EP4256133A2 - Procédé de commande autonome automatique d'une machine de bourrage de voies - Google Patents

Procédé de commande autonome automatique d'une machine de bourrage de voies

Info

Publication number
EP4256133A2
EP4256133A2 EP21819324.1A EP21819324A EP4256133A2 EP 4256133 A2 EP4256133 A2 EP 4256133A2 EP 21819324 A EP21819324 A EP 21819324A EP 4256133 A2 EP4256133 A2 EP 4256133A2
Authority
EP
European Patent Office
Prior art keywords
switch
tamping
track
control computer
tamping machine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP21819324.1A
Other languages
German (de)
English (en)
Other versions
EP4256133C0 (fr
EP4256133B1 (fr
Inventor
Bernhard Lichtberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
HP3 Real GmbH
Original Assignee
HP3 Real GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
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Application filed by HP3 Real GmbH filed Critical HP3 Real GmbH
Publication of EP4256133A2 publication Critical patent/EP4256133A2/fr
Application granted granted Critical
Publication of EP4256133C0 publication Critical patent/EP4256133C0/fr
Publication of EP4256133B1 publication Critical patent/EP4256133B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
    • E01B27/13—Packing sleepers, with or without concurrent work on the track
    • E01B27/16—Sleeper-tamping machines
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
    • E01B27/13—Packing sleepers, with or without concurrent work on the track
    • E01B27/16—Sleeper-tamping machines
    • E01B27/17—Sleeper-tamping machines combined with means for lifting, levelling or slewing the track
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/12—Tamping devices
    • E01B2203/125—Tamping devices adapted for switches or crossings

