AT527178A1 - Method for checking the condition of a wheel steering - Google Patents

Abstract

Method for checking a state of a check rail (1) of a track (2) of a switch, which state is defined by a fastening state of the check rail and a wear state of the check rail surface (14, 24) of the check rail (1), which measuring vehicle (18) comprises at least one WHEEL SUPPORT sensor unit (21) and one CLEARANCE sensor unit (22), wherein at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape is determined with the WHEEL SUPPORT sensor unit (22) and at least one geometric LOAD-FREE measurement value describing a LOAD-FREE gap cross-sectional shape is determined with the CLEARANCE sensor unit (22), which LOAD measurement value and LOAD-FREE measurement value describe the gap cross-sectional shape of a gap cross-section extending between the rail (4) of the track (2) and the check rail (1) in the loaded state or in the unloaded state by at least one indication of an inclination of at least one check rail surface (14, 24) to a reference plane and/or by at least one indication of an inclination of a tangent of a wheel control surface (14, 24) to the reference plane.

Description

Description

Method for checking the condition of a wheel steering

The invention disclosed here relates to a method according to

the preamble of claim 1.

The invention disclosed here relates to a method for checking the condition of a wheel guide of a switch. According to current teaching, the condition of a wheel guide is determined by short-term loads and/or long-term loads, and also by temperature influences.

changed.

The assessment of the condition of the switch includes the assessment of the geometry of the check rail and the assessment of the design of the check rail. The assessment of the geometry of the check rail also includes an examination of the state of wear of a check rail surface of the check rail, since the state of wear can also be depicted via the shape of the check rail. The assessment of the design of the check rail includes an assessment of the direct or indirect attachment of the check rail to

a threshold.

In the disclosure of the method according to the invention, a WHEEL SUPPORT sensor unit and a CLEARANCE sensor unit are mentioned. The term sensor unit refers to the WHEEL SUPPORT sensor unit and the CLEARANCE sensor unit, unless otherwise stated. A LOAD measurement value and a LOAD-FREE measurement value are also mentioned. The term measurement value refers to the LOAD measurement value and the LOAD-FREE measurement value, unless otherwise stated.

is.

2) FFPite 1

The method described below is based on geometric measurement values of the wheel guide, which geometric measurement values are determined using sensors or measuring systems according to the state of the art. In particular, measuring vehicles are known which allow the determination of measurement values describing a loaded state of the track and an unloaded state of a track. A measuring vehicle is described below which allows the determination of the measurement values to evaluate the state of a wheel guide.

using the method according to the invention.

When the measuring vehicle passes through, the rail is essentially subjected to a vertical force. When the measuring vehicle passes through, the wheel guide is

Essentially loaded with a horizontal load.

The invention disclosed here has the task of providing a system for evaluating the condition of a steering wheel of a

To provide a suitable procedure.

According to the invention, this is achieved in that the WHEEL SUPPORT sensor unit determines at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape and the CLEARANCE sensor unit determines at least one geometric LOAD-FREE measurement value describing a LOAD-FREE gap cross-sectional shape, which LOAD measurement value and LOAD-FREE measurement value describe the gap cross-sectional shape of a gap cross-section extending between a rail of the track and the check rail in the loaded state or in the unloaded state by at least one indication of an inclination of at least one check rail surface to a reference plane or a

Tangent of a steering surface to the reference plane

3)/FpPite 2

describe, wherein a difference value between the at least one LOAD-FREE measured value and the at least one LOAD measured value is determined in a computing unit and the difference value is compared with a predetermined limit value in the computing unit, wherein in the computing unit a correct condition of the wheel control is determined if the difference value is less than or equal to the limit value and a non-

proper condition of the steering wheel is determined.

The LOAD-FREE measurement value describes the gap cross-sectional shape in the unloaded state. This gap cross-sectional shape is used as the LOAD-FREE gap cross-sectional shape in the inventive

procedure.

The LAST measurement value describes the gap cross-sectional shape in the loaded state. This gap cross-sectional shape is included in the method according to the invention as the LAST gap cross-sectional shape. The LAST gap cross-sectional shape is characterized by the fact that the rail, as the element that limits the gap cross-section on one side, is essentially loaded by a vertical force. The check rail, which limits the gap cross-section on the other side, is essentially loaded by a parallel to

load oriented to the track plane.

The method according to the invention can be carried out as a computer-implemented method. The measured values determined or entered with the sensor units mentioned are transmitted to a computing unit for further processing. The processing of the measured values includes in particular the comparison of the measured values with a limit value in each case and the evaluation of the state

of the handlebars.

4/FpPite 3

The mentioned gap cross-section between the rail and the check rail is limited laterally, for example, by the surfaces of the rail and the check rail. The gap cross-section is limited downwards, for example, by the sleeper. The gap cross-section is limited upwards, for example, by an imaginary line connecting a high point of the rail and a high point of the check rail.

limited.

