WO2024231387A1 - Method for checking the state of a check rail - Google Patents

Abstract

The invention relates to a method for checking a state of a check rail (1) of a track (2) of a railway switch, which state is defined by a securing 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 CONTACT sensor unit (21) and a FREE SPACE sensor unit (22), wherein at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape is determined with the WHEEL CONTACT sensor unit (22) and at least one geometric LOAD FREE measurement value describing a LOAD FREE gap cross-sectional shape is determined with the FREE SPACE 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 with at least one datum via an inclination of at least one check rail surface (14, 24) relative to a reference plane and/or with at least one datum via an inclination of a tangent of a check rail surface (14, 24) relative to the reference plane.

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 or claim 2.

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 changed by short-term loads and/or long-term loads, and also by temperature influences.

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 wear condition of the check rail surface, since the wear condition can also be reflected in 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 sleeper.

EP2165915A2 does not represent any relevant prior art to the method according to the invention. EP2165915A2 merely discloses a method for contactless recording of a cross-section of a track in any load state of the track. However, because the method according to the invention includes the functional feature of recording a track cross-section in a loaded and an unloaded state, EP2165915A2 does not represent any relevant prior art.

EP1415885A1 also does not represent any relevant state of the

Technology to the inventive device described below EP1415885A1 again relates to any load condition, while the method according to the invention is based on the functional feature of determining measured values of a loaded condition and an unloaded condition.

There is also no clear indication in WO2012161759A1 of determining cross-sectional data of the track in a loaded state and in an unloaded state, which is why WO2012161759A1 is also not to be regarded as relevant prior art.

EP2269887A1 concerns the determination of the short-term track geometry under load. EP2269887A1 therefore does not represent relevant prior art.

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 measured value refers to the LOAD measurement value and the LOAD-FREE measurement value, unless otherwise stated.

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 for evaluating the condition of a steering column using the method according to the invention are permitted.

When the measuring vehicle passes through, the rail is essentially subjected to a vertical force. When the measuring vehicle passes through, the check rail is essentially subjected to a horizontal load.

The invention disclosed here has the object of providing a method adapted to an evaluation of a condition of a wheel guide of a switch.

According to the invention, this is achieved in that at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape is determined with the WHEEL SUPPORT sensor unit and at least one geometric LOAD-FREE measurement value describing a LOAD-FREE gap cross-sectional shape is determined with the CLEARANCE sensor unit, 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 check rail surface to the reference plane, wherein a difference value between the at least one LOAD-FREE measurement value and the at least one LOAD measurement value is determined in a computing unit and the difference value is compared with a predetermined limit value in the computing unit, wherein a proper condition of the check rail is determined in the computing unit 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 steering column is determined. According to the invention, this can also be achieved by using the WHEEL SUPPORT sensor unit to determine at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape and using a computing unit to load at least one geometric LOAD database measurement value or geometric LOAD-FREE database measurement value from a database, which LOAD measurement value describes the gap cross-sectional shape of a gap cross-section extending between the rail of the track and the wheel guide in the loaded state at a time t and which LOAD database measurement value and LOAD-FREE database measurement value describe the gap cross-sectional shape of a gap cross-section extending between the rail of the track and the wheel guide in the loaded state or in the unloaded state at a time tO < t

- by at least one indication of an inclination of at least one wheel control surface to a reference plane and/or

- by at least one indication of an inclination of a tangent of a steering surface to the reference plane and/or

- by at least one indication of a distance measure between a wheel guide surface and a rail surface of the rail, wherein a difference value between the database measurement value and the at least one LAST measurement 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, if the difference value is less than or equal to the limit value, the condition of the steering wheel is determined to be correct, and if the difference value is greater than the limit value, the condition of the steering wheel is determined to be incorrect.

The invention comprises two basic solutions.

The first solution is based on determining the LOAD-FREE measured value. The LOAD-FREE measured value describes the gap cross-sectional shape in the unloaded state. This gap cross-sectional shape is included in the method according to the invention as the LOAD-FREE gap cross-sectional shape. The first solution is also based on determining the LOAD measured value.

