 21 is any parallelepiped formed by an assembly of tubes in the form of a lattice, of width (along the transverse axis Y) substantially equal to the length of the first plate.
  • each measuring arm 20 is made in one piece.
  • Each measuring arm 20 is fixed integrally respectively to a shaft 11113 mounted in a double yoke 11112. This assembly serves to form the interface with the first outer plates 23 of the measuring arms.
  • the first outer plates 23, on the side of the carriage, each comprise two jaws 231, preferably treated steel, which comes to rest on two shafts 11113, preferably treated steel, carried by a double yoke.
  • the bond thus formed is purely three points, therefore without possibility of games.
  • the single degree of connection between the measuring arms 20 and the guide carriage 10 is a transverse axis rotation Y. This single rotation is possible via the principle of the jaw which encloses the axes held by the double clevises. There is no other rotation or translation along any of the three axes.
  • the distance between the axis of the two double clevises on each side of the measuring plate must be large enough for the guidance to be rigorous in order to avoid any bending. This distance must be greater than a fraction of the length of each measuring arm. This distance plays an important role in obtaining an overall rigidity of the measurement cord represented by the two measurement arms connected at the level of this measuring plate.
  • such a distance is 7.4% of the length of the longest measuring arm.
  • the measuring arms are made of a light material, for example aluminum.
  • the stabilizing carriages 30 are substantially identical. The description will be made only on a stabilization trolley.
  • the three rolling assemblies 311a, 311b are spaced from each other, along the longitudinal axis X, by a distance such that the distance formed between the so-called central rolling assembly 311a and the two so-called external rolling assemblies 311b allow, via rods rods, to prevent the derailment of the measuring device, the moment necessary for detachment of the integral magnets so-called rolling assembly being even larger than the spacing between these sets of rolling is large.
  • the central rolling assembly 311a is secured to the second outer plate 24 of a measuring arm 20.
  • the central rolling assembly 311a is secured to the second outer plate 24 by a bracket provided with a bore which carries the bearing into which the axis of the wheel engages.
  • the three rolling assemblies 311a, 311b of the platform 31 of the stabilization trolley 30 each comprise at least one wheel 3111 intended to rest on the rolling plane 62 of the first rail 6.
  • a wheel is leaning on the rail.
  • Support roller trains 3112 are intended to be positioned against the inner side 63 of the mushroom 61 of the first rail line 6. In a preferred embodiment, illustrated in FIG. figure 10 two sets of support rollers bear against the first rail line.
  • the support roll train of the three central rolling assemblies comprises three support rollers in order to easily cross the gaps of the rails.
  • the roller trains 3112 are spaced from each other, along the longitudinal axis X, by a distance such that this distance is greater than the length of an existing maximum gap on the track.
  • the three rolling assemblies 311a, 311b further comprise magnetic means 3113 intended to keep the wheel 3111 pressed, and by therefore the platform 31, against the first rail line 6, to avoid derailments of said platform.
  • the magnetic means 3113 are magnetized blocks, preferably two in number for the central rolling assembly 311a and the number of one for the other two sets of rolling 311b.
  • the magnetic means 3113 are intended to be arranged against a flank of the rail head.
  • the magnetic means are arranged against the inner side 63 so as to present no hindrance in the crossing of the crossing apparatus and level crossing decks. This interior flank being guaranteed to be free, since it is on him that comes to bear the roll of the wheels of the railway vehicles.
  • the fourth rolling assembly 32 is intended to support and roll on the second rail line 7.
  • the fourth rolling assembly comprises a wheel 321 intended to rest on the rolling plane 72 of the second rail line 7.
  • the rigid cross member 33 connects the wheel 3111 of the central rolling assembly 311a to the wheel 321 of the fourth rolling assembly 32.
  • the rigid cross member 33 is positioned so as to meet along the transverse axis Y, when the measuring device 1 is in place on the railway track.
  • the two outer rolling assemblies 311b are connected to the rigid cross member 33, via a beam 34.
  • a first end of the beam connecting said beam to a sliding mobile frame 35 on the cross member is a pivot connection.
  • Said sliding mobile frame 35 is the interface with the rigid cross member 33 and allows not to impact the horizontal deflection measurement by the large wheelbase between the two sets of external rollings 311b.