The check rail surface can be the surface of the check rail, which surface of the check rail is directed towards the closer rail and which check rail surface a wheel, in particular a wheel rim of the measuring vehicle, contacts when passing through the track. The wheel can be a running wheel of the measuring vehicle or a wheel for determining

measured values.

The check rail surface can be the surface of the check rail, which surface of the check rail is directed upwards and which check rail surface a wheel, in particular a running surface of a wheel of the measuring vehicle, contacts when passing through the track. The wheel can be a running wheel of the measuring vehicle or a wheel for determining

measured values.

The check rail surface can be another surface of the check rail. The exclusive determination of a measurement value describing a surface of the check rail, which surface is not contacted by a wheel during use, does not allow an assessment of the condition of the check rail in terms of wear, but

exclusively with regard to fastening.

The method according to the invention is based on the

Basic idea that the determination of an inclination of the

5/pPite 4

The condition of the check rail, in particular the check rail surface, can be reliably assessed. Both a loosening of the fastening unit with which the check rail is attached to a sleeper of the track and a wear of the check rail surface via a change in the inclination of the check rail surface between a loaded state and an unloaded state can be objectively determined.

detectable.

Below are options for measuring inclination

mentioned.

In addition, it is stated that the inclination of the steering wheel can be determined by determining at least one LOAD measurement value and at least one LOAD-FREE measurement value, each describing the angle between a surface of the steering wheel, in particular the steering wheel surface, and a reference plane

can be determined.

In addition, it is argued that the inclination of the steering wheel by determining LOAD measurement values and LOAD-FREE measurement values describes different distances of a surface of the steering wheel, in particular the

wheel control surface to a reference plane is determined.

A difference value is determined between the LOAD measured value and the LOAD-FREE measured value. This shows a change in the measured value between the load-free state

of the track and a loaded condition. The limit value can be specified by a standard.

The user can use contact measuring systems such as an inspection gauge or non-contact measuring methods such as line intersection sensors to determine the

Insert measured values.

6/pPite 5

The method according to the invention can be characterized in that the reference plane is a horizontal or vertical plane and/or the reference plane is defined by rail top edge points of rails of the track

becomes.

The use of a horizontal or vertical as a reference plane has the advantage that this reference plane is independent of any property of the track, in particular

of the substructure is defined.

Defining the reference plane by the rail top edge points of the rails of the track has the disadvantage that a reference plane is defined that depends on the properties of the track, in particular the substructure and the prevailing load condition, which, however, has no mandatory influence on the determination of the inclination of the check rail surface. The use of this reference plane can be advantageous because this reference plane can also be used to determine other measured values, such as the determination of a track width.

becomes.

The rail top edge points can be wheel contact points, as used to determine a track width by

relevant standards are defined.

The method according to the invention can be characterized in that the WHEEL SUPPORT sensor units determine LOAD measurement values, which LOAD measurement values describe at least one geometric LOAD gap cross-sectional partial shape of the gap cross-sectional shape in the loaded state, and the FREE SPACE sensor unit determines LOAD FREE measurement values, which

LOAD-FREE measured values the geometric LOAD-FREE

7) FFPite 6

Gap cross-sectional shape of the gap cross-sectional shape in

describe the unloaded state.

Determining the gap cross-section or a partial area advantageously provides information about the actual shape of the check rail surface and the distance of the check rail surface to the reference plane. In the case that the reference plane is defined by the rail opposite the check rail surface, determining the gap cross-section provides information about the distance relationships of the check rail, in particular the check rail surface to the mentioned rail, in particular

the rail surface.

The mentioned distance ratios between the check rail surface and the rail can be distances of these

at different altitudes.

The method according to the invention is not limited to determining the inclination of a surface of the check rail such as a check rail surface. For example, partial areas of the gap cross-section can be defined by contour lines, of which partial areas the gap cross-section shape in the loaded state and in the

unloaded state is determined.

The gap cross-sectional area can also extend over the entire gap cross-sectional area between the rail and

the handlebars.

The above-mentioned comparison of the measured values concerns

this embodiment the comparison of the gap cross-sections.

The method according to the invention can thereby

that with the WHEEL SUPPORT sensor unit LOAD-

8/zpite 7

measured values and the FREE SPACE sensor unit LOAD FREE measured values

at several altitudes from the threshold.

The measured values can be, for example, distances between the steering wheel and a plane, as described above

is.

By wearing out a steering wheel, an indeterminate shape of the surface is created. The user selects altitudes in order to describe a cross-sectional shape of the steering wheel, in particular the surface in the worn state, with sufficient accuracy using measured values. The unworn state can be known from a database.

be.

The determination of a gap cross-sectional shape or a part of it is described above. This can involve determining several distances between a

control arm surface and the reference plane.

