Method to repair and reconstruct railway infrastructure using digital track model

FIELD: construction.

SUBSTANCE: method to repair or reconstruct using a digital track model, consisting in monitoring and diagnostics of actual condition of a repaired railway section by means of monitoring and measurement of position of objects in its infrastructure and their geometric dimensions done simultaneously with the help of software and hardware installed on a single mobile facility and synchronised by track coordinate and geographical coordinate. Measurement data is processed on the basis of space 3D coordinate representation of position and geometric parameters of railway section infrastructure objects. Produced data is compared with data of rated space 3D coordinate representation of position and geometric parameters of the same objects of infrastructure that are represented in the digital track model. Results of comparison with existing values of allowances and limitations to position of infrastructure objects and their geometry are analysed. Comparison results are provided to put infrastructure objects into a position close to the rated one.

EFFECT: improved quality, accuracy and efficiency of railway infrastructure repair management.

1 dwg

 

The invention relates to methods used for repair of railway tracks and infrastructure, and can be used, in particular, when setting the path in the design position.

There is a method of alignment of the railway track, which measure the position of the path relative to reference points in the points of their location, determine the position of the path between the reference points, determine the corresponding values of shifts and/or podemos path by comparing the results of measuring and certain provisions of the ways to design and improve railway track in accordance with these values shifts and/or podemos way. The position of the path between the reference points determined with the help of roaming by way of the measuring device, which measures the angularity of the path in the plan and/or in the longitudinal profile in relation to the base of the measuring device and/or measures the elevation of the path level, and calculate the position of the path between the reference points in the fixed coordinate system taking into account the mentioned measurement krivolineynoe path and/or the measurement of the elevation path level (patent RU №2212486 C2, E01B 35/00, B61K 9/08, 05/02/2001).

The known device for the alignment of the railway track, implementing the known method, contains hoisting and pulling device and United with him measuring device with sensors measure the rhenium of krivolineynoe path in the plan and/or in the longitudinal profile in relation to the base of the measuring device and/or measuring the elevation of the path level. This measuring device is equipped with a device for automatic positioning relative path marker placed on the side of the railroad tracks, and a computer with inputs connected to all the sensors of the measuring device and a device for automatic positioning relative path reference, and the output of the computer connected to the hoisting and pulling device.

The disadvantages of these methods and devices are the high cost of creating and maintaining a working reference network using time-consuming instrumental measurements and calculations the design position of the path according to these measurements.

The closest analogue is the way to perform repair work section of Railways, namely, that previously conducted electronic markup railway track by installing electronic labels along the axis of the path on each picket and kilometer mark, and the car-potenzmitel and each lining, tamping, leveling machine install scanners these labels. Measurement of the parameters of the rails of the railway track in plan, longitudinal profile and the level of spend on the road, equipped with electronic tags. Label reads continuously, remember their identification number and record the passed is the ut time of their discovery, at the stage of calculations and the corresponding estimated movement path create a database of electronic tags that store information about the location of each label and the distances between adjacent markers, the results of calculations and database electronic tags transmit in dispatch centers lining, tamping, leveling machines and computers these machines, straighten the path, starting at the specified label, continuously reading information from the electronic tags and automatically adjusting the current index software job at the moment of detection of the label, if the measured distance from the initial label is different from the passport, according to subsequent passages car potenzmittel periodically update the information on current estimated movement path and pass it on lining, tamping, leveling machine in plan, longitudinal profile and level (EN 2320801 C1, E01B 35/00, B61K 9/08, 09.02.2007).

A device for implementing the known method contains mounted in the car-potenzmittel driving the truck, the measuring device with sensors of the traversed path, dimension arrows bend in plan and longitudinal profile and position measurement of rail lines, on-Board computer, and the input of the controller connected to the sensors of the measuring device, and the output from the onboard computer and mounted in each of the two lining, tamping, leveling machines measuring cart, the controller, measuring device, hoisting and pulling device and the onboard computer of the machine, with the input of the controller is connected to the onboard computer, and the output from the measuring and lifting, leveling device-car potenzmitel and each lining, tamping, leveling machine is further provided with a scanner electronic tags installed on the axis of the railroad tracks on each picket and kilometer mark, the scanner carriage potenzmittel mounted on its chassis truck, through the controller connected to the measuring device and its on-Board computer, and the scanner lining, tamping, leveling machine is mounted on its measuring trolley and is connected via a controller with an onboard computer of the machine and with its measuring and lifting and straightening device.