Definitions

  • the invention relates to a method for the automatic autonomous control of a tamping machine for compacting the ballast bed of a track in points with a device for determining the position of the track construction machine in the track and with a position detection of the actuators of the working units of the tamping machine.
  • ballast is rounded off, partially broken off and worn away. Irregular settlements occur in the ballast and shifts in the lateral geometry of the points. Due to the settlement of the ballast bed, errors in the longitudinal height, superelevation (in the curve), torsion, track and alignment occur.
  • Switches are expensive track systems and complex constructions. They allow the lane change between tracks depending on the position of the points. Each time a switch is set, tongue rails are moved and mechanically fixed in the respective end position by a so-called tongue lock. A simple switch costs as much as half a kilometer of free track. The conscientious and precise maintenance of the points is crucial for a long service life.
  • Switches can be differentiated in terms of their basic shape and their length is precisely limited by the start of the switch (WA) and the end of the switch (WE).
  • the start of the switch is the tangent point of the branch track to the main track.
  • the tangent at the end points of the switch together with the track axis of the main track results in the angle of the switch.
  • the tangent of this angle is given as referred to as a switch inclination.
  • the branch radius with which the branching branch leads away is an important parameter.
  • the branch curve begins at the beginning of the points.
  • the points consist of the switch device, the intermediate rails, the frogs with check rails and the running rails.
  • the switch construction forms a fixed structure.
  • a simple frog consists of the frog tip and two wing rails.
  • vehicles In order to enter the Zweigast, vehicles have to cross the straight track. It is therefore necessary to interrupt the running edge between the crossing point and the intermediate rail.
  • There is a frog gap where the wheel is not guided by the wheel flange.
  • a wheel control arm is attached to the opposite rail track for guidance, which keeps the wheel on track - but the load is always transferred via the rail track.
  • the two wing rails form the continuation of the intermediate rails. To allow the wheels to pass, they are bent sideways.
  • Double frogs are installed in crossings and slip points.
  • the switch device allows the vehicle to change direction in order to enter either the main line or the branch line.
  • the main components are two cams and two stock rails.
  • either the stock rail or the switch rail is curved in pairs in order to enable the decisive direction.
  • This is done by the movable tongue parts which, together with the fixed stock rails, allow the different points branches to be driven on depending on their position.
  • the guides are diverted directly into the stock rail by the tongue resting on the stock rail.
  • the power is transmitted via horizontal non-positive connections between the switch rail and the stock rail (support lugs).
  • Safe operation requires a correct and fixed position of the moving parts of the points. Points used to be set by shifting the control lever and shutting off the Set the switch lock in the desired direction and secure it in its end position.
  • turnouts are primarily mechanically or electrically remote-controlled. In a mechanical signal box, the switching command is passed on to the points via chains and wires. Modern interlockings send commands directly to the points, and the changeover is carried out by electric or electro-hydraulic drives installed on site.
  • Locks guarantee that the tongue rail is firmly attached to the stock rail. While the tongue rail is in contact with the stock rail on one side, the locking system on the opposite side guarantees the necessary distance for the wheel.
  • the linkages are installed between the sleepers in the intermediate compartment and, together with the drives, represent obstacles for the tamping tools of the switch tamping machine. They are located in the area where the tamping tools should penetrate the ballast bed in order to compact the ballast under the sleepers. These positions must be known so that the equipment is not damaged by the tamping tools. In the collision area, the tamping tools (tamping tines) are swiveled up to the side. In addition, the position of the penetration and the type of tamping, e.g.
  • long, continuous sleepers are used (long sleepers) which have an inclined position (half the switch angle).
  • the WO2016/081971 A1 describes a device that the position of
  • AT518692 A1 discloses a method for the actual detection of routes and their components.
  • the known systems record the actual position of the switch components, the rail and the obstacles.
  • the extent to which the stuffer is supported depends on the function of the measuring devices. With full ballast (newly installed and ballasted points), the function of the measuring systems is severely restricted or they do not work.
  • the tamping units are separable (split-head tamping units) and laterally displaceable, so that the working tools of the points tamping machine can tamp the points at all points.
  • the tamping tines can be swung up individually to the side.
  • the rail With pure line tamping machines, the rail is gripped at the head with roller tongs and lifted into the geometric target position. In turnouts, it is often not possible to use the roller tongs because of the small distance between the rails and the frog. So that these areas can also be processed, lifting hooks are used.
  • pure point tamping machines and line tamping machines there are also universal machines that can be used for both the line area and the point area.
  • the machine operator controls the position of the tamping unit, the pick, depending on the conditions he selects the roller tongs or the lifting hook, the position of the lifting hook and the point of attack of the same on the rail head or on the rail foot.
  • the lifting device can be moved in the longitudinal direction of the track. This is necessary if the lifting hook engages the rail foot - this is only possible in the area of the intermediate compartment - or if, for example, the roller tongs or the lifting hook cannot close on the rail head due to an insulated joint.
  • the manual adjustment of the lifting device: the selection of the roller tongs or the lifting hook, positioning of the lifting hook and the point of force application, as well as the displacement of the lifting device in the longitudinal direction of the track takes time. Methods are known that record the rail fastening and thus also the local position of the sleepers and the intermediate compartment. With the help of this device, tamping machines can automatically advance and carry out a tamping cycle.
  • Turnouts are now precisely pre-assembled in turnout factories and brought to the place of installation. There they are installed (e.g. removed from a wagon with a crane and placed in the intended place). If the switch is delivered in several parts, the parts are placed one behind the other and welded together.
  • the preceding letters stand for e.g. "simple switch” (EW); Outer curved points (ABW), inner curved points (IBW), double points (DW), one-sided double points (EinsDW) etc.
  • EW Simple switch
  • ABS Outer curved points
  • IBW inner curved points
  • DW double points
  • EusDW one-sided double points
  • UIC60 60
  • S49 49
  • S54 54
  • the turnout inclination at the end of the turnout follows (tangent of the turnout angle) 1:12.
  • the next letter stands for the branching direction (left (L) or right (R).
  • the last number in the book indicates the type of sleeper: wooden sleeper (H), hardwood (Hh), steel (St) and concrete (B).
  • Switch tamping machines specialize in tamping switches (with divisible tamping units - so-called splithead tamping units, additional lifting devices for the branching line, swiveling tines Etc.). Tamping machines are known to work cyclically but also continuously. There are also single-sleeper and multi-sleeper tamping machines.