The method according to the invention can be characterized in that at least one LOAD measurement value is determined with the WHEEL SUPPORT sensor unit, which LOAD measurement value describes the LOAD gap cross-sectional shape as a diagonal, and at least one LOAD-FREE measurement value is determined with the CLEARANCE sensor unit, which LOAD-FREE measurement value describes the

LOAD-FREE gap cross-sectional shape is described as a diagonal.

The inclination of the check rail, in particular the surface of a check rail, can be influenced by the

extending diagonals.

The method according to the invention can be characterized in that the WHEEL SUPPORT sensor unit of the

LOAD measurement value and with the FREE SPACE sensor unit of the

9/FPite 8

LOAD-FREE measured value over the extension length of the

check valve or a rail of the track.

The method according to the invention can be characterized in that at least one LOAD measurement value is measured with the WHEEL SUPPORT sensor unit and at least one LOAD-FREE measurement value is measured with the CLEARANCE sensor unit at a

point of the check rail or the rail. The point can be defined by a standard.

The method according to the invention can be characterized in that a first LOAD measured value and a first LOAD-FREE measured value are determined at a first time and a second LOAD measured value and a second LOAD-FREE measured value are determined at a second time, wherein the first

point in time is different from the second point in time.

Determining the measured values at different points in time has the advantage that changes over time can be determined. Furthermore, predictive engineering can be carried out on the basis of the measured values and assumptions. The first measured value can be stored in a database and a reference state can be created.

described.

The method according to the invention can be characterized in that the first LOAD measured value and the first LOAD-FREE measured value are determined with a measuring vehicle, which measuring vehicle travels along the track in a first direction of travel, and the second LOAD measured value and the second LOAD-FREE measured value are determined with a measuring vehicle, which measuring vehicle travels along the track in a

second direction of travel.

10/371st 9

Driving through a switch in different directions creates different load conditions for the switch, particularly in the wheel guide. These different load conditions can be detected when using the method according to the invention in such a way that the measuring vehicle drives through the track at a first point in time in a first direction of travel and at a second point in time in a second direction of travel and the above-mentioned

described measured values.

The invention is explained with reference to the following figures

illustrated embodiments are explained in more detail: Fig. 1 shows a plan view of a switch schematically,

Fig. 2 shows a cross section of a rail and a

wheel guide of a track of a switch schematically,

Fig. 3 shows a cross section of a rail and a

wheel guide of a track of a switch schematically,

Fig. 4, Fig. 5, Fig. 6 shows a measuring vehicle for

Carrying out the method according to the invention.

The embodiments shown in the figures merely show possible embodiments, whereby it should be noted at this point that the invention is not restricted to these specifically illustrated embodiments thereof, but also combinations of the individual embodiments with each other and a combination of an embodiment with the general description given above are possible. These further possible combinations do not have to be mentioned explicitly, since these further possible combinations are based on the teaching of

technical action through objective invention in

11 /AAte 10

Skills of the specialist working in this technical field

lay.

The scope of protection is determined by the claims. However, the description and the drawings are to be used to interpret the claims. Individual features or combinations of features from the different embodiments shown and described can represent independent inventive solutions in themselves. The underlying independent inventive solutions

The task can be found in the description.

In the figures, the following elements are represented by the

preceding reference symbols:

1 steering wheel

2 tracks

3 additional tracks

4 rail

5th rail

6 Point on wheel bearing 7 Track cross-section

8 switch heart

9 threshold

10 Mounting unit wheel control arm 1

11 wheel steering support block

12 Screw for fastening the wheel guide 1 to the wheel guide support bracket 11

13 Screw for fastening the wheel guide support bracket 11 to the threshold 9

14 (vertical) steering surface

15 Turning the wheel steering support bracket 11

16 Tilting the steering wheel 1

17 split section

12/7 4th 11

18 measuring vehicles

19 direction of travel

20 direction of travel

21 WHEEL SUPPORT sensor unit 22 CLEARANCE sensor unit

23 Wheel of the measuring vehicle 18

24 (horizontal) steering surface

Regarding Figure 1:

Figure 1 shows a plan view of a switch in which a track 2 and another track 3 are crossed. The method according to the invention is explained below using the wheel guide 1 of track 2. The method according to the invention is also applicable to the other wheel guide not provided with a reference number in Figure 1.

of track 3.

The method according to the invention is characterized in that measured values are determined which allow conclusions to be drawn about the condition of the wheel control arm 1 in general, in particular the fastening of the wheel control arm

1 and/or the wear of the steering arm 1.

The check rail 1 is attached to a threshold 9 of the switch with a fastening unit 10. The fastening of the check rail 1 to the threshold 9 is shown in detail in Figure 2 and Figure 3. The condition of the check rail 1, which is relevant for a state of use and is to be assessed by the method according to the invention, is determined on the one hand by a proper fastening device

given.

The steering wheel 1 experiences in use at its

Wheel control surfaces 14, 24 wear or tear.