  • This sliding mobile frame 35 also makes it possible to render the behavior of the stabilization carriage insensitive to the left of the track. Indeed, the left is the distance from one point to the planes formed by the other four.
  • This movable frame allows the stabilization trolley to have this embodiment by making the wheels of external rolling sets independent in the vertical and lateral planes of the wheels carrying the cross.
  • a second end of the beam, opposite the first end, connecting the beam to the outer running assembly is a ball joint.
  • the rigid crossbar 33 has a slide connection 36 to which are integrally connected two pivoted rods 361, said two pivoted rods being integrally connected each to a beam.
  • the slide link 36 is intended to prevent the recesses or derailments of the wheel 321 of the fourth rolling assembly 32 of the second rail run 7 and to distort the measurements recorded by the measuring device. Such recesses or derailments could occur when the railway has a curve or simply when disturbing elements, such as pebbles, are on the rolling plane 72 of the second rail line 7.
  • Each pivoted connecting rod 361 is secured to an external rolling assembly 311b by a ball joint 37.
  • the connection between a measuring arm 20 and a stabilization trolley 30 is therefore a ball joint, which allows rotation along the three axes X, Y and Z. There is no possible translation on said three axes.
  • the stabilization trolley 30 further comprises an elastic return means 38 connecting the slide connection to one end of the cross member located on the side of the fourth rolling assembly.
  • This elastic return means advantageously makes it possible to keep the central rolling assembly 331a pressed against the first rail line 6.
  • the measuring device 1 also comprises a device for locating the odometric position (not shown) of the fixed points on the railway track.
  • the odometry device makes it possible to determine the measurement of a distance traveled on the track by the measuring device 1.
  • the odometry device comprises an incremental encoder for a gear wheel of the measuring device.
  • the odometry device is positioned on the wheel 1201 of the rolling assembly 120 of the second platform 12 of the guide carriage 10.
  • the odometry device comprises an auxiliary location device, for example of the satellite type such as the so-called GPS system (Global positioning system).
  • GPS system Global positioning system
  • the measuring device 1 further comprises first measuring means (not shown) for measuring the left and right sides of the track 5.
  • the first means of measuring the devers are preferably an inclinometer for measuring an angle in the YOZ plane.
  • the first measuring means allow on the one hand the direct measurement of the devers of the railway and on the other hand the indirect measurement of the left, via a differential measurement of the devers.
  • the inclinometer is positioned on the connecting bar 13 of the guide carriage 10.
  • the inclinometer is positioned on the crossmember 33 of the stabilization trolley 30.
  • the measuring device 1 further comprises second measuring means (not shown) for measuring the gauge of the railroad track.
  • the second measuring means are preferably a linear displacement sensor intended to measure a variation in the spacing between the two rails.
  • the displacement sensor is positioned on the connecting bar 13 of the guide carriage 10, along the transverse axis Y.
  • the displacement sensor is positioned on a so-called horizontal face of the connecting bar of the guide carriage, when the measuring device is in place on the railroad track in order to differentially measure the position of the measuring plate carrying the rolling elements and the connecting bar.
  • the displacement sensor is connected to the connecting bar by centering studs and bolts.
  • the displacement sensor is a magnetostrictive type sensor, for example the MKS sensor from TWK.
  • the measuring device 1 further comprises third measuring means 2 for the direct measurement of the horizontal arrow.
  • the measurement of the horizontal arrow gives the information on the training of the first line of rail.
  • the dressing of the second rail line is advantageously determined from the measurement of the distance and that of the horizontal arrow of the first rail line.
  • the three trolleys (guide and stabilizer) are in contact with the first rail and the measuring arms materialize a rigid rope.
  • the measuring device 1 is thus comparable to a three-point rope measurement system.
  • the third measurement means are preferably linear displacement sensors.
  • the displacement sensor is positioned on the connecting bar of the guide carriage, along the transverse axis Y.
  • the displacement sensor is a magnetostrictive type sensor, for example the MKS sensor from TWK.
  • the displacement sensor is positioned on the vertical face of the connecting bar of the guide carriage comprising the sliding means for measuring differentially the displacement of the measuring plate, integral with the two measuring arms.
