EP1977950A2 - Method for effect-related assessment of the placing of a track - Google Patents

Abstract

The method involves utilizing track variations with different form, amplitude and length. Characteristic parameters associated to the variations are determined. Limit values of a temporal lapse of a vehicle reaction for the variations are calculated under variation of vehicle speed and/or a track curvature. Regression coefficients for the vehicle reaction are determined using a regression analysis by satisfying a preset vehicle-specific quantification equation which relates the speed, the curvature and the parameter.

Description

The invention relates to a method for the effect-related assessment of the position quality of a track, wherein the deviations of the track from its desired position are measured as disturbance variables and evaluated on the basis of the associated calculated vehicle responses.

The overall system "vehicle infrastructure" is subject to certain safety, stress and comfort requirements. In order to be able to guarantee these requirements, the system reactions (wheel forces and car body accelerations) or the influencing variables of the system (faults) must be limited. This is achieved in the production by the structural design of the vehicle and track components. Since both vehicles and the track are subject to wear, the guarantee of the system requirements must be additionally ensured by appropriate maintenance measures. In terms of the track, the maintenance of the track position is to be mentioned here. Due to regular inspections of the track, impermissible track position errors must be detected and then repaired.
In order to ensure economical rail operation, the effort for the track maintenance should be as low as possible without endangering the system security and compromising the ride comfort in an unacceptable manner. Therefore, for many years, an inspection process has been sought that meets these requirements in the best possible way.

A method for condition data acquisition of driveways is known, wherein the location assignment of the condition data to the driveway in the mobile condition data acquisition system is effected by first determining the geographical position by means of a satellite-bound position determination system, the assignment between a coordinate of the position determination system and the driveway by specifying at least one fixed reference point and the direction of movement on the guideway is carried out by the inspector and that the distance determination along the guideway by re-calculating the coordinates of the positioning system on the guideway by the distance traveled to the reference point, or is converted from this to a position on the guideway ( DE 101 25 515 A1 ).

In addition, a method for simulating the state of transport routes is known in which input data for a prognosis of the state development in one step be detected and these are supplied in a subsequent step of processing, wherein a neural network to be optimized is used, which, using any input data, a division of the transport path into homogeneous sections, with respect to one or more parameters a same state or the like Show behavior and make a classification and / or forecast of state development for them ( EP 1 271 364 A2 ).

• ■ Die Gleislagegeometrie wird lediglich anhand empirisch festgelegter Maßstäbe beurteilt, deren Zusammenhang mit den resultierenden Fahrzeugreaktionen und somit deren Auswirkung auf Sicherheit und Fahrkomfort oft unzureichend belegt ist.
• ■ Es wird stets nur die Amplitude der Gleislageabweichungen beurteilt. Die Form und die Länge der Gleislagefehler gehen in die Beurteilung nicht ein, obwohl sie die Auswirkung auf das Fahrzeug bei gleicher Amplitude erheblich beeinflussen.
• ■ Die bisherigen Beurteilungsmaßstäbe berücksichtigen nicht das evtl. gleichzeitige Auftreten verschiedener Gleislagefehler (z.B. Überlagerung von Längshöhen-und Richtungsfehler).
• ■ Die bisherigen Beurteilungsmaßstäbe berücksichtigen nicht den Einfluss der Gleistrassierung, obwohl sich die gleichen Gleislagefehler im Bogen anders auswirken als im geraden Gleis.

Die Sicherheit und Systembeanspruchung sowie der Fahrkomfort werden nicht durch den geometrischen Verlauf des Gleislagefehlers selbst, sondern durch dessen Wirkung auf das Fahrzeug (Kräfte, Beschleunigungen) beeinflusst. Bei der Beurteilung der Fehler ist deshalb vor allem deren Auswirkung zu berücksichtigen. In der Vergangenheit wurden deshalb verschiedene Möglichkeiten zur wirkungsbezogenen Beurteilung der Gleislage untersucht, die jedoch bisher nicht zum gewünschten Erfolg führten.The currently used methods for inspecting the track geometry have serious weaknesses:

• ■ The track geometry is assessed only on the basis of empirically determined standards, the relationship between which and the resulting vehicle reactions and thus their impact on safety and ride comfort is often insufficiently documented.
• ■ Only the amplitude of track deviations is assessed. The shape and length of the track position errors are not included in the assessment, although they significantly affect the effect on the vehicle at the same amplitude.
• ■ The previous assessment criteria do not take into account the possible simultaneous occurrence of different track position errors (eg superposition of longitudinal heights and direction errors).
• ■ The previous assessment criteria do not take into account the influence of the track assignment, although the same track position errors in the bow have a different effect than in the straight track.