13/Ate 12

ES can at least one wheel guide surface 14, 24 by material removal and/or by a deformation of the

control arm 1 may be deformed.

The condition of the wheel control arm 1, which is relevant for a usage condition and is to be evaluated by the method according to the invention, is given, on the other hand, by the shape of at least one wheel control arm surface 14, 24. The method according to the invention has the task of determining the condition of the wheel control arm 1 by means of an efficient, repeatable and

objective procedure to evaluate.

To carry out the method according to the invention, the track 2 is traversed by at least one measuring vehicle 18 (see Figure 4, Figure 5, Figure 6) in at least one direction of travel 19, 20. The details of such a measuring vehicle are described in the figure description for Figure 4, Figure 5 and Figure 6.

measuring vehicle 18 is described as an example.

To carry out the method according to the invention, the measuring vehicle 18 comprises at least one WHEEL SUPPORT

sensor unit 21 and a FREE SPACE sensor unit 22.

The WHEEL SUPPORT sensor unit 21 has a WHEEL SUPPORT measuring area adjacent or adjacent to a wheel support surface of a wheel 23 of the measuring vehicle 18 on the respective rail 4, 5. Thus, the WHEEL SUPPORT sensor unit 21 determines LOAD measurement values about the loaded state of the track 2, in particular the rail 4 and the wheel guide 1. In a measuring vehicle 18 with several wheels 23, a WHEEL SUPPORT sensor unit 21 can be arranged adjacent or adjacent to a wheel support surface of the respective wheel 23 of the measuring vehicle 18 in order to determine LOAD measurement values about the loaded

Area of track 2. A WHEEL SUPPORT

14 /Ayıte 13

Sensor 21 can thus be arranged - viewed in the direction of travel 19, 20 - in front of and behind a wheel 23, and in the case of several wheels 23 also between the wheels 23. The wheels 23 can

be arranged on a bogie.

The CLEARANCE sensor unit 22 has a CLEARANCE measuring range at a distance from a wheel support surface of a wheel 23 of the measuring vehicle 18. The expert selects the distance using the current teaching so that the CLEARANCE sensor unit 22 can measure LOAD-FREE measured values of the unloaded state of the track 2, in particular the

rail 4 and the check rail 1.

The method according to the invention is characterized in that

with the WHEEL SUPPORT sensor unit 21 at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape and

with the CLEARANCE sensor unit 22 at least one geometric LOAD-FREE measurement value describing a LOAD-FREE gap cross-sectional shape is determined,

which LOAD measurement value and LOAD-FREE measurement value the gap cross-sectional shape of a gap cross-section 17 extending between a rail 4 of the track 2 and the check rail 1 in the loaded state or in the unloaded state

by at least one indication of an inclination of at least one wheel control surface 14, 24 to a reference plane

describe.

The inclination of at least one wheel control surface 14, 24 to a reference plane is a meaningful value for the

Condition of the steering arm 1 with regard to fastening

15/4 te 14

of the steering column 1 on the threshold 9 and/or with regard to

the wear condition of the wheel control arm 1.

Alternatively or in addition to the inclination of at least one wheel control surface 14, 24, the inclination of a geometric size describing the shape of the wheel control surface 14, 24, such as a tangent or secant, can also be determined. To maintain clarity, these geometric sizes are not shown in Figure 2. The person skilled in the art can also use the method described here to determine measured values, which are described by way of example.

apply the geometric quantities mentioned.

In an advantageous manner, the method according to the invention can be used to provide a statement about the standard-compliant condition of the wheel guide 1 with regard to

both criteria are met.

A difference value between the at least one LOAD-FREE measured value and the at least one LOAD measured value is determined in a computing unit and the difference value is compared with a specified limit value in the computing unit. Amounts of the mentioned measured values can be compared with the

limit value.

The limit value can be specified by a user. The limit value can be a standard value. The limit value can be set depending on the properties of the switch and/or the properties of the measuring carriage 18

be set.

16/4 te 15

If a difference value less than or equal to the limit value is determined in the calculation unit, the condition of the steering wheel 1 is determined as a proper condition of the steering wheel 1l. If a difference value greater than the limit value is determined in the calculation unit, the condition of the steering wheel 1 is determined as an improper condition.

Condition of the steering wheel 1 determined.

In a further embodiment, a protocol can be created which includes the mentioned measured values, if applicable the limit value and the determined state of the wheel control 1 in a form that can be read and recorded by a person and/or in the form of a machine-readable code. The protocol can be in paper form.

or stored in electronic form.

The method according to the invention can be characterized in that the reference plane is defined by rail top edge points of the rails 4, 5 of the track 2

is defined.

In an advantageous manner, the reference plane defined by the rail top edge points can be used as

reference plane for several measurements.

Alternatively or additionally, the reference plane can be defined as a horizontally or vertically extending plane

be defined.