  • the measuring base comprises on one of its vertical faces, a point of attachment, swiveled connecting rod with the linear displacement sensor.
  • the displacement sensor is a magnetostrictive type sensor, for example the MKS sensor from TWK.
  • the measuring device further comprises fourth measurement means 3 for the indirect measurement of the vertical arrow.
  • the measurement of the vertical arrow gives information on the relative leveling of the first line of rail.
  • the leveling of the second rail line is advantageously determined from the measurement of devers and that of the vertical arrow of the first rail line.
  • the fourth measurement means are preferably a linear displacement sensor.
  • the displacement sensor is positioned on the two measuring arms 20, near the first outer plates of said measuring arms, along the longitudinal axis X.
  • the displacement sensor is a magnetostrictive type sensor, for example the MKS sensor from TWK.
  • the displacement sensor is positioned on the furthest part of the running assembly of the guide carriage, that is to say the highest part relative to the railroad track when the measuring device is in position. place on the railway sight.
  • Ends of the measuring arms positioned on the side of the carriage have elements for fixing the two parts of a displacement sensor, as shown in FIG. figure 6 .
  • the fastening elements are threaded conical shafts, fitted into a tube of the mesh constituting the measuring arm previously drilled and conically bored.
  • a threaded conical pin is mounted by arms measurement.
  • the displacement sensor is secured to the threaded conical axis of a measuring arm, the movable portion of the displacement sensor is connected by a pivoted rod to the end of the threaded conical axis. fitted on the opposite measuring arm.
  • Obtaining the left and right parameters from the signals obtained with the first and second measuring means is of a type known per se and will not be described here.
  • the absolute leveling profile (respectively the absolute profile of training) of the railway is obtained by means of a method of deconvolution of the vertical (respectively horizontal) arrow signal obtained with the fourth measurement means ( respectively third measuring means) and a convolution mask of the idealized measuring device.
  • a measurement of the 3-point type is an arrow measurement, that is to say a relative measurement intended to obtain an orthogonal difference between a materialization of a rope whose ends are in contact with the rail and a point of the rail located between these two ends. This point may be equidistant from the extremities, or at any distance.
  • obtaining the parameters of Dressing and leveling from the signals obtained with the third and fourth measuring means is obtained from a treatment method as maintained described.
  • dressage designates the description of the layout of the railway in a horizontal plane, XOY, as presented on the figure 1 .
  • This description can be done in two modes.
  • leveling refers to the description of the alignment of the railway in a vertical plane, XOZ, as shown on the figure 1 .
  • the first mode is constituted by a Cartesian representation, superimposing what the skilled person designates as a plane plot: a set of arcs of circles and alignments, connected to each other by clothoids or spiral branches of Cornu, which are sometimes replaced by approximations in cubic parabola; with the positioning defects of the railway.
  • This first mode of description can be called absolute because it is done in an absolute reference, independent of any relative measuring device, finite dimension.
  • This description can easily be done by a series of Fourier, in which each sinusoidal component participates in the overall description of the layout in plan or in length (according to whether we speak of dressage or leveling) as well as defects in lengths. wave more or less important.
  • Those skilled in the art admit that a clear separation exists between the carrier of these "absolute" signals describing the pattern and the frequency components of higher frequencies, describing superimposed defects, more or less short.
  • this method of processing an arrow measurement signal can be adapted to any type of measuring device, other than that of the invention, adapted to the measuring said arrow.
  • a relative measurement device is characterized by a transfer function.
  • Said transfer function makes the connection between the amplitudes and phases of the frequency components of the input signal (representing the absolute measured channel profiles) and those of the frequency components of the output signal.
  • These transfer functions are only used for modeling leveling and dressing parameters.
  • the said leveling and dressing parameters are measured by the measuring device using a three-point type rope measurement principle corresponding to vertical and horizontal arrow measurements.
  • the method for processing the leveling and dressing measurement data (arrows) described is advantageously suitable for obtaining extrapolated arrows on elongated measurement bases or for obtaining signal components over length-of-length domains.
  • precise wave for which their amplitudes have been restored to their true value that is to say to obtain absolute profiles on specific bandwidths.
  • bandwidths are, for example, the wavelength domains [3m; 25m] and [25m; 70m] known to those skilled in the art, or D1 and D2 as defined by the standard NF EN 13848-1.