The safety and system stress as well as the driving comfort are not influenced by the geometric course of the track position error itself, but by its effect on the vehicle (forces, accelerations). When assessing the errors, therefore, their impact must be taken into account. In the past, therefore, various options for the impact-related assessment of the track situation were investigated, which, however, have so far not led to the desired success.

• ■ Die Beurteilungsergebnisse beziehen sich ausschließlich auf das Messfahrzeug. Man erhält keine Aussage darüber, welche Ergebnisse andere Fahrzeugtypen liefern würden.
• ■ Die Messergebnisse werden zudem vom Unterhaltungszustand der Messfahrzeuge, durch die Berührgeometrie zwischen Rad und Schiene, durch den Trassierungsverlauf und durch das Wetter beeinflusst. Die Beurteilung bezieht sich somit nicht eindeutig auf Gleislageabweichungen.

When assessing measured vehicle reactions, the tracks are used at regular intervals with a measuring train. The wheel forces and car body accelerations (vehicle reactions) are measured and subsequently assessed.
Limit values are defined for the individual reaction quantities (horizontal wheel force, vertical wheel force, horizontal acceleration, vertical acceleration). In the assessment, the points in the track, where the course of a reaction measured exceeds the specified limit, determined and output as exceeded.
This method includes the following disadvantages:

• ■ The evaluation results refer exclusively to the measuring vehicle. There is no statement as to what results other types of vehicles would deliver.
• ■ Measurement results are also influenced by the state of entertainment of the measuring vehicles, by the contact geometry between wheel and rail, by the routing process and by the weather. The assessment thus does not clearly refer to track position deviations.

When assessing calculated vehicle responses, the relationship between track position deviations and vehicle responses is described using physical models. On the basis of the model data, the vehicle reactions are calculated for the measured track position parameters by means of simulation calculations and these are assessed as measured reactions (see above).
The simulation calculation is very time-consuming because of the complex vehicle models. The method is therefore used mainly for investigations in the laboratory. For use in the track position assessment, the simulation calculation is not useful for time reasons.

The invention has for its object to develop a method which evaluates the track position on an indirect way effect-related and meets the requirements of the track position inspection in terms of safety and ride comfort.

1. a) die gemessenen horizontalen und vertikalen Störgrößenverläufe S_n=1..N in einzelne Fehler unterteilt und für jeden dieser Einzelfehler charakteristische geometrische Parameter p _m=1..M bestimmt,
2. b) anschließend aus diesen charakteristischen Parametern und unter Berücksichtigung der örtlich zulässigen Fahrgeschwindigkeit v sowie der örtlich vorhandenen Gleiskrümmung kr mit Hilfe von fahrzeugspezifischen Bewertungsfunktionen die zu erwartenden Extremwerte der Fahrzeugreaktionen R_j=1..J = f(p₁, p₂, ..., p_M, v, kr) berechnet
3. c) und diese mittels Vergleich mit zulässigen Werten der Fahrzeugreaktionen R _{j=1..J, zul}. zur Bewertung der Einzelfehler benutzt werden.

This is achieved according to the invention in that

1. a) divides the measured horizontal and vertical disturbance variable _courses S _{n = 1..N} into individual errors and determines for each of these individual errors characteristic geometric parameters p _{m = 1 .. M} ,
2. b) then from these characteristic parameters and taking into account the locally permissible vehicle speed v and the localized track curvature kr with the aid of vehicle-specific evaluation functions, the expected extreme values of the vehicle _reactions R _{j = 1..J} = f (p ₁ , p ₂ , .. ., p _M , v, kr)
3. c) and this by comparison with permissible values of the vehicle _reactions R _{j = 1..J, zul} . be used to evaluate the individual errors.