The known system provides bearing long irregularities with increased fluency, does not depend on the starting position of the path, taking into account the actual position of the path curves in the plots and fractures of the longitudinal profile, providing the setting for the beginning and end of transition curves, depending on the technological requirements for the project or with reference to the actual position of the path.

The disadvantages of this method include the use of the relative measurement system geometry PU and, based on measurements of the shafts bending path Hardouin method. At large distances this measurement system provides a significant error, causing long irregularities in plan and profile path, i.e. roughness length which is greater than the length of the base puthuvypeen machine. If you use a relative measurement system the project is carried out in adapted form, in which you specify the linear coordinates of the beginning and end of curves and the parameters of the curves. In terms of displacement labels when performing the alignment offset of the point from which the measurement is performed, the geometry of the path deviates from the design, and the lack of funds gridding leads to the violation of the dimensions of the path relative to the other paths (if they exist), ballast and infrastructure. The relative alignment methods do not use the original design data containing the reciprocal position of the railway and other infrastructure. When setting the path in the design position after replacement of the rail-sleeper grid and ballast these methods are ineffective, as there is no reliable means of monitoring locations in space in real time.

The present invention is to develop a method providing automated execution whom the Lex repairs and reconstruction of the railway using a digital model design solutions railroad made in the form of three-dimensional spatial coordinate representation of the position and geometrical parameters of all objects of the infrastructure of the railway, including the path and the infrastructure located in the area of the allotment.

The technical result consists in increasing the quality, accuracy and efficiency of the management of repair and reconstruction through the use of digital information models design decisions of the railway, including three-dimensional spatial coordinate representation of provisions and geometric parameters of road and other infrastructure of the railway.

The technical result is achieved in that in the method of carrying out repairs or reconstructions using a digital model of the way carry out the monitoring and diagnosis of the actual condition of the repaired or reconstructed section of the railway by controlling and measuring the position of its infrastructure and their geometrical dimensions, synchronized linear and geographic coordinates of the path, the processing of the measurement data based on a spatial three-dimensional coordinate representation of the position and geometrical parameters of the infrastructure of the railway, the accumulation of the processed data for monitoring the and and diagnostics using PC with subsequent comparison in automatic mode with data design three-dimensional spatial coordinate representation of the position and geometric parameters of the same infrastructure, presented in a digital model of road repaired or reconstructed section of the railway, the analysis of the results of the comparison with the existing values, tolerances and constraints to provision of infrastructure and their geometry and provide comparison results to bring the infrastructure to a position close to the project.

The transition to three-dimensional coordinate method geodetic software project content has enabled us to create a digital model of the design decisions of the railway, including models of road ways and other infrastructure located in the area of the allotment in digital form. The coordinate determination method of the design and the actual position of the path in conjunction with the currently used potenzmitteln cars and Materialovedenie machines method of determining the deflection can improve the quality of the content path and performance of the infrastructure. Also with reference to the coordinate form provides information about the geometric parameters of the elements of the contact network (location of supports, height and zigzag conductors and others), alarm, centralization and blocking (SCB) and communication. This information is tied to that adopted in the numerical model geom the electrical path settings and infrastructure (CIP) system of coordinates and heights, comparable with the coordinate systems adopted in the design, and linked to each other.

The way of repairs and reconstruction of railway infrastructure using a digital model of a path is implemented using a system repair and reconstruction of the railway, is presented in figure 1.

The system contains automated workstation 1 provider of mobile diagnostic complex, including the on-Board computer 2, the control unit 3, the display unit 4 and the base 5 regulations and tolerances, inputs/outputs connected to corresponding outputs/inputs on-Board computer 2. The system also includes means 6 for measuring of the position and the geometrical parameters of the path, the means 7 for measuring of the position and geometrical parameters of the contact network, the means 8 for measuring of the position and geometrical parameters of objects of signaling, centralization and blocking synchronizer 9 linear and geographic coordinates of the path, the outputs connected to the inputs of the synchronization means 6, 7 and 8 measurement, and the input associated with a single system 10 coordinates, provided with binding means along a single coordinate of the ways and means binding on geographical coordinate (drawing does not run), unit 11 of the signal processing dimensions included between the information the district inputs the onboard computer 2 and the outputs of funds 6, 7, 8 measurements, the base 12 of these areas of Railways, including digital model railway sections.