  • measurement basis we mean the materialization of the string of the measuring principle.
  • arrows obtained on a long base, or contracted long base or elongated base is meant, a signal of arrows obtained by post treatment on a virtually long basis.
  • This "elongated" signal is obtained from a real physical signal measured on a real measurement basis of a device as described above.
  • These arrows obtained on long base must correspond exactly to the arrows that one would really get with a rope measuring system of length equal to the length of the base being virtually long or elongated.
  • the method for estimating an absolute profile of a railway track from arrows signals obtained by the measuring device 1 comprises a step 50 of applying an impulse response filter 51 to the arrow signals, said impulse response filter characterized by a polynomial function whose coefficients are determined from an inverse transfer function of said measuring device.
  • the implementation of the method is actually two parameters that are leveling and dressing because they are two parameters constituting an indirect measurement approach of what is called leveling and dressing.
  • Leveling is described either as a rope measure by arrows as well as by a Cartesian, absolute description.
  • the input of the measuring device is constituted by the "absolute" profile of the railway (said Cartesian description) which can be assimilated as seen to a signal with several sinusoidal components ranging from low to high frequencies.
  • the absolute profile of the railway can be represented as a sum of sinusoids of different wavelengths.
  • the carrier is based on the long wavelength components related to the longitudinal profile. There are other superimposed sinusoids.
  • the measuring device is a continuous and invariant linear device
  • its input can be represented as the sum of several signals and thus study the passage of components one by one through the impulse response filter constituted by the device. measurement. If we observe the passage of components one by one, we have at the input a sinusoidal signal characterized by its amplitude and its spatial wavelength.
  • v (x) is a signal consisting of the arrows measured by the 3-point measuring device on this sinusoid or a signal of variation of height with respect to a mean plane, such as for example the MAUZIN system.
  • This vision induces a distortion of reality.
  • a measurement system behaves like a filter that amplifies or attenuates the amplitudes of the input signal components according to their wavelength.
  • the amplitude of the signal representing the vertical profile of the channel (absolute leveling profile), the horizontal profile of the channel (absolute profile of dressing), and the amplitude output, respectively, are input.
  • v (x) signal representing the drawing of the leveling arrows, respectively drawing of the training arrows.
  • the drawing of the leveling or dressing arrows is therefore a signal filtered from the absolute signals characterizing the railway track being measured.
  • the transfer function of a rope system or height difference type compared to the average height of a chassis will therefore be characterized by its module and its argument.
  • the transfer function is a function of the wavelength of the components of the leveling or dressing defects and of the profiles in length and in plane (carriers).
  • the knowledge of the transfer function makes it possible to know for each sinusoidal component the attenuation or amplification of the amplitude of the component (having the same wavelength) of the input signal as well as the phase shift.
  • the module is defined for each wavelength of the sinusoidal components as the ratio of the amplitude of the arrow signal (output signal) to the amplitude of the input signal (or absolute profile).
  • the argument corresponds to a phase difference.
  • FT ( ⁇ ) b / a
  • b is the amplitude of the wavelength component ⁇ in the output signal and has the amplitude of the length component of wave ⁇ in the input signal.
  • the module and the argument of the transfer function are an application of R in R, it is a function of ⁇ (and the asymmetry of the measurement basis). This function is bounded since the module can vary only between 0 and 2. Since the chord serving as a measurement base is limited, it is understood that the 3-point type systems are high pass filters. Attenuation is therefore increasingly important at large and very long wavelengths.
  • the module tends to 0 regardless of the type of system characterized by a transfer function. He tends more or less rapidly towards this 0.
  • three-point string measurement systems are considered linear continuous and invariant which allows to use the theorem of the superposition.
  • the study of the systems is sinusoidal response by sinusoids.
  • the sinusoidal response of a chord system to a sinusoidal input is compared to that of another larger basic measurement system.
  • V 1 FT 1 .E
  • FT 1 is the value of the module of the transfer function of the measuring device for this given ⁇ .
  • the input is characterized by its amplitude and its wavelength (E and ⁇ ), the amplitude of the input is the amplitude of the sinusoid with respect to the line of faith (0) is the amplitude compared at the average profile of the track.