The second solution is based on loading a LOAD-FREE database measurement value and/or a LOAD database measurement value from a database. The first solution is also based on determining the LOAD measurement value.

Both solutions are therefore based on determining the LOAD measurement value. The LOAD 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 LOAD gap cross-sectional shape. The LOAD gap cross-sectional shape is characterized in that the rail, as an 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 force oriented parallel to the track plane. The LOAD-FREE measurement value describes the gap cross-section shape in an assumed unloaded state. This gap cross-section shape is included in the method according to the invention as the LOAD-FREE gap cross-section shape. The LOAD-FREE gap cross-section shape is characterized in that the rail, as an element that limits the gap cross-section on one side, is essentially not loaded by any vertical force. The check rail, which limits the gap cross-section on the other side, is essentially not loaded by any force oriented parallel to the track plane.

The LOAD measured values and the LOAD-FREE measured values can be determined by a single measuring run at a time t .

The LOAD-FREE database measured values or the LOAD-database measured values can be determined in a test run at a time tO, which test run is different from the test run for determining the LOAD measured values or LOAD-FREE measured values. The database measured values can also be planning data or target data or reference data. The LOAD-FREE database measured values describe an unloaded state of the rail and/or check rail at a time tO. The LOAD-database measured values describe a loaded state of the rail and/or check rail at a time tO.

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 each with a limit value and the assessment of the condition of the steering column.

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.

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 with regard to wear, but only with regard to the attachment. The method according to the invention is based on the basic idea that the condition of the check rail can be reliably assessed by determining an inclination of the check rail, in particular the check rail surface. Both a loosening of the fastening unit with which the check rail is attached to a sleeper of the track and wear of the check rail surface can be objectively detected by changing the inclination of the check rail surface between a loaded state and an unloaded state.

Ways of measuring inclination are mentioned below.

In addition, it is stated that the inclination of the check rail 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 check rail, in particular the check rail surface, and a reference plane.

In addition, it is stated that a value of the inclination of the check rail is determined by determining LOAD measurement values and LOAD-FREE measurement values describing different distances of a surface of the check rail, in particular the check rail surface, to a reference plane.

The invention provides that at least the inclination is determined in the first proposed solution and in the second proposed solution. The second proposed solution also provides that a distance measurement between the rail and the check rail is determined. The distance measurement can be determined in a plane parallel to the sleeper of the track.

The invention provides for the comparison of the measured values. In the first solution, a difference value is determined between the LOAD measurement value and the LOAD-FREE measurement value.

This determines a change in the measured value between the load-free state of the track and a loaded state based on measured values determined at a time t.

In the second solution, a difference value is determined between the LOAD-FREE database measurement value and/or the LOAD database measurement value and the LAST measurement value.

This determines a change in the measured value between the state of the track at a time tO and a loaded state based on measured values determined at a time t.

The time tO is before the time t .

The LOAD measured values and also the LOAD-FREE measured values can be determined at a variety of points in time.

The first proposed solution can also include determining the difference at several points in time t and evaluating the condition of the steering wheel by approximating the differences determined to a limit value. The second proposed solution can also include evaluating the condition of the steering wheel by approximating the differences determined to a limit value.

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 measured values. 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.

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

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 is also used to determine other measured values, such as the determination of a track width.

The rail top edge points can be wheel contact points as defined by relevant standards for determining a track gauge.

The method according to the invention can be characterized in that LOAD measurement values are determined with the WHEEL SUPPORT sensor units, which LOAD measurement values describe at least one geometric LOAD gap cross-sectional shape of the gap cross-sectional shape in the loaded state at a time t, and LOAD-FREE measurement values are determined with the CLEARANCE sensor unit which LOAD-FREE measurement values describe the geometric LOAD-FREE gap cross-sectional shape of the gap cross-sectional shape in the unloaded state at a time t .