The LAST measurement value is determined when the track 2 is loaded by the measuring vehicle 18. It is conceivable that, due to the load from the measuring vehicle 18, the track 2 in the area of the rails 4, 5 has a different

subsidence or the inclination of the reference plane in space

in the loaded state depends on the condition of the track bed.

17/X te 16

In order to exclude this possible influencing factor, a horizontal plane can be chosen as the reference plane

become.

Instead of the horizontal or vertical as a reference plane, another, clearly and repeatably definable plane can be defined as a reference plane. The additional planes have a similar effect

achieved.

The method according to the invention can be characterized in that

with the WHEEL SUPPORT sensor unit 21 the LOAD measurement value and with the CLEARANCE sensor unit 22 the LOAD-FREE measurement value over the extension length of the wheel control 1 or the

Rail 4 of track 2 can be determined.

In this advantageous embodiment of the method according to the invention, the mentioned measured values are determined depending on the position of the respective sensor unit 21, 22 above the steering wheel 1. The measured values can be determined in the computing unit depending on the position of the respective sensor unit 21, 22 when carrying out the respective measurement and thus depending on the extension length of the steering wheel 1 and equivalently

the rail 4.

In the branch track as track 2, shock-like transverse movements of a wheel set and thus shock-like loads on the check rail 1 with local peaks are triggered by discontinuities in the switch track. The impact of a wheel on the check rail 1 also triggers a vibration process. The representation of the mentioned measured values over the extension length of the check rail 1 shows

just this.

18/Ate 17

The method according to the invention can be characterized in that

The LOAD measurement value is determined with the WHEEL SUPPORT sensor unit 21 and the LOAD-FREE measurement value is determined with the CLEARANCE sensor unit 22 at a point 6 of the wheel guide 1 or the rail 4. The point 6 can be a part of a track cross-section, which track cross-section is perpendicular to the track axis of the track 2 at a given width of the

switch heart is created.

The method according to the invention can be characterized in that

a first LOAD measurement value and a first LOAD-FREE measurement value at a first point in time and

a second LOAD measurement value and a second LOAD-FREE measurement value are determined at a second point in time,

where the first time point to the second time point

is different.

The first point in time can be before the second point in time. The method according to the invention is characterized by its repeatability, which allows a temporal observation of a changing state of the steering wheel 1. Such a temporal observation also allows the implementation of a predictive evaluation of the steering wheel 1 on the basis of determined measured values and decisions made using the current teaching.

Assumptions. The protocol mentioned above may include a time indication.

The method according to the invention can be characterized in that the first LOAD measurement value and the first LOAD-FREE measurement value are determined with a measuring vehicle 18

which measuring vehicle 18 will cover track 2 in a first

19/4 te 18

direction of travel 19, and the second LOAD measurement value and the second LOAD-FREE measurement value are determined with a measuring vehicle 18, which measuring vehicle 18 passes the track 2 in

a second direction of travel 20 passes through.

Driving through track 2 of the switch in different directions 19, 20 creates different load conditions on track 2, which

can be documented in this way.

The above-mentioned protocol may include an indication of the direction of travel 19, 20 in which track 2 of the switch

is driven through.

Regarding Figure 2:

The illustration of the rail 4 and the wheel guide 1 with the fastening unit 10 comes from the source

https://bahnsys.uni-

wuppertal.de/fileadmin/bauing/bahnsys/2020/03 Weichen Kreuz

ungen 0.pdf, page 13.

The method according to the invention is explained in particular with reference to Figure 2 and Figure 3. Figure 2 and Figure 3 essentially show a cross-sectional image of the rail 4 (here, for example, UIC 60), the check rail 1 (here, for example, R1l 1-60) and the sleeper 9.

The rail 4 is attached to the sleeper 9.

The check rail 1 is fastened to the threshold 9 by means of a fastening unit 10. The fastening unit 10 is formed by a check rail support bracket 11, to which the check rail 1 is fastened on one side by means of a screw and a nut 12.

The other side of the wheel steering support bracket 11 is

July 20, 2019

The anchor bolts 13 (not shown in Figure 2) are fastened to the threshold 9. The exact design of the fastening unit 10 is described in the relevant literature and is not part of the

Disclosure of the invention.

The wheel steering 1 is in a normal state of use

loaded by a force Fx and/or a force Fy.

In particular, the rim of a running wheel of a rail vehicle can exert the force Fx when passing through a switch.

on the wheel control surface 14.

In particular, the side of a wheel rim of a track vehicle facing away from the running surface can exert the force Fy on the

wheel control surface 24.

Loosening the screw with nut 12 results in the force Fx and/or the force Fy causing an inclination 16 of the loaded steering wheel 1, in particular of the steering wheel surfaces 14, 24, from the position of the unloaded steering wheel 1 (shown in Figure 2 and Figure 3) to a position of the loaded steering wheel 1.