  • 0.69 and 1.81 are the basic transfer function modules 10m and base 20m for this given ⁇ (25m).
  • the general principle on which the method is based therefore consists in expressing for all wavelengths the ratio of the modules of the transfer function of the extrapolated system to the transfer function of the actual measuring device. Or the inverse of the module ratio, if you want to find the input of the measuring device, the absolute profile of the channel.
  • This signal obtained from an extrapolation is called "signal of arrows equivalent on a long base”.
  • the "equivalent base arrows 31m" correspond to a transition from the short base to the long base by the multiplication method of the amplitude of each component of the short base signal by a ratio for each component.
  • E x E 0 . cos ⁇ 0 . x + ⁇ 0 + E 1 . cos ⁇ 1 . x + ⁇ 1 + E 2 . cos ⁇ 2 . x + ⁇ 2 + ... + E not . cos ⁇ not . x + ⁇ not which corresponds to the absolute description of the geometry in horizontal plane and in vertical plane of the railway.
  • the impulse response filter is an infinite impulse response filter.
  • the preliminary step can be carried out for each measurement of the geometrical parameters of a railway line. But advantageously, the coefficients of the polynomial estimation of the inverse transfer function being always the same for the measuring device, this step can be carried out once and only for a measuring device.
  • This step is to be performed for each different measuring device used.
  • the numerical values of the modules and arguments of the transfer function characterizing the measuring device are obtained from a kinematic modeling.
  • the use of modeling kinematic measurement device allows to take into account that said measuring device, by the arrangement of its various components is not rigorously a three-point system.
  • the kinematic modeling algorithm provides a rigorous representation of the actual and non-approximate transfer function of the measuring device.
  • This modeling uses the properties of linearity, continuity and invariability of chord measurement devices as commonly accepted by those skilled in the art, in order to use the superposition theorems.
  • the behavior of the measuring device is studied in order to know its theoretical response to a unitary input (example: sinusoidal input of precise wavelength, niche input, ramp input ).
  • the total response of the measuring device corresponds to the sum of the unit responses.
  • the transfer function of the measuring device will therefore be easily determined by the study of each elementary response to these unitary inputs.
  • the kinematic modeling, by numerical calculation, of a measuring device rolling on a railway makes it possible to determine the modification of the amplitude and the phase of the elementary signals by the filter constituted by said measuring device. Since the transfer function is a mathematical function of the wavelength of the frequency components describing the dressage (or leveling) and the asymmetry of the measurement on the string materializing the relative measurement base, the algorithm works by iteration with a sufficiently narrow pitch.
  • the modules of the transfer function are therefore known for each frequency component of wavelengths ( ⁇ ) varying from ⁇ min to ⁇ max according to an increment corresponding to the iteration step referred to in the preceding paragraph. Their determination is made by the ratio of the amplitude of the frequency component corresponding to the output of the measuring device to the amplitude of the frequency component corresponding to the digitally simulated input. The arguments are determined by the difference of the phases at the origin of these same signals.
  • the preliminary step of determining the coefficients of the polynomial function of the impulse response filter comprises a sub-step 62 of frequency windowing of the inverse transfer function, in which the substep of polynomial estimation of the inverse transfer function from the modules and arguments of the inverse transfer function is performed for each window and wherein the arrow signal is windowed frequently 65 before application of the impulse response filter.
  • the determination of the high and low limits of the windows is performed according to the curve of the module of the inverse transfer function.
  • the high and low limits are defined from the slopes of the module of the inverse transfer function, by calculating the variation of the second derivative of the module. When this variation is greater than a predefined threshold, a high / low limit is determined.
  • the geometric characteristics of the measuring device can advantageously be calculated so as to facilitate the method for estimating an absolute profile and the method for obtaining an arrows signal on an elongated measuring basis.
  • each measuring arm has a length of 5.2 m.
  • Both measuring arms have a total length of 10.4m.
  • This total length is a compromise between the minimum length of the measurement base of a measurement system in order to obtain a transfer function whose cut-off of long wavelength components is compatible with the expected results under the terms of the application of the signal processing method aimed at obtaining frequency components whose wavelengths vary between 3m and 70m or the domains D1 and D2 and the need for a structure which will not influence the measurement and whose the bending and torsion values must remain small in front of the resolution of the track geometry measurements made.