The method according to the invention can be characterized in that LOAD-FREE database measurement values or LOAD database measurement values are loaded with the computing unit, which LOAD-FREE database measurement values or LOAD database measurement values describe the geometric LOAD-FREE gap cross-sectional shape of the gap cross-sectional shape in the loaded or unloaded state at a time tO < t.

The expert looks at these procedural steps together depending on the implementation of the first solution or the second solution.

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 database measurements can be regarded as information about a desired shape of the steering wheel surface and the distance of the steering wheel surface to the reference plane. The mentioned distance relationships between the check rail surface and the rail can be distances between these at different heights.

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 gap cross-section regions of the gap cross-section can be defined by contour lines, from which partial gap cross-section regions the partial gap cross-section shape is determined in the loaded state and in the unloaded state.

The gap cross-sectional area may also extend over the entire gap cross-sectional area between the rail and the check rail.

The above-mentioned comparison of the measured values in this embodiment concerns the comparison of the gap cross-sections.

The method according to the invention can be characterized in that LOAD measurement values are determined with the WHEEL SUPPORT sensor unit or LOAD-FREE measurement values are determined with the CLEARANCE sensor unit at several altitudes from the threshold, or LOAD database measurement values or LOAD-FREE database measurement values are loaded from the database with the computing unit at the altitudes from the threshold.

The measured values can, for example, be distances between the steering arm and a plane, as described above. The wear of a steering wheel creates an indeterminate surface shape. The user selects altitudes in order to describe the cross-sectional shape of the steering wheel, particularly the surface in the worn state, with sufficient accuracy using measured values. The unworn state can be known from a database.

The determination of a gap cross-sectional shape or a sub-area thereof is described above. This can include determining several distances between a check rail 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.

The method according to the invention can be characterized in that 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 as a diagonal.

The method according to the invention can be characterized in that LOAD database measured values or LOAD-FREE database measured values are loaded from the database using the computing unit, which LOAD database measured values or LOAD-FREE database measured values describe the LOAD gap cross-sectional shape or LOAD-FREE gap cross-sectional shape as a diagonal. The expert looks at these process steps together depending on the implementation of the first solution or the second solution.

The inclination of the check rail , in particular the surface of a check rail , can be described by the diagonals extending in the gap cross section .

The method according to the invention can be characterized in that the LOAD measurement value is determined over the extension length of the wheel guide or a rail of the track using the WHEEL SUPPORT sensor unit.

The method according to the invention can be characterized in that the LOAD-FREE measurement value is determined with the CLEARANCE sensor unit over the extension length of the check rail or a rail of the track.

The method according to the invention can be characterized in that the computing unit determines LOAD database measurement values or LOAD-FREE database measurement values over the extension length of the check rail or the rail of the track from the database.

The expert looks at these process steps together depending on the implementation of the first solution or the second solution.

The method according to the invention can be characterized in that at least one LOAD measurement value is determined at a point on the wheel guide or the rail using the WHEEL SUPPORT sensor unit.

The method according to the invention can be characterized in that at least one LOAD-FREE measurement value is recorded using the FREE SPACE sensor unit. The method according to the invention can be characterized in that LOAD database measurement values or LOAD-FREE database measurement values are loaded from the database at a point on the check rail or the rail using the computing unit. The person skilled in the art looks at these method steps together depending on whether the first solution or the second solution is implemented.

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 point in time and a second LOAD measured value and a second LOAD-FREE measured value are determined at a second point in time, wherein the first point in time is different from the second point in time.

The method according to the invention can be characterized in that the first point in time and the second point in time are after the point in time tO.

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 describe a reference state.

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, which measuring vehicle travels along the track in a first direction of travel, and the second LOAD measurement value and The second LOAD-FREE measurement value is determined using a measuring vehicle which travels along the track in a second direction.

Driving through a switch in different directions creates different load conditions on the switch, particularly in the guide rail. These different load conditions can be detected 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 determines the measured values described above.

The first direction of travel and the second direction of travel can be oriented in the same track direction.

The first direction of travel and the second direction of travel can be oriented in opposite track directions.