• ■ Die Gleislage wird nicht nach ihren geometrischen Abweichungen von der Solllage sondern nach ihren Auswirkungen auf das Gesamtsystem "Fahrzeug-Fahrweg", also wirkungsbezogen beurteilt.
• ■ Bei der Beurteilung werden die Trassierungsverhältnisse, also die Gleiskrümmung und die zulässige Fahrgeschwindigkeit des Fahrzeugs mit der örtlich tatsächlich vorhandenen Größe berücksichtigt.
• ■ Die Gleislagefehler werden bezüglich ihrer Wirkrichtung nicht isoliert betrachtet. Bei der Beurteilung wird die Überlagerung der horizontalen und vertikalen Gleislageabweichungen berücksichtigt.
• ■ Die bei einer Reaktionsmessung vorhandenen Nachteile (Einfluss der Berührgeometrie und dgl.) werden eliminiert.
• ■ Der Zusammenhang zwischen Gleislageabweichung und Fahrzeugreaktion wird auf der Basis von sehr genauen Fahrzeugmodellen, welche auch Nichtlinearitäten berücksichtigen, hergestellt.
• - Der Zusammenhang zwischen den charakteristischen Parametern der Gleislageabweichung und der Fahrzeugreaktion wird nur einmal untersucht. Die Fahrzeugreaktionen müssen also nicht bei jeder Inspektionsmessfahrt aufwändig per Simulation berechnet werden.
• ■ Der Algorithmus des Beurteilungsverfahrens ist zeitunkritisch und kann im Online-Betrieb auf den vorhandenen Geometriemessfahrzeugen angewandt werden.
• ■ Bei der Beurteilung kann die Auswirkung von Gleislageabweichungen für verschiedene Fahrzeugtypen berücksichtigt werden.

The method described here, in which the track position is assessed indirectly by means of an effect, meets the requirements of the trackside inspection with regard to safety and driving comfort. It is based on extensive investigations of the physical relationships between vehicle and track. The method allows a very detailed evaluation of track deviations. As a result, unnecessary repair measures can be avoided.
Surprisingly, the approach has been found that safety and system stress as well as the ride comfort does not depend on the time or path-dependent course of the vehicle _reaction R , but on their extreme value R _{Extr ,} which _sets due to the track _deviation .
The relationship between the track deviation and the corresponding extreme value of the vehicle reaction is first examined on the basis of physical models by simulation calculation or on the basis of measurement results from driving and / or bench tests with real vehicles. On the basis of the examination results, mathematical functions are derived for an approximate description of the relationship. With the aid of the evaluation functions, the track position deviations measured during the inspection run are assessed. The relationship between track position error and its effect on the vehicle is thereby established indirectly.
The solution according to the invention for indirect effect-related assessment of the track position has the following advantages over the currently used methods:

• ■ The track position is not judged according to its geometrical deviations from the nominal position but according to their effects on the overall system "vehicle driveway", ie in terms of performance.
• ■ In the assessment, the track conditions, ie the track curvature and the permissible travel speed of the vehicle with the locally actual size are taken into account.
• ■ The track position errors are not considered in isolation with respect to their effective direction. The assessment takes into account the superposition of horizontal and vertical track deviations.
• ■ The disadvantages of a reaction measurement (influence of the contact geometry and the like) are eliminated.
• ■ The relationship between track deviation and vehicle response is established on the basis of very accurate vehicle models, which also take into account nonlinearities.
• - The relationship between the characteristic parameters of the track deviation and the vehicle reaction is examined only once. The vehicle reactions therefore do not have to be complexly calculated by simulation at every inspection test drive.
• ■ The algorithm of the assessment procedure is non-time critical and can be used in online mode on the existing geometric measurement vehicles.
• ■ Assessment may take into account the effect of track deviations for different types of vehicles.

beschreiben. Für die praktische Anwendung ist diese allgemeine Form der Bewertungsfunktion allerdings meist nicht ausreichend. Untersuchungen haben gezeigt, dass die Störgröße zusätzlich mit der Fahrgeschwindigkeit v gewichtet und bei der Bewertung eine weitere, für die quasistatische Fahrzeugreaktion im Gleisbogen maßgebende Komponente v² . kr berücksichtigt werden sollte: $$R=\mathrm{f}\left(Sv\mathit{kr}\right)=\mathrm{a}\mathrm{+}\mathrm{b}\cdot S+\mathrm{c}\cdot v+\mathrm{d}\cdot \mathit{kr}+\mathrm{e}\cdot {\mathrm{v}}^2\cdot \mathit{kr}\mathrm{.}$$