With appropriate information outputs on-Board computer 2 via radio modem 13 to the radio channels 23, 24, 25 are connected to the units 14, 15, 16 hardware-software devices 17, 19 and 21 of the workstations 18, 20 and 22, respectively, system operators way, signalling, centralization and blocking system and power supply. Inputs/outputs onboard computer 2 through the Internet connected to the outputs/inputs of the base 12 digital data models design decisions railway stations. The outputs of the hardware-software device 17 and arm 18 ways to radio channels 26 are connected to travel myprivacy machines 27.

In the process of repair and reconstruction of the railway first conduct the monitoring and diagnosis of the actual condition of the railway using mobile diagnostic complex 1. Mobile diagnostic complex 1 allows for one passage to determine the position and measure the geometrical parameters of the path, catenary, signalling, centralization and blocking within the area-of-way, and provides comprehensive data characterizing a large number of different technology in the economic infrastructure of the railway.

The use of a single diagnostic system 1 provides the reduction of "Windows" for checks, unlike diagnostics carried out numerous specialized control means, which allows to optimize the schedule of trains.

The presence of discrete synchronizer 9 associated with each of the systems 6, 7 and 8 measurement, provides a single binding all measured parameters of high-precision coordinate system (the coordinate of the way and geographic coordinates), which improves the reliability and objectivity of the analysis and forecasting of the development of the situation on the railroad.

The ability to process and analyze the vast amount of information simultaneously for all parameters, "tied" to a single coordinate path and geographical coordinate, objectively reflects the complexity of the relationships and interaction of railway infrastructure objects.

The display unit 4 is equipped with a single interface and allows to visually display the results of measurements and analysis of all systems 6, 7 and 8 measurement, synchronized by a single coordinate path and geographical coordinate. Simultaneous viewing of parameters of the various test systems on a single monitor enables graphical representation of numerical characteristics by measuring the number of parameters, responsible for this phenomenon, thereby enabling to detect potentially "dangerous places" infrastructure and to identify the main reasons of those or other problems.

Software on-Board computer 2 allows you to:

- complex processing of the measurement data in the form of three-dimensional spatial coordinate representation of the actual situation and the geometric parameters of the infrastructure of the railway;

- comparison of automated data processing with data on the digital model design decisions this section of the road;

the comparison results to appropriate services to bring the infrastructure to a position close to the project, taking into account existing tolerances and constraints.

Tool 6 position measurement and geometrical parameters of the path is intended for measuring geometrical parameters of a rail track, namely the deviation of track gauge, subsidence rails, the mutual position of rail lines, arrows bending rails in a horizontal plane, the roughness of the longitudinal profile of the road, the slope of the longitudinal profile of the road, as well as vertical, lateral and reduced wear of the rail, the values of butt joints, the condition of the ballast layer, the condition of the top of the it area of the subgrade under the main platform, the position of the boundary layers of ballast.

Means 6 includes: a device for measuring the relative position of rail lines in height in the transverse plane (level mechanism, mechanism of measurement of local subsidence of the two rail lines (the mechanism of subsidence), the mechanism of measuring the width of the track (the template mechanism), the mechanism of measuring the position of the two rail lines in the direction in straight and curved track sections (mechanism of straightening), a mechanism for measuring shafts bending of rail lines in the vertical plane, laser sensors, radar devices.

Tool 7 position measurement and geometrical parameters of the contact network carries out a measurement of the height of the contact wire above the level of the rail head, contactless measurement of the position of the contact wire (twist and go), dimension reduction of the contact wire on the air the arrows relative to the main contact wire height position additional clamps and exhaust branches relative to the main contact wire, the measurement of contact wire wear, measurement provisions of outgoing branches relative to the main contact wire, registration shock on the current collector in the longitudinal direction, check out the pantograph on the contact wire; the registration provisions of the supports; measure the height of the main latch pin against the contact wire, registration bumps and breaks the pantograph on the contact wire.

Tool 7 includes special equipment to measure and record the indicated parameters of the contact network, such as the infrared camera TN company NEC used for thermal control of the contact network.

Tool 8 position measurement and geometric parameters of objects of signaling, centralization and blocking and communication, position measurement allows you to measure distances from established along the path cabinets signaling devices electric and centralized traffic control, the settings of switches and other

Tool 8 includes a special apparatus for measuring and recording these parameters objects signaling and communication, such as mobile laser scanner.

The onboard computer 2 carries out long-term storage of the measured data.

Each measure 6, 7, 8 is connected with the synchronizer 9 carrying out the negotiation and bind to a single coordinate path and geographic coordinate measurement data.

Linear coordinate path and geographic coordinate formed by a single system 10 coordinates. A unified system 10 coordinates is realized by the coordinates of the reference points of the geodetic network based on satellite measurements along the railway, basic items differentia Inoi subsystem of the global navigation system and points to the working reference network installed along the route.