The invention is further explained using the following embodiments shown in the figures:

Fig. 1 shows a plan view of a switch schematically,

Fig. 2 shows a cross-section of a rail and a guide rail of a track of a switch schematically,

Fig. 3 shows a cross-section of a rail and a guide rail 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 limited 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 other possible combinations do not have to be mentioned explicitly, since these other possible combinations are within the skill of the person skilled in this technical field due to the teaching on technical action through objective inventions.

The scope of protection is determined by the claims. However, the description and the drawings must 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 problem underlying the independent inventive solutions can be taken from the description.

In the figures, the following elements are identified 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 steering support stand 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

18 measuring vehicles

19 direction of travel

20 direction of travel

21 WHEEL SUPPORT sensor unit

22 FREE SPACE sensor unit

23 Wheel of the measuring vehicle 18

24 (horizontal) wheel handlebar surface

The following figure description describes a comparison of LOAD measured values and LOAD-FREE measured values that are determined at time t . The following figure description can also be applied to the solution proposal described above based on a comparison of LOAD measured values with LOAD-FREE database measured values or LOAD database measured values . The expert replaces the term LOAD-FREE measured value with the term LOAD-FREE database measured value or LOAD database measured value . The above information on the type of measured values is to be applied .

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 the track 2. The method according to the invention is also applicable to the other Figure 1 not provided with a reference symbol applicable to the check rail of track 3.

The method according to the invention is characterized in that measured values are determined which measured values 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 wheel guide 1 is attached to a sleeper 9 of the switch with a fastening unit 10. It is shown in the figure

2 and Figure 3 show the fastening of the check rail 1 to the threshold 9 in detail. The condition of the check rail 1 which is relevant for a state of use and which is to be evaluated by the method according to the invention is given on the one hand by a proper fastening device.

When in use, the steering wheel 1 experiences wear or tear on its steering wheel surfaces 14, 24. At least one steering wheel surface 14, 24 can be deformed by material removal and/or by deformation of the steering wheel 1.

The state of the steering wheel 1 that is relevant for a usage state 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 steering wheel surface 14, 24. The method according to the invention has the task of evaluating the state of the steering wheel 1 by an efficient, repeatable and objective method.

To carry out the method according to the invention, the track 2 is covered with 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 18 are described by way of example in the figure description for Figure 4, Figure 5 and Figure 6.

To carry out the method according to the invention, the measuring vehicle 18 comprises at least one WHEEL SUPPORT sensor unit 21 and one CLEARANCE 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 is used to determine 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 provide LOAD measurement values about the loaded area of the track 2. A WHEEL SUPPORT sensor 21 can thus be arranged - as seen 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 teachings so that the CLEARANCE sensor unit 22 determines LOAD-FREE measuring values of the unloaded state of the track 2, in particular the rail 4 and the wheel guide 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 describe the gap cross-sectional shape of a gap partial cross-section 17 extending between a rail 4 of the track 2 and the check rail 1 in the loaded state and 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.

The inclination of at least one check rail surface 14, 24 to a reference plane is a meaningful value about the condition of the check rail 1 with regard to the attachment of the check rail 1 to the threshold 9 and/or with regard to the wear condition of the check rail 1.

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

In an advantageous manner, the method according to the invention can be used to describe the inclination of at least one Check rail surface 14, 24, in particular the surface facing a rail 4, a statement can be made about the standard-compliant condition of the check rail 1 with regard to both criteria.

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. Amounts of the above-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 determined in particular depending on the properties of the switch and/or the properties of the measuring carriage 18.

If a difference value less than or equal to the limit value is determined in the computing unit, the state of the steering wheel 1 is determined to be a proper state of the steering wheel 1. If a difference value greater than the limit value is determined in the computing unit, the state of the steering wheel 1 is determined to be an improper state of the steering wheel 1.

In a further embodiment, a protocol can be created which includes the above-mentioned measured values, if applicable the limit value and the determined state of the steering wheel 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.

In an advantageous manner, the reference plane defined by the rail top edge points can serve as a reference plane for several measurements.