  • Multi-sleeper tamping machines tamping several sleepers at once in one working cycle. Tamping units fix the position of a track during a maintenance measure. This is done using tamping tools, so-called tamping picks, which dip into the ballast next to the sleepers and compact the ballast under the sleeper using a linear closing movement that is superimposed by a compaction vibration. Before that, the track grid was brought into the desired position with the help of a lifting and straightening unit. The track panel is held there during the compaction process and thus fixed in the corrected position. As standard, the linear closing movement is overlaid by a hydraulic cylinder and an oscillating amplitude mechanically generated with an eccentric shaft. Newer fully hydraulic tamping drives generate the linear closing movement and vibration at the same time.
  • the sleepers can be precisely assigned to the number of kilometers of track using the GPS coordinates.
  • Virtual GPS correction data services that send RTK correction data to suitable GPS receivers are known.
  • RTK-GPS has the advantage that it can use RTK correction data to determine the absolute location very precisely (approx. 5mm in position and 10-15mm in height).
  • the accuracy in the range of 5-15 mm is precise enough to be able to locate sleepers in the track and other places clearly and precisely.
  • Switches or sleepers can be approached precisely and unambiguously with superstructure machines that are equipped with a GPS (or rtk-GPS) system.
  • the invention is based on the object of specifying a method for the automatic, autonomous control of a points tamping machine which avoids the above-mentioned disadvantages and also allows a tamping of newly laid points that are ballasted up to the upper edge of the rail.
  • the invention solves the task in that points data for the points to be processed are first read into a control computer of the tamping machine, that the control computer then creates position-accurate positioning instruction data for the working units at each sleeper to be tamped in the point area, that the tamping machine depends on its position in the switch and from the positioning instruction data created, controls these positions with the working units assigned to the respective position and carries out the tamping process at the point of the controlled position fully automatically and autonomously and automatically moves from sleeper to sleeper via an automatic drive-up mechanism until the intended working area has been processed.
  • Precise positioning instructions for each sleeper area to be tamped are transferred to the control computer of the tamping machine. These include, for example: Twisted position of the tamping units, lateral position of the tamping units, opening width of the individual tamping cylinders, pivoting angle of the tines, tamping pressure, specification of the maximum compaction force, the tamping depth, tamping time, lifting hook or lifting roller, vertical and transverse position for the hook on the rail foot or rail head, extended position of the additional lift, longitudinal position of the lifting and straightening unit, etc.). Depending on the working direction, the position instructions are synchronized with the beginning or end of the points via an odometer or a GPS measurement.
  • the tamping machine is positioned in the switch exactly at the sleeper to be tamped. Depending on the specified positioning instructions, the tamping machine carries out the corresponding settings of the working units fully automatically and autonomously at the position reached in the switch and tamps the corresponding sleeper. It then drives to the next threshold via the automatic drive-up mechanism and repeats the process according to the specifications until the entire intended work area has been processed.
  • the invention also provides that if there are no switch data other than the standardized designation of the switch or known switch parameters, a large part of the necessary positioning instructions are calculated after they have been entered into the control computer. In the event that a switch plan is available, the data can be entered on the control computer using a switch editor. If there is CAD data then this data is taken over by the control computer and processed accordingly and positioning instructions are derived from it. Since the switches are standardized, the positioning instructions for a large number of switches can be stored on the computer or downloaded from a central database or cloud and selected from a list by the operator before processing a switch.
  • Fig. 2 is a schematic representation of a section of a switch with an electric drive
  • FIG. 3 shows a diagram of a switch tamping machine.
  • Fig. 1 schematically shows a simple switch with a left-hand branch.
  • the distance between the sleepers ai can vary from sleeper to sleeper, but usually ranges between 58 and 62 cm.
  • the typical sleeper spacing in tracks is 60 cm.
  • the switch comprises a switch beginning WA and a switch end WE.
  • the branching track has a radius R.
  • the switch also has a tangent length t and a total length L (difference between WA and WE).
  • the start and end of the turnout are marked on the turnout.
  • the distance XH is between the switch point WP and frog H.
  • the length of the tangent projected onto the x-coordinate is xt.
  • the switch has an inclination of 1:n. ß is the angle of the inclined sleepers.
  • the tangent angle of the simple switch can be read as 1:18, the radius as 760m, the rail as one LIIC60 and that it is a right-hand switch with a spring tongue that lies on concrete sleepers.
  • the tamping depth can be calculated by specifying the LIIC60 rail and the concrete sleepers.
  • the point WP is far away from the start of the switch (WA) t.
  • the course of the inner and outer rail y and the tongue with the inner rail can be calculated using the circle equation and transferred to the control computer as positioning values for the working units.
  • the twisting angle is known with which the tamping units must be rotated from the start of the long sleepers.
  • the position of the frog is known and therefore also the position of the wing rails, which allows the appropriate choice of lifting tools (hook below).
  • known distances are used to control the divided tamping units. After the end of the switch there are 5 more long sleepers. The additional lift is used in the area of the long sleepers.
  • the rotating frame on which the tamping units are located is turned back to 0°.
  • the check rails are 5 m long and are symmetrically level of the heart. After the end of the switch, there are usually 5 long sleepers.
  • the wing rails extend over 3 sleepers at the frog.
  • tamping units there are four tamping units, two on each side L a , Li and R a , Ri, one inner and one outer, which are arranged on horizontal guide columns so that they can be moved laterally.
  • the sleepers are numbered, their exact number in a switch is known.
  • the position of the tamping picks and the position of the tamping units are shown symbolically at sleeper 2.
  • the four aggregates are in their basic position and all tamping tines are in use.
  • the left-hand outer tamping unit L a is pivoted outwards in order to tamp the branching line.
  • the other three are in the normal position.
  • the right outer unit R a is in the normal position, the inner right Ri is pivoted slightly inwards because of the check rail, the inner left Li is also slightly pivoted inwards because of the wing rail, while the left outer L a is pivoted outwards and stuff the branching strand.
  • the supporting unit frame is twisted by the angle ß.
  • the tamping direction is assumed to be in the direction of the x-axis in the longitudinal direction of the track, the pivoting in the direction of the y-axis.
  • the tamping units have the left or right rail center as a reference axis, the torsion angle of the tamping units refers to the perpendicular to the machine axis, for the main lifting and straightening unit the running edge of the rails and the rail running surface (SOK) are the reference. For the additional lift, the nearer rail of the continuous main line is the reference.
  • Zero displacement means that the aggregates are in a defined position.
  • Fig. 2 shows a pre-assembled switch piece B as it is transported to the construction site for installation. AR indicates the working direction. This switch piece B shows that not all tamping tools can be used on every sleeper. It mean:
  • Fig. 3 shows schematically a switch tamping machine C in the working direction AR with the odometer 28, a GPS system 29 and a radio system 30 for wireless communication with a server.
  • the machine 17 rests on two bogies