The synchronizer 9 generates a triggering clock pulses in the reference geodetic network (CSOs), created mainly by satellite measurements along the route, using the same coordinate of the way, tied to a geographic coordinate that come to the means 6, 7, 8. The team started the measurements generated by the on-Board computer 2. After receiving the command to start measurement means 6, 7 and 8 simultaneously make measurements. Measurement data is sent in block 11 of the primary information processing, which converts the measurement data, generates a data packet and sends it to the onboard computer 2.

The onboard computer 2 carries out a comprehensive processing of the measurement data and generates three-dimensional spatial coordinate representation of the actual position of the infrastructure of the railway with indication of the geometric parameters in each coordinate plane. Then the onboard computer 2 requests the base 12 of these areas Railways information about digital model design decisions section of road containing the project of a spatial three-dimensional coordinate representing the position of the infrastructure of the railway with indication of the geometric parameters in each coordinate plane, then auto is sirovina mode provides comparison data handling data project three-dimensional spatial coordinate representation of the position and geometrical parameters of the infrastructure of this area road. The results of this comparison reveal compliance or unacceptable deviation of the investigated geometrical parameters of the design decisions and existing tolerances and constraints to provision of infrastructure and their geometry.

Data existing tolerances and constraints to provision of infrastructure and their geometry onboard computer 2 requests in the 5 regulations and tolerances.

The comparison results are displayed on the interface display unit 4. Unit 4 display visualizes synchronized data from all measuring systems, demonstrates the state of the infrastructure in different moments of time, allowing the operator diagnostic system to detect defects and deviations from norms, and patterns of development in time of trouble, leading to an emergency situation in the future, thus being an important component of the analysis of the infrastructure, through a chronological analysis of the situation in time - from the retrospective to the forecast.

This increases the efficiency and quality of analysis at the stage of implementation of current measurements, and at the stage of in-depth analysis, using previous diagnostic results from the base 12 of the data.

Analysis of the results comparing the actual position of the infrastructure Uch is STCA Railways and their geometrical parameters with their position and similar geometrical parameters of the design solution allows you to identify the relationship between changes provisions of infrastructure and their parameters over time. These data allow the operator to develop an optimal strategy for the repair or reconstruction of railway stations.

The operator workstation 1 mobile diagnostic system using the control unit 3 transmits the onboard computer 2 related commands for shaping the strategy of repair or reconstruction of the railway.

The onboard computer 2 sends the appropriate service information to bring the infrastructure to a position close to the project given the existing tolerances and constraints to provision of infrastructure and their geometry. In hardware-software device 17 workstation 18 operator track (arm 18 FC) this information is transmitted over the channel 23 of the radio communication through the radio modems 13 and 14, a hardware-software device 19 workstation 20 operator signalling, centralization and blocking arm 20 SC) - channel 24 radio via radio modems 13 and 15, in a hardware-software device 21 of the workstation 22 operator of electric traction system (AWS 21 EB) - channel 25 through modems 13 and 16.

The results of the employee's workstation 21 EB gives the task teams of the area of the contact network to perform the adjustment of the traction power supply device (supports contact network and others), the employee's workstation 19 SC gives the task team distance signaling and communication in the correction of signalling equipment and the employee's workstation 17 FC gives the task on the radio channel 26 travel myprivacy machines 27 to perform the alignment section of the route.

After carrying out repairs or reconstruction of the railway mobile diagnostic complex re-measuring and processing of its results in the form of three-dimensional spatial coordinate representation of the position and geometrical parameters of its infrastructure and sends it to the base of Railways for storage.

The way of repairs or reconstructions using a digital model of a path, which consists in monitoring and diagnosis of the actual condition of the repaired or reconstructed section of the railway by controlling and measuring the position of its infrastructure and their geometrical dimensions, manufactured simultaneously using the software and hardware installed on the same mobile tool that is synchronized by a coordinate path and geographic coordinate measurement data processing based on a spatial three-dimensional coordinate representation of the position and geometrical parameters of the infrastructure section of the Railways is, the accumulation of the processed data monitoring and diagnostics with the use of a computer with a subsequent comparison in automatic mode with data design three-dimensional spatial coordinate representation of the position and geometrical parameters of the same infrastructure, presented in a digital model of road repaired or reconstructed section of the railway, the analysis of the results of the comparison with the existing values, tolerances and constraints to provision of infrastructure and their geometry and provide comparison results to bring the infrastructure to a position close to the project.



 

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