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

The LOAD measurement value is determined when the track 2 is loaded by the measuring vehicle 18. It is conceivable that, as a result of the load from the measuring vehicle 18, the track 2 experiences a different subsidence in the area of the rails 4, 5 or that the inclination of the reference plane in the space in the loaded state depends on the state of the track bed. In order to be able to exclude this possible influencing factor, a horizontal plane can be selected as the reference plane.

Instead of the horizontal or vertical as the reference plane, another, clearly and repeatably definable plane can be defined as the reference plane. A similar effect is achieved by the additional planes.

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 over the extension length of the wheel guide 1 or the rail 4 of the track 2. In this advantageous embodiment of the method according to the invention, the mentioned measured values are determined as a function of the position of the respective sensor unit 21, 22 above the wheel control 1. The measured values can be displayed in the computing unit as a function of the position of the respective sensor unit 21, 22 when carrying out the respective measurement and thus as a function of the extension length of the wheel control 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 above-mentioned measured values over the length of the check rail 1 shows exactly this.

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 part of a track cross-section, which track cross-section is created at right angles to the track axis of the track 2 with a predetermined width of the switch heart.

The method according to the invention can be characterized in that a first LOAD measured value and a first LOAD-FREE measured value at a first time and a second LOAD measured value and a second LOAD-FREE measured value at a second point in time, where the first point in time is different from the second point in time.

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 a predictive evaluation of the steering wheel 1 to be carried out on the basis of determined measured values and assumptions made using current teaching.

The above mentioned protocol may include a time indication .

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 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 2 in a second direction of travel 20.

Driving through track 2 of the switch in different directions 19 , 20 creates different loading conditions on track 2 , which can be documented here.

The above-mentioned protocol may include an indication of the direction of travel 19, 20 in which track 2 of the switch will be traversed. Regarding Figure 2:

The illustration of the rail 4 and the check rail 1 with the fastening unit 10 comes from the source https : / /bahnsys . uni- wuppertal . de/ fileadmin/bauing/bahnsys/2020/ 03 Weichen Kreuz ungen Q . 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, RI 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 check rail support bracket 11 is fastened to the threshold 9 by means of screws 13 inserted into dowels (not shown in Figure 2). 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 steering arm 1 is loaded by a force Ex and/or a force Fy under normal use conditions.

In particular, the wheel rim of a running wheel of a track vehicle can exert the force Ex on the wheel guide surface 14 when passing through the switch. In particular, the side facing away from the running surface

Side of a wheel rim of a track vehicle at a

Passing through the switch, the force Fy exerts on the check rail surface 24 .

Loosening the screw with nut 12 results in the force Ex and/or the force Fy causing an inclination 16 of the loaded check valve 1, in particular of the check valve surfaces 14, 24, from the position of the unloaded check valve 1 (shown in Figure 2 and Figure 3) to a position of the loaded check valve 1 (not shown in Figure 2 and Figure 3).

The mass of the part of the check arm 1 extending above the screw 12 is greater than the mass of the part of the check arm 1 extending below the screw 12. The check arm 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.

Loosening the screws 13 inserted into the dowels (not shown in Figure 3 and Figure 3 ) causes a twisting 15 of the check rail support bracket 11 together with the check rail 1 connected to it from a position of the unloaded check rail support bracket 11 when the check rail 1 is loaded with the force Fx and/or the force Fy.

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 cause a rotational Movement , these movements or the end positions of these movements are measurable in an advantageous manner by determining an inclination of surfaces to a reference plane .

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 shape of the wheel guide surface 14, 24, which is advantageously carried out by determining the inclination of the latter.

In order to be able to efficiently assess the condition of the check rail surfaces 14, 24, which are subject to wear during normal use of the check rail 1, and the condition of the fastening device 10, measured values describing the inclination of at least one of the check rail surfaces 14, 24 are determined. The user can, for example, use a measuring sensor which is arranged above the gap cross-section between the check rail 1 and the rail 4 and 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 check rail surface 14, 24.