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

L'invention concerne un procédé de commande autonome automatique d'une machine de bourrage de voies (C) pour compacter le lit de ballast d'une voie en certains points (A, B), comprenant un dispositif de détermination de la position de la machine de pose de voie ferrée sur la voie, et comprenant la détection de position des actionneurs des unités de travail (La, Li, Ra, Ri, 16, 18, 19, 20, 22, 23) la machine de bourrage de voies (C). Afin d'automatiser le procédé: Des données de point (ai,j, β, WP, t, L, n) du point à tasser est d'abord lu dans un ordinateur de commande (27) de la machine de bourrage de voies (C); l'ordinateur de commande (27) génère ensuite des données d'instruction de positionnement exactes (Pi) pour les unités de travail (La, Li, Ra, Ri, 16, 18, 19, 20, 22, 23) au niveau de chaque traverse de chemin de fer (ai,j) à damer dans la région de point (1-51); et la machine de bourrage (C), en fonction de sa position dans le point (A, B) et sur les données d'instruction de positionnement générées (Pi ), actionne ces positions avec les unités de travail (La, Li, Ra, Ri, 16, 18, 19, 20, 22, 23) associées à chaque position et réalise le processus de compactage à l'emplacement de la position actionnée entièrement automatiquement et de manière autonome.
EP21819324.1A 2020-12-02 2021-11-30 Procédé de commande autonome automatique d'une machine de bourrage de voies Active EP4256133B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATGM50238/2020U AT17436U1 (de) 2020-12-02 2020-12-02 Verfahren zur automatischen autonomen Steuerung einer Stopfmaschine
PCT/AT2021/060454 WO2022115891A2 (fr) 2020-12-02 2021-11-30 Procédé de commande autonome automatique d'une machine de bourrage de voies