  • the length of the arms is an element of the optimization of the device of measurement to allow the easy implementation of the method of processing the measurement signals.
  • the modeling of such a measuring device as presented uses a description by transfer function linking the input (the real, absolute profile of the channel) to the output signal (the image that is given).
  • This transfer function has a module which is a function of the wavelength of the measured faults (parameter of the input) but also of the characteristics of the measuring system, in particular the lengths of the measuring arms.
  • the total length of the two measuring arms, but also their individual length, must be accurately dimensioned.
  • the total length of the measurement arm must be such that it remains lower than 1/7 th of the value of the wavelength of the leveling defects or longer training which is desired to restore the absolute magnitude, but also that this length defines a system with a transfer function such that the ratio of the modules between the transfer function of the elongated base system that is desired and said transfer function is less than or equal to 4 for the objective elongated base .
  • the ratio of the modules (module of the virtually elongated basic transfer function and modulus of the transfer function of the measurement system) used in the described method remains lower than at a value of 4.
  • the limit lies essentially in the value of the reports of the modules. We can not hope to find the amplitude of the components that have been attenuated by more than 80 - 90%.
  • a transfer function corresponding to a measuring device with a large measurement base will have a fairly wide bandwidth and therefore repel large attenuations at very large wavelengths.
  • the transfer function of the measuring device that one wishes to "extrapolate” leads to fairly fast attenuation at long wavelengths. It is therefore necessary to select from the appearance of the transfer function of the shortest measuring device, the wavelengths beyond which we can hardly go because the attenuation becomes too strong. This is to avoid problems with outlier values.
  • the measuring device as described has been dimensioned to obtain, using the method described, arrows on the basis of virtually elongated by 20m, using a shorter actual measurement measuring device, the length of which makes it possible to envisage smaller deformations.
  • a total length of 10.4m is used, equal to 1 / 6.7 e of the value of the upper bound of the domain D 2 which is 70 m.
  • This total length therefore makes it possible to respect a ratio of the modules of less than 4 to obtain extrapolated arrows on a virtual base of 20m in length.
  • the length of the measuring arm should preferably be different in order to obtain an asymmetric positioning of the guide carriage which carries the measuring head and which materializes the point of the rope where the vertical or horizontal arrow is measured so that the module of the Transfer function does not have zero for components of the particular wavelength signal, such as for example the half string or the quarter chord for symmetrical chord measurement systems.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (3)

  1. Methode zur Einschätzung eines absoluten Profils einer Bahnstrecke unter Einschluss folgender Schritte:
    - Erhalt von Durchgangssignalen anhand eines Messgerätes (1),
    - Anwendung (50) eines Impulsantwortfilters (51) auf die Durchgangssignale, wobei der besagte Impulsantwortfilter bezeichnet ist durch eine mehrgliedrige Funktion, deren Koeffizienten auf Grundlage einer inversen Übertragungsfunktion des besagten Messgerätes bestimmt werden,
    charakterisiert dadurch, dass die Methode einen vorherigen Schritt der Koeffizientenbestimmung der mehrgliedrigen Funktion des Impulsantwortfilters darstellt, wobei der besagte Schritt folgendes enthält:
    - einen Teilschritt (60) des Erhaltes der nummerischen Werte des Moduli und Parameter einer Übertragungsfunktion, die das Messgerät charakterisiert,
    - einen Teilschritt (61) der nummerischen Invertierung der Moduli und die Gegenseite der Parameter der besagten Übertragungsfunktion einzunehmen,
    - einen Teilschritt (63) einer mehrgliedrigen Einschätzung der inversen Übertragungsfunktion der Basis der Moduli und Parameter der inversen Übertragungsfunktion,
    die besagten Koeffizienten der mehrgliedrigen Funktion des Impulsantwortfilters, welcher den Koeffizienten der mehrgliedrigen Einschätzung der inversen Übertragungsfunktion entspricht.
  2. Methode zur Einschätzung zu Anspruch 1, wobei die nummerischen Werte des Moduli und Parameter der Übertragungsfunktion, die das Messgerät charakterisieren, an der Basis eines kinematischen Modells erhalten werden.