While a distance measurement is always connected with the question of between which points on a surface to be defined, the inclination can, for example, be measured at a certain height or in a certain cross-section (perpendicular to the image plane of Figure 2). The method according to the invention is not limited by the inaccuracy of the selection of the points for a Distance measurement is affected. 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 control surface 14, 24 is subject to wear - as explained above - which can make it impossible to define points on the wheel control surface 14, 24. Since the method according to the invention determines measured values describing the inclination of at least one wheel control surface 14, 24, the problem of defining the points can be avoided.

The angle alpha of the check rail surface 14 or the angle beta of the check rail surface 24 to a reference plane can be determined as a measured value describing the inclination of a check rail surface 14, 24. The reference plane can be defined as a horizontal plane or vertical planes or as a plane through rail top edge points of rails 4 of track 2.

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. In Figure 2, the distances of the corners of the check rail surface 14 to a vertical reference plane contacting the rail surface of the rail 4 are determined as an example.

The user can compare the possible measured values describing the inclination of one or more wheel control surfaces 14, 24 to each other. The method according to the invention is characterized by the introduction of objective criteria according to which the condition of the steering wheel 1 is assessed. The method according to the invention includes that 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 steering wheel 1 is determined if the difference value is less than or equal to the limit value and an incorrect condition of the steering wheel 1 is determined if the difference value is greater than the limit value.

As shown in Figure 2, the inclination of the check rail surface 14, 24 can be determined by using the WHEEL SUPPORT sensor unit 21 to determine LOAD measurements and the CLEARANCE sensor unit 22 to determine LOAD-FREE measurements at several heights from the sleeper 9. Figure 2 shows an example of measuring distances a1, a2 at different heights. As an example, the distance a1 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 top edge of the rail. The top edge of the rail can, for example, be the point on the rail 4 by means of which top edge of the rail point is used to measure a track width between the rails 4, 5.

To increase the accuracy of the determination of the inclination, the inclination of at least one wheel control surface 14, 24 can also be determined at several heights. 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, which LOAD measurement value describes the LOAD gap cross-sectional shape as a diagonal, is determined with the WHEEL SUPPORT sensor unit 21, and at least one LOAD-FREE measurement value, which LOAD-FREE measurement value describes the LOAD-FREE gap cross-sectional shape as a diagonal, is determined with the CLEARANCE sensor unit 22.

The measured values describing the inclination of the wheel guide 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 at which the measured values are determined can be due to the fact that at the times mentioned the measuring vehicle 18 is moved in different directions 19, 20 on the track 2 of the switch.

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 are limited by the wheel guide surfaces 14, 24. The method according to the invention can comprise that with the WHEEL SUPPORT sensor units 21 LOAD measurement values are determined, which LOAD measurement values describe at least one geometric LOAD gap cross-sectional partial shape of the gap cross-section 17 in the loaded state, and with the FREE SPACE sensor unit 22 LOAD FREE measurement values are determined, which LOAD FREE measurement values describe the geometric LOAD FREE gap cross-sectional partial shape of the gap cross-section 17 in the unloaded state.

The user selects the gap part cross-section 17 to be sufficiently large, in particular sufficiently high and wide, in order to obtain a sufficient amount of information. The user preferably selects the gap part cross-section such that it extends over the height range of the wheel guide 1 and from the wheel guide 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 is limited by the surface of the rail 4, the wheel bearing surfaces 14, 24 and by contour lines.

Figures 4, 5 and 6 show different measuring vehicles 18 for carrying out the method according to the invention. Alternatively or in addition to the use of a measuring vehicle 18, the user can also carry out the method according to the invention using manual measuring 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 CLEARANCE 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 measured values, are measured with the CLEARANCE 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, are measured with the WHEEL SUPPORT sensor unit 21.

Regarding Figure 5:

Figure 5 shows schematically a further measuring vehicle 18 for carrying out the method according to the invention.

The measuring vehicle 18 comprises a CLEARANCE 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 measured values, are measured with the CLEARANCE 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 area