Publications (3)

Publication Number Publication Date
EP4256133A2 true EP4256133A2 (fr) 2023-10-11
EP4256133C0 EP4256133C0 (fr) 2025-01-29
EP4256133B1 EP4256133B1 (fr) 2025-01-29

Family

ID=80444509

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21819324.1A Active EP4256133B1 (fr) 2020-12-02 2021-11-30 Procédé de commande autonome automatique d'une machine de bourrage de voies

Country Status (3)

Country Link
EP (1) EP4256133B1 (fr)
AT (1) AT17436U1 (fr)
WO (1) WO2022115891A2 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT525020B1 (de) * 2021-05-11 2023-01-15 Hp3 Real Gmbh Stopfmaschine zum Verdichten der Schotterbettung eines Gleises
AT527524A1 (de) * 2023-09-12 2025-03-15 Track Machines Connected Ges M B H Verfahren zum Steuern einer Stopfmaschine
CN117604840B (zh) * 2024-01-19 2024-06-14 中国铁路设计集团有限公司 一种用于无控制网的运营普速铁路精测精捣作业方法
AT527599B1 (de) * 2024-03-21 2025-04-15 Hp3 Real Gmbh Vollautomatisch arbeitende Gleisbaumaschine

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DE2341788A1 (de) 1973-08-17 1975-02-27 Robel & Co G Verfahren zum sollage-genauen gleisrichten, verbunden mit gleisstopfen, und gleisrichtmaschine zur ausfuehrung des verfahrens
AT391903B (de) 1989-01-26 1990-12-27 Plasser Bahnbaumasch Franz Fahrbare gleisbearbeitungsmaschine mit einer einrichtung zur steuerung der arbeits-position ihrer arbeits-aggregate bzw. -werkzeuge
EP0930398A1 (fr) * 1998-01-19 1999-07-21 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Méthode de correction de la position d'une voie de chemin de fer
EP2957674B1 (fr) * 2014-06-18 2017-10-11 HP3 Real GmbH Procédé de réglage de voie ferrée destiné au fonctionnement d'une machine de voie pouvant se déplacer sur une installation de voie ferrée
AT516590B1 (de) 2014-11-28 2017-01-15 System 7 - Railsupport GmbH Verfahren und Vorrichtung zum Verdichten der Schotterbettung eines Gleises
DE102016224076A1 (de) * 2016-12-02 2018-06-07 Robert Bosch Gmbh Verfahren und Vorrichtung zum Bestimmen einer Position eines Baggerarms mittels eines an einem Bagger angeordneten LIDAR-Systems
AT519739B1 (de) 2017-05-12 2018-10-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren zum Steuern einer Gleisbaumaschine
AT521397B1 (de) 2018-06-15 2021-12-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Stopfaggregat zum Stopfen eines Gleisbettes
DE102018123478A1 (de) * 2018-09-24 2020-03-26 Claas Tractor Sas Landwirtschaftliche Arbeitsmaschine
AT522405B1 (de) 2019-03-27 2024-04-15 System 7 Ballast Regulator Gmbh Schotterplaniermaschine
CN211142667U (zh) * 2019-08-21 2020-07-31 长沙瀚鹏电子技术有限公司 一种铁路道岔捣固车自动作业控制系统
AT18508U1 (de) 2020-06-08 2025-07-15 Hp3 Real Gmbh Verfahren zur automatischen autonomen Steuerung einer Stopfmaschine

Also Published As

Publication number Publication date
WO2022115891A3 (fr) 2022-08-11
EP4256133C0 (fr) 2025-01-29
AT17436U1 (de) 2022-04-15
EP4256133B1 (fr) 2025-01-29
WO2022115891A2 (fr) 2022-06-09

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