  3. Methode zur Einschätzung gemäß vorher genannter Ansprüche, wobei der vorherige Schritt der Koeffizientenbestimmung der mehrgliedrigen Funktion des Impulsantwortfilters einem Teilschritt des Frequenz-Windowings (62) der inversen Übertragungsfunktion enthält, wobei der Teilschritt der mehrgliedrigen Einschätzung der inversen Übertragungsfunktion an der Basis der Moduli und Parameter der inversen Übertragungsfunktion für jedes Fenster durchgeführt wird und wobei das besagte Signal frequenzmäßig gewindowt wird bevor der Impulsantwortfilter angewendet wird.
EP16189497.7A 2013-05-05 2014-05-05 Mess- und schätzverfahren der geometrie einer eisenbahnschiene Active EP3162958B1 (de)

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FR1354118A FR3005321B1 (fr) 2013-05-05 2013-05-05 Dispositif de mesure de la geometrie d'une voie ferree et procede d'estimation des profils de nivellement et de dressage de ladite voie ferree
EP14167077.8A EP2806065B1 (de) 2013-05-05 2014-05-05 Mess- und Schätzverfahren zum Ermitteln der Gleislage einer Eisenbahnstrecke

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FR3028610B1 (fr) * 2014-11-17 2017-01-13 Leyfa Measurement Procede de caracterisation de trace plan et profil transversal d'une voie ferree
US9849895B2 (en) 2015-01-19 2017-12-26 Tetra Tech, Inc. Sensor synchronization apparatus and method
US10349491B2 (en) 2015-01-19 2019-07-09 Tetra Tech, Inc. Light emission power control apparatus and method
US9618335B2 (en) 2015-01-19 2017-04-11 Tetra Tech, Inc. Light emission power control apparatus and method
US9849894B2 (en) 2015-01-19 2017-12-26 Tetra Tech, Inc. Protective shroud for enveloping light from a light emitter for mapping of a railway track
US10362293B2 (en) 2015-02-20 2019-07-23 Tetra Tech, Inc. 3D track assessment system and method
FR3047814B1 (fr) 2016-02-12 2019-07-26 Leyfa Measurement Procede de determination de ripages d'un rail d'une voie ferree en domaine absolu
DE102017223736B4 (de) * 2017-12-22 2021-02-11 Müller-Bbm Rail Technologies Gmbh Messgeräteträger zur vermessung einer verlegten schiene
US10730538B2 (en) 2018-06-01 2020-08-04 Tetra Tech, Inc. Apparatus and method for calculating plate cut and rail seat abrasion based on measurements only of rail head elevation and crosstie surface elevation
US11377130B2 (en) 2018-06-01 2022-07-05 Tetra Tech, Inc. Autonomous track assessment system
US10807623B2 (en) 2018-06-01 2020-10-20 Tetra Tech, Inc. Apparatus and method for gathering data from sensors oriented at an oblique angle relative to a railway track
US10625760B2 (en) 2018-06-01 2020-04-21 Tetra Tech, Inc. Apparatus and method for calculating wooden crosstie plate cut measurements and rail seat abrasion measurements based on rail head height
EP3969939A4 (de) 2019-05-16 2023-06-07 Tetra Tech, Inc. System und verfahren zur erzeugung und interpretation von punktwolken eines eisenbahnkorridors entlang einer vermessungsstrecke
CN113548068B (zh) * 2021-07-23 2023-09-12 中车长春轨道客车股份有限公司 轨面不平顺检测装置及检测方法
FR3135947A1 (fr) * 2022-05-28 2023-12-01 MATISA Matériel Industriel SA PROCÉDÉ DE DÉTERMINATION D’AU MOINS un paramètre de la géométrie D’UNE VOIE FERRÉE, ET SYSTÈME POUR LA MISE EN œuvre DU PROCÉDÉ

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US3604359A (en) * 1969-04-04 1971-09-14 Railway Maintenance Corp Apparatus for correcting railroad track
EP1543439A1 (de) * 2002-09-24 2005-06-22 DB Netz Aktiengesellschaft Rekonstruktion von originalsignalen aus relativmessungen

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FR3005321A1 (fr) 2014-11-07

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