(not shown in Figure 2 and Figure 3).

The mass of the part of the check rail 1 extending above the screw 12 is greater than the mass of the part of the check rail 1 extending below the screw 12. The check rail 1 will always move into an unloaded position (shown in Figure 2 and Figure 3) after the force Fx, Fy is removed, which unloaded position is different from the

loaded position.

21/4 ce 20

Loosening the screws 13 inserted into the dowels (not shown in Figure 3 and Figure 3) causes a twisting 15 of the wheel guide support bracket 11 together with the wheel guide 1 connected to it from a

Position of the unloaded wheel guide support bracket 11.

Both the inclination 16 of the wheel guide 1 and the rotation 15 of the wheel guide support bracket 11 together with the wheel guide 1 can be easily determined by measuring an inclination of at least one wheel guide surface 14, 24. Since both the rotation 15 of the wheel guide support bracket 11 and the inclination of the wheel guide 1 comprise a rotary movement, these movements or the end positions of these movements can be determined in an advantageous manner by determining an inclination of surfaces to a reference plane.

measurable.

Wear of the wheel guide 1 occurs as a change in the wheel guide surface 14, 24. The wheel guide surface 14, 24 can be deformed and/or a material of the wheel guide surface 14, 24 can be removed. Wear of the wheel guide surface 14, 24 can thus be recognized by a change in the wheel guide surface shape 14, 24, which can advantageously be detected by the

Determination of the inclination of this is carried out.

In order to be able to efficiently assess the condition of the wheel guide surfaces 14, 24, which are subject to wear during normal use of the wheel guide 1, and the condition of the fastening device 10, measured values describing the inclination of at least one of the wheel guide surfaces 14, 24 are determined. The user

For example, you can use a measuring sensor which

22 Ace 21

Measuring sensor arranged above the gap cross-section between the wheel guide 1 and rail 4 is moved in a direction of travel 19, 20. The measuring sensor moved in this way scans at least the surface of the rail 4 and at least one

Wheel control surface 14, 24.

While a distance measurement is always connected with the question of between which points to be defined on a surface the measurement is made, for example the inclination can be measured at a certain altitude or in a certain cross-section (perpendicular to the image plane of Figure 2). The method according to the invention is not affected by the inaccuracy of the selection of the points for a distance measurement. An inclination 16 of the steering wheel 1 causes a change in the inclination of the steering wheel surfaces 14, 24 at all points and thus at each selected point of an altitude or a

cross-section.

The wheel guide surface 14, 24 is subject to wear, as explained above, which can make it impossible to define points on the wheel guide surface 14, 24. Since the method according to the invention determines measured values describing the inclination of at least one wheel guide surface 14, 24, the

Problem of defining the points can be avoided.

The angle alpha of the wheel control surface 14 or the angle beta of the wheel control surface 24 to a reference plane can be determined as a measured value describing the inclination of a wheel control surface 14, 24. The reference plane can be defined as a horizontal plane

or vertical planes or as a plane through

23/ Ace 22

Rail top edge points of rails 4 of track 2

be defined.

The inclination of the check rail surface 14, 24 can also be determined using measured values describing distances of the check rail surface 14, 24 to a reference plane. Figure 2 shows, as an example, the distances of the corners of the check rail surface 14 to a vertical reference plane contacting the rail surface of the

Rail 4 can be determined.

The user can use the possible measured values describing the inclination of one or more wheel control surfaces 14, 24

compare with each other.

The method according to the invention is characterized by the introduction of objective criteria according to which the condition of the wheel control arm 1 is assessed. The method according to the invention includes that

in a computing unit, a difference value between the at least one LOAD-FREE measured value and the at least one LOAD measured value is determined and in the computing unit the difference value is compared with a predetermined limit value, wherein in the computing unit a proper condition of the wheel control 1 is determined in the case of a difference value less than or equal to the limit value and an improper condition of the

steering wheel 1 is detected.

As shown in Figure 2, the inclination of the wheel guide surface 14, 24 can be determined by measuring LOAD values with the WHEEL SUPPORT sensor unit 21 and LOAD-FREE values with the CLEARANCE sensor unit 22, each at several heights from the threshold 9.

Figure 2 shows an example of measuring distances

24 (Ace 23

al, a2 are entered at different heights. For example, the distance al of the lower edge of the check rail surface 14 and the distance a2 of the upper edge of the check rail surface 14 to a vertical reference plane are measured. The vertical reference plane runs, for example, along a rail top edge point. The rail top edge point can be, for example, the point on the rail 4 by means of which the rail top edge point determines a track width between the

Rails 4, 5 are measured.

To increase the accuracy of the determination of the inclination, the inclination of at least one wheel control surface

14, 24 can be determined at several altitudes.