Außerdem sind die Beschreibungen der Störgröße S und der Fahrzeugreaktion R wie folgt zu konkretisieren:
Die auf das Fahrzeug wirkende Gleislageabweichung setzt sich aus mehreren Komponenten wie beispielsweise Längshöhe z und Richtung y beider Schienen sowie der Abweichung der gegenseitigen Höhenlage gh von der Sollüberhöhung zusammen, die getrennt gemessen werden. Jedes Messsignal dieser Störgrößen S_n=1..N muss zunächst in Einzelfehler zerlegt werden, die dann entsprechend ihrer Überlappungsbereiche zusammen beurteilt werden können. Die Unterteilung in Einzelfehler kann beispielsweise anhand der Nulldurchgänge der mittelwertfreien Messsignale oder auch mittels der Schnittpunkte der Messsignale mit einer zur Wegachse (Abszisse) parallelen Schwellenwertlinie erfolgen, vgl. Figuren 1a und 1b. Es sind aber auch weitere Unterteilungsmethoden denkbar, siehe z.B. Figur 1c.
Für jeden der separierten Einzelfehler lassen sich nun charakteristische geometrische Parameter p _m=1..M bestimmen. Als charakteristische Parameter können beispielsweise die maximale oder die mittlere Steigung St_max bzw. St, der Extremwert EW, die Höhe h, das Flächenintegral A u.ä. gewählt werden, siehe Figur 2. Die Beurteilungsfunktion nimmt somit die folgende Form an: $$R=\mathrm{f}\left({\rho }_{m=1\dots M,}v,\mathit{kr}\right)=\mathrm{a}+\left({\mathrm{b}}_1\cdot p_1+\dots +{\mathrm{b}}_M\cdot {\mathrm{p}}_M\right)\cdot v+\mathrm{c}\cdot v+\mathrm{d}\cdot \mathit{kr}+\mathrm{e}\cdot v^2\cdot +\mathit{kr}\mathrm{.}$$

Die Auswahl der zu bewertenden Fahrzeugreaktionen richtet sich nach dem Zweck der Gleislagebeurteilung. Prinzipiell können alle verfügbaren Auswertegrößen benutzt werden, wenn sie ausreichend empfindlich auf Gleislagestörungen reagieren. Da die Gleislagebeurteilung jedoch zumeist auf die Fahrsicherheit, die Fahrwegbeanspruchung und den Fahrkomfort ausgerichtet ist, sollten üblicherweise die entsprechenden Reaktionsgrößen wie die Kräfte zwischen Rad und Schiene und die Fahrzeugbeschleunigungen zur Beurteilung herangezogen werden. Dies hat zudem den Vorteil, dass für diese Größen bereits Grenzwerte festgelegt wurden, z.B. in der Euronorm EN 14363 für die Fahrzeugzulassung, die für die Gleislagebeurteilung direkt oder in abgewandelter Form als Basisgrößen R_Basis verwendbar sind. Damit lassen sich die ermittelten Extremwerte der Fahrzeugreaktionen R auch als prozentuale Ausnutzung des Abnutzungsvorrats angeben: $$R_{\%}=\frac{R}{R_{\mathit{Basis}}}\cdot 100\%\mathrm{.}$$

Entsprechend der Anzahl der ausgewählten Reaktionsgrößen ergeben sich also je Fahrzeug mehrere Beurteilungsfunktionen R_j=1..J = f (p₁, p₂, ..., p_M, v, kr). Da zur umfassenden Beurteilung der Gleislage zumeist mehrere Fahrzeugtypen (z.B. verschiedene Reisezugwagen, Lokomotiven und Güterwagen) berücksichtigt werden müssen, ist insgesamt eine relativ große Anzahl von Beurteilungsfunktionen notwendig. Aufgrund ihrer einfachen Struktur lassen sich diese jedoch sehr schnell auswerten, so dass schon während der Messfahrt eine Online-Beurteilung der Messergebnisse möglich ist.Since the vehicle reaction depends on the shape and size of the track deviation (disturbance S) , the driving speed of the vehicle v and the routing of the track (track curvature kr) , the relationship between the input variables and the resulting extreme value of the vehicle response R can be simplified by the linear function equation $$R=\mathrm{f}\left(Sv\mathit{kr}\right)=\mathrm{a}\mathrm{+}\mathrm{b}\cdot S+\mathrm{c}\cdot v+\mathrm{d}\cdot \mathit{kr}$$

describe. For practical application, however, this general form of the evaluation function is usually insufficient. Investigations have shown that the disturbance variable is additionally weighted with the driving speed v and in the evaluation another component v ^{2 which is} decisive for the quasistatic vehicle reaction in the curve. kr should be considered: $$R=\mathrm{f}\left(Sv\mathit{kr}\right)=\mathrm{a}\mathrm{+}\mathrm{b}\cdot S+\mathrm{c}\cdot v+\mathrm{d}\cdot \mathit{kr}+\mathrm{e}\cdot {\mathrm{v}}^2\cdot \mathit{kr}\mathrm{,}$$

In addition, the descriptions of the disturbance S and the vehicle response R are to be specified as follows:
The track deviation acting on the vehicle is composed of several components such as longitudinal height z and direction y of both rails and the deviation of the mutual altitude gh from the nominal cant, which are measured separately. Each measurement signal of these disturbances S _{n = 1..N} must first be broken down into individual _errors , which can then be assessed together according to their overlapping _ranges . The subdivision into individual errors can be done, for example, on the basis of the zero crossings of the mean value-free measuring signals or also by means of the intersections of the measuring signals with a threshold line parallel to the path axis (abscissa), cf. FIGS. 1a and 1b , But there are also other subdivision methods conceivable, see eg Figure 1c ,
For each of the separated individual _errors , characteristic geometric parameters p _{m = 1..M} can be determined. As a characteristic parameter, for example, the maximum or the average slope St _max or St, the extreme value EW , the height h , the area integral A and the like be chosen, see FIG. 2 , The appraisal function thus takes the following form: $$R=\mathrm{f}\left({\rho }_{m=1...M.}v.\mathit{kr}\right)=\mathrm{a}+\left({\mathrm{<figure-callout\; id="1"\; label="b"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">b</figure-callout>}}_1\cdot {\mathrm{<figure-callout\; id="1"\; label="p"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">p</figure-callout>}}_1+...+{\mathrm{b}}_M\cdot {\mathrm{p}}_M\right)\cdot v+\mathrm{c}\cdot v+\mathrm{d}\cdot \mathit{kr}+\mathrm{e}\cdot v^2\cdot +\mathit{kr}\mathrm{,}$$

The selection of the vehicle reactions to be evaluated depends on the purpose of the track position assessment. In principle, all available evaluation variables can be used if they are sufficiently sensitive to track position faults. However, since the trackside assessment is mostly focused on driving safety, driving load and driving comfort, the appropriate reaction variables such as wheel-to-rail forces and vehicle accelerations should usually be used for the assessment. This also has the advantage that limits have already been set for these sizes, for example in the European standard EN 14363 for vehicle approval, which can be used for the track position assessment directly or in a modified form as basic parameters R _base . Thus, the determined extreme values of the vehicle reactions R can also be stated as a percentage utilization of the wear stock: $$R_{\%}=\frac{R}{R_{\mathit{Base}}}\cdot 100\%\mathrm{,}$$

Corresponding to the number of selected response _variables , therefore, there are several evaluation functions per vehicle R _{j = 1..J} = f (p ₁ , p ₂ ,..., P _M , v, kr ). Since for the comprehensive assessment of the track situation usually several types of vehicles (eg, various passenger cars, locomotives and freight cars) must be considered, a total of a relatively large number of assessment functions is necessary. Due to their simple structure, however, they can be evaluated very quickly so that an online assessment of the measurement results is possible even during the test drive.

Before the assessment procedure can be used, the coefficients of the assessment functions must be determined. This is preferably done using known simulation methods. For this purpose, first fictitious track position disturbances are generated, which are composed of components combined in various ways with different characteristic parameters p _{m = 1..M} . These disturbances are to be chosen so that they reflect as well as possible in their shape and size the track position errors occurring in reality. Furthermore, the track curvature kr and the vehicle speed v are given in several stages, which correspond to the real operating conditions of the selected vehicles. With these input variables, the vehicle reactions to be assessed are then determined for each vehicle model to be considered by means of simulation calculation. From the calculated time _{courses of the vehicle reactions,} their extreme values R _{j = 1..J} are then determined for each calculation case.

In this way one obtains for the desired coefficients a _j , b _1j ,..., E _{j of} the assessment functions of each vehicle an overdetermined system of equations which can be solved by known methods (regression analysis).

embodiment

• Figuren 1a bis 1c - verschiedene Varianten der Unterteilung der gemessenen Störgrößenverläufe in Einzelfehler
• Figur 2 - verschiedene charakteristische Parameter der Störgrößen (Extremwert EW, mittlere Steigung St, maximale Steigung St_max, Fehlerfläche A, Spitze-Spitze-Wert h)

Als Störgrößen S werden die Messsignale der Längshöhe z, der Richtung y und der gegenseitigen Höhenlage gh berücksichtigt. Diese Signale werden in Einzelfehler y_i , z _j und gh_i zerlegt, die beispielsweise durch ihre Nulldurchgänge voneinander abgegrenzt werden (Figur 1a). Dann werden für jeden Einzelfehler als charakteristische Parameter der zugehörige Extremwert EW und die mittlere Steigung St ermittelt (Figur 2). Für die Beurteilung der Gleislage werden folgende Fahrzeugreaktionen R_j herangezogen:

R₁= ΣY

= Summe der horizontalen Radkräfte (Systembeanspruchung),

R₂ = Y/Q

= Verhältnis der horizontalen zur vertikalen Radkraft (Sicherheit),

R₃ = Qmin

= minimale Radaufstandskraft (Sicherheit),

R₄ = Qmax

= maximale Radaufstandskraft (Systembeanspruchung),

R₅= yb

= horizontale Wagenkastenbeschleunigung (Fahrkomfort),

R₆ = zb

= vertikale Wagenkastenbeschleunigung (Fahrkomfort).

Mit der Fahrgeschwindigkeit v und der Gleiskrümmung kr ergeben sich folgende Beurteilungsfunktionen: $${\mathit{R}}_{\mathit{j}}\mathrm{=}{\mathrm{a}}_{\mathrm{j}}\mathrm{+}\left({\mathrm{b}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{y}}_{\mathit{St}}\mathrm{+}{\mathrm{c}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{y}}_{\mathit{Ew}}\mathrm{+}{\mathrm{d}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{z}}_{\mathit{St}}\mathrm{+}{\mathrm{e}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{z}}_{\mathit{Ew}}\mathrm{+}{\mathrm{f}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{gh}}_{\mathit{St}}\mathrm{+}{\mathrm{g}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{gh}}_{\mathit{Ew}}\right)\mathrm{\cdot }\mathit{v}\mathrm{+}{\mathrm{h}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{v}}^{\mathrm{2}}\mathrm{\cdot }\mathit{kr}\mathrm{+}{\mathrm{i}}_{\mathrm{j}}\mathrm{\cdot }\mathit{v}\mathrm{+}{\mathrm{j}}_{\mathrm{j}}\mathrm{\cdot }\mathit{kr}$$

Die fahrzeugspezifischen Regressionskoeffizienten a_j bis j_j werden nun wie oben beschrieben z.B. auf der Basis von Simulationsrechnungen bestimmt, wobei die für das betrachtete Strecken(-teil-)netz typischen Gleislagefehler und die wichtigsten dort eingesetzten Fahrzeuge zugrunde gelegt werden. Ergebnis ist ein Satz von Bewertungsfunktionen, die für jedes Referenzfahrzeug in Abhängigkeit von seiner Fahrgeschwindigkeit die an jeder Stelle des Gleises zu erwartenden Extremwerte der Fahrzeugreaktionen liefern. Durch Bezug der ermittelten Fahrzeugreaktionen auf deren Eingriffsschwellwerte kann nun für jeden Punkt die Ausnutzung des Abnutzungsvorrates in Prozent angegeben werden. Dies wiederum ist Grundlage für die Planung der Instandhaltungsmaßnahmen auf der untersuchten Strecke.The invention will be explained with reference to an embodiment. Showing:

• FIGS. 1a to 1c - Different variants of the subdivision of the measured Störgrößenverläufe in single error
• FIG. 2 - various characteristic parameters of the disturbance variables (extreme value EW , average gradient St , maximum gradient St _max , error surface A , peak-to-peak value h )

The disturbance variables S take into account the measurement signals of the longitudinal height z , the direction y and the mutual altitude gh . These signals are decomposed into individual errors y _i , z _j and gh _i , which are delimited from one another by their zero crossings ( FIG. 1a ). Then the associated extreme value EW and the average slope St are determined as characteristic parameters for each individual error ( FIG. 2 ). The following vehicle reactions R _j are used to assess the track position:

R ₁ = ΣY

= Sum of horizontal wheel forces (system load),

R ₂ = Y / Q

= Ratio of horizontal to vertical wheel force (safety),

R ₃ = Q min

= minimum wheel contact force (safety),

R ₄ = Qmax

= maximum wheel contact force (system load),

R ₅ = yb

= horizontal car body acceleration (ride comfort),

R ₆ = eg

= vertical car body acceleration (ride comfort).

With the driving speed v and the track curvature kr , the following evaluation functions result: $${\mathit{R}}_{\mathit{j}}\mathrm{=}{\mathrm{a}}_{\mathrm{j}}\mathrm{+}\left({\mathrm{b}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{y}}_{\mathit{St}}\mathrm{+}{\mathrm{c}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{y}}_{\mathit{Ew}}\mathrm{+}{\mathrm{d}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{z}}_{\mathit{St}}\mathrm{+}{\mathrm{e}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{z}}_{\mathit{Ew}}\mathrm{+}{\mathrm{f}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{gh}}_{\mathit{St}}\mathrm{+}{\mathrm{G}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{gh}}_{\mathit{Ew}}\right)\mathrm{\cdot }\mathit{v}\mathrm{+}{\mathrm{H}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{v}}^{\mathrm{2}}\mathrm{\cdot }\mathit{kr}\mathrm{+}{\mathrm{i}}_{\mathrm{j}}\mathrm{\cdot }\mathit{v}\mathrm{+}{\mathrm{j}}_{\mathrm{j}}\mathrm{\cdot }\mathit{kr}$$

The vehicle-specific regression coefficients a _j to j _j are now determined as described above, for example, on the basis of simulation calculations, based on the track position error typical for the considered sections (partial) network and the most important vehicles used there. The result is a set of evaluation functions, which for each reference vehicle, depending on its driving speed, provide the extreme values of the vehicle reactions to be expected at each point of the track. By referring the determined vehicle reactions to their engagement thresholds, the utilization of the wear stock in percent can now be determined for each point be specified. This in turn is the basis for the planning of the maintenance measures on the examined route.

Claims (8)

A method for effect-related assessment of the positional quality of a track, wherein the deviations of the track from its desired position are measured as disturbance variables and evaluated on the basis of the associated calculated vehicle responses, characterized in that d) divides the measured horizontal and vertical disturbance variable _courses S _{n = 1..N} into individual errors and determines for each of these individual errors characteristic geometric parameters p _{m = 1..M} , e) then from these characteristic parameters and taking into account the locally permissible travel speed v and the localized track curvature kr with the aid of vehicle-specific evaluation functions, the expected extreme values of the vehicle _reactions R _{j = 1..J} = f (p ₁ , p ₂ , .. ., p _M , v, kr) f) and this by comparison with permissible values of the vehicle _reactions R _{j = 1..J, zul} . be used to evaluate the individual errors. A method according to claim 1, characterized in that the vehicle-specific evaluation functions are determined by means of simulation calculation on the basis of various vehicle models, wherein a) fictitious track deviations (test disturbances) TS _{k = 1..K} with different shape, amplitude and length and with different superimposition in the horizontal and vertical direction to cover the spectrum of real track position deviations generated, b) the characteristic parameters p _{m = 1..M, k = 1..K} assigned to these test _disturbances , c) for each vehicle model and all test disturbances under L-fold variation of vehicle speed v and track curvature kr the time courses of the vehicle reactions R _{1 .. J, 1 .. K · L} and from this the respective extreme values of the vehicle _reactions (R _extr .) _{1 . J, 1 .. K · L is} calculated d) and finally by regression analysis for each vehicle _reaction, the vehicle-specific evaluation functions R _{j = 1..j} = f (p ₁ , p ₂ , ..., p _M , v, kr) are determined. A method according to claim 1, characterized in that the vehicle-specific evaluation functions are determined analogously to claim 2 from the results of driving and / or test bench tests with different vehicles. Method according to at least one of claims 1 to 3, characterized in that as interference S _{n = 1..3} for each rail separated horizontal deviation y and the vertical deviation z of their desired position and the deviation of the mutual altitude gh of the two rails of the desired magnification, the quantities y, z and gh are respectively described by the characteristic parameters slope St and extreme Ew and the slope of the extreme value and its position with respect to the limits of the considered individual error results, so that the evaluation functions R _{j = 1 .. J} = f (p ₁ , p ₂ , ..., p _M , v, kr) the form $${\mathit{R}}_{\mathit{j}}\mathrm{=}{\mathrm{a}}_{\mathrm{j}}\mathrm{+}{\mathrm{b}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{y}}_{\mathit{St}}\mathrm{+}{\mathrm{c}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{y}}_{\mathit{Ew}}\mathrm{+}{\mathrm{d}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{z}}_{\mathit{St}}\mathrm{+}{\mathrm{e}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{z}}_{\mathit{Ew}}\mathrm{+}{\mathrm{f}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{gh}}_{\mathit{St}}\mathrm{+}{\mathrm{G}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{gh}}_{\mathit{Ew}}+{\mathrm{H}}_{\mathrm{j}}\mathrm{\cdot }v+{\mathrm{i}}_{\mathrm{j}}\mathrm{\cdot }\mathit{kr}$$

with the regression coefficients a _j to i _j . Method according to at least one of Claims 1 to 3, characterized in that the disturbance variables of the evaluation functions from Claim 4 are additionally weighted with the vehicle speed v and, during the evaluation, a further component v ² which is decisive for the quasi-static vehicle reaction. kr is taken into account, whereby the evaluation functions R _{j = 1 .. J} = f _{(P1, p2,} ..., p _{M, v,} kr) in the form $${\mathit{R}}_{\mathit{j}}\mathrm{=}{\mathrm{a}}_{\mathrm{j}}\mathrm{+}\left({\mathrm{b}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{y}}_{\mathit{St}}\mathrm{+}{\mathrm{c}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{y}}_{\mathit{Ew}}\mathrm{+}{\mathrm{d}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{z}}_{\mathit{St}}\mathrm{+}{\mathrm{e}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{z}}_{\mathit{Ew}}\mathrm{+}{\mathrm{f}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{gh}}_{\mathit{St}}\mathrm{+}{\mathrm{G}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{gh}}_{\mathit{Ew}}\right)\mathrm{\cdot }\mathit{v}\mathrm{+}{\mathrm{H}}_{\mathrm{j}}\mathrm{\cdot }{\mathit{v}}^{\mathrm{2}}\mathrm{\cdot }\mathit{kr}\mathrm{+}{\mathrm{i}}_{\mathrm{j}}\mathrm{\cdot }\mathit{v}\mathrm{+}{\mathrm{j}}_{\mathrm{j}}\mathrm{\cdot }\mathit{kr}$$

with the regression coefficients a _j to j _j . Method according to at least one of Claims 1 to 5, characterized in that the subdivision of the measured horizontal and vertical disturbances S _{n = 1..N} into individual _errors takes place on the basis of the zero crossings of the mean- _value -free measuring signals. Method according to at least one of Claims 1 to 5, characterized in that the subdivision of the measured horizontal and vertical _interference variables S _{n = 1..N} into individual _{errors takes place} on the basis of the intersections of the measurement signals with a threshold line parallel to the path axis (abscissa). Method according to at least one of claims 1 to 7, characterized in that the following vehicle _reactions R _{j = 1..6 are} taken into account in the assessment: R ₁ = Σ Y = sum of the horizontal wheel forces, R ₂ = Y / Q = ratio of horizontal to vertical wheel force, R ₃ = Qmin = minimum wheel contact force, R ₄ = Qmax = maximum wheel contact force, R ₅ = yb = horizontal car body acceleration, R ₆ = zb = vertical car body acceleration.

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