The measured distances do not have to be determined vertically or horizontally. Distances can also be determined at defined angles or diagonals. The method according to the invention can be characterized in that at least one LOAD measurement value is determined with the WHEEL SUPPORT sensor unit 21, which LOAD measurement value describes the LOAD gap cross-sectional shape as a diagonal, and at least one LOAD-FREE measurement value is determined with the CLEARANCE sensor unit 22, which LOAD-FREE measurement value describes the LOAD-FREE gap cross-sectional shape as a diagonal.

become.

The measured values describing the inclination of the wheel control surface 14, 24 can be determined at a first point in time and at a second point in time, whereby the first point in time is different from the second point in time. The different points in time of determining the measured values can be due to the fact that at the mentioned points in time the measuring vehicle 18 is traveling in different directions 19, 20.

in track 2 of the switch.

25/ Ace 24

Regarding Figure 3:

In addition or as an alternative to the description of the method according to the invention with reference to Figure 2

reference is made to Figure 3.

The mentioned inclination of the wheel guide surface 14, 24 can also be determined by determining measured values describing the gap cross-sectional shape or partial areas thereof. The determination of the gap cross-sectional shape or partial areas thereof includes the determination of the inclination of at least one wheel guide surface 14, 24, since the gap cross-section or partial areas thereof are, by definition, limited by the wheel guide surfaces 14, 24. The method according to the invention can include that LOAD measured values are determined with the WHEEL SUPPORT sensor units 21, which LOAD measured values describe at least one geometric LOAD gap cross-sectional partial shape of the gap cross-section 17 in the loaded state, and that LOAD FREE measured values are determined with the CLEARANCE sensor unit 22, which LOAD FREE measured values describe the geometric LOAD FREE gap cross-sectional partial shape of the gap cross-section 17 in the

describe the unloaded state.

The user selects the gap part cross-section 17 sufficiently large, in particular sufficiently high and wide, to obtain a sufficient amount of information. Preferably, the user selects the gap part cross-section such that it extends over the height range of the check rail 1 and from the check rail surface 14, 24 to the surface of the rail 4. A gap cross-section 17 is entered in Figure 3 as an example, which gap cross-section 17 passes through the surface of the rail 4, the

26/Fte 25

Wheel bearing surfaces 14, 24 and limited by contour lines

is.

Different measuring vehicles 18 for carrying out the method according to the invention are shown in Figure 4, Figure 5 and Figure 6. Alternatively or in addition to the use of a measuring vehicle 18, the user can also carry out the method according to the invention under

Apply manual measurement methods.

Regarding Figure 4:

Figure 4 shows schematically a measuring vehicle 18 for

Carrying out the method according to the invention.

The measuring vehicle 18 comprises a FREE SPACE sensor unit 22 with a measuring range between the wheels 23 of the measuring vehicle 18. Following the current teaching, an unloaded state of the track 2, in particular LOAD-FREE

Measurement values measured with the FREE SPACE sensor unit 22.

The measuring vehicle 18 further comprises a WHEEL SUPPORT sensor unit 21 arranged in front of and behind the wheel 23 as seen in the direction of travel 19, 20, with a measuring range close to the wheel 23. A loaded state of the track 2, in particular LOAD measurement values with the WHEEL SUPPORT

Sensor unit 21 measured.

Regarding Figure 5:

Figure 5 shows schematically another measuring vehicle 18

for carrying out the method according to the invention.

The measuring vehicle 18 comprises a FREE SPACE sensor unit 22 with a measuring range between the wheels 23 of the

Measuring vehicle 18. Following the current teaching, a

27 Fee 26

unloaded condition of track 2, in particular LOAD-FREE

Measurement values measured with the FREE SPACE sensor unit 22.

The measuring vehicle 18 further comprises a WHEEL SUPPORT sensor unit 21 arranged in front of and behind a wheel 23 of a bogie as seen in the direction of travel 19, 20, with a measuring range close to the wheel 23. There is a WHEEL SUPPORT sensor unit 21 on the front

end and at the rear end of the bogie.

A loaded condition of the track 2 is determined, in particular LOAD measurements with the WHEEL SUPPORT sensor unit 21 in front of the first wheel 23 of the bogie and behind the wheel 23 of the

last bogie measured.

Regarding Figure 6:

Figure 5 shows schematically another measuring vehicle 18

for carrying out the method according to the invention.

The measuring vehicle 18 comprises a FREE SPACE sensor unit 22 with a measuring range between the wheels 23 of the measuring vehicle 18. Following the current teaching, an unloaded state of the track 2, in particular LOAD-FREE

Measurement values measured with the FREE SPACE sensor unit 22.

The measuring vehicle 18 further comprises a WHEEL SUPPORT sensor unit 21 arranged in front of, between and behind the wheels 23 of a bogie as seen in the direction of travel 19, 20, with a measuring range close to the respective wheel 23. There is a WHEEL SUPPORT sensor unit 21 at the front end, in the middle and at the rear end of the

bogie.

A stressed condition of track 2 is expected, in particular

LOAD measurements with the WHEEL SUPPORT sensor unit 21 before

28/ Fe 27

first wheel 23 of the bogie, between the wheels 23 of the bogie and behind the wheel 23 of the last bogie

measured.

29/4 ce 28

Claims (9)

patent claims 1. Method for checking a state of a check rail (1) of a track (2) of a switch, which state is defined by a fastening state of the check rail and a wear state of the check rail surface (14, 24) of the check rail (1), which check rail (1) is fastened to a sleeper (9) of the switch by means of a fastening device, wherein the track (2) of the switch comprising the check rail (1) is driven through in a direction of travel (19, 20) by a measuring vehicle (18), which measuring vehicle (18) comprises at least one WHEEL SUPPORT sensor unit (21) and one CLEARANCE sensor unit (22), wherein the WHEEL SUPPORT sensor unit (21) has a WHEEL SUPPORT measuring area adjacent or adjacent to a wheel support surface of a wheel of the measuring vehicle (18) on the respective rail (4, 5), wherein the CLEARANCE sensor unit (22) has a CLEARANCE measuring area at a distance from a wheel support surface of a Wheel of the measuring vehicle (18), characterized in that with the WHEEL SUPPORT sensor unit (21) at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape and with the CLEARANCE sensor unit (22) at least one geometric LOAD-FREE measurement value describing a LOAD-FREE gap cross-sectional shape is determined, which LOAD measurement value and LOAD-FREE measurement value the Gap cross-sectional shape of a gap between the rail 30/Aite 29 (4) of the track (2) and the check rail (1) in the loaded state or in the unloaded state by at least one indication of an inclination of at least one wheel control surface (14, 24) to a reference plane and/or by at least one indication of an inclination of a tangent of a wheel control surface (14, 24) to the reference plane, wherein in a computing unit a difference value is determined between the at least one LOAD-FREE measured value and the at least one LOAD measured value and in the calculation unit the difference value is compared with a specified limit value, whereby in the computing unit, a proper condition of the wheel control (1) is determined if the difference value is less than or equal to the limit value and If the difference value is greater than the limit value, an improper condition of the wheel guide (1) is detected becomes. 2. Method according to claim 1, characterized in that the reference plane is a horizontal plane or a vertical plane and/or the reference plane is defined by rail top edge points of rails (4, 5) of the track (2). 3. Method according to one of claims 1 to 2, characterized in that LOAD measurement values are determined with the WHEEL SUPPORT sensor units (21), which LOAD measurement values at least one geometric LOAD Gap cross-sectional shape of the gap cross-sectional shape in 31/Aıte 30 describe the stressed state, and LOAD-FREE measured values are determined with the FREE SPACE sensor unit (22), which LOAD-FREE measured values the geometric LOAD-FREE gap cross-section partial shape of the gap cross-section shape in describe the unloaded state. 4. Method according to one of claims 1 to 3, characterized in that the WHEEL SUPPORT sensor unit (21) measures LOAD measurement values and the CLEARANCE sensor unit (22) measures LOAD FREE measurement values in each case at several altitudes from the threshold (9) can be determined. 5. Method according to one of claims 1 to 4, characterized in that with the WHEEL SUPPORT sensor unit (21) at least one LOAD measurement value, which LOAD measurement value describes the LOAD gap cross-sectional shape as a diagonal, and with the CLEARANCE sensor unit (22) at least one LOAD FREE measurement value, which LOAD FREE measurement value describes the LOAD FREE gap cross-sectional shape as a diagonal, be determined. 6. Method according to one of claims 1 to 5, characterized in that the WHEEL SUPPORT sensor unit (21) measures the LOAD measurement value and the CLEARANCE sensor unit (22) measures the LOAD FREE measurement value, each over the length of the wheel guide (1) or the rail (4) of the track (2). be determined. 7. Method according to one of claims 1 to 6, characterized characterized by 32/ Old 31 with the WHEEL SUPPORT sensor unit (21) at least one LOAD measurement value and with the CLEARANCE sensor unit (22) at least one LOAD-FREE measurement value at a point of the check valve (1) or the rail (4). 8. Method according to one of claims 1 to 7, characterized in that a first LOAD measured value and a first LOAD-FREE measured value are determined at a first time and a second LOAD measured value and a second LOAD-FREE measured value are determined at a second time, the first time being at the second time is different. 9. Method according to one of claims 1 to 8, characterized in that the first LOAD measured value and the first LOAD-FREE measured value are determined with a measuring vehicle (18), which measuring vehicle (18) travels along the track (2) in a first direction of travel (19), and the second LOAD measured value and the second LOAD-FREE measured value are determined with a measuring vehicle (18), which measuring vehicle (18) travels along the track in a second direction of travel (20). 33 /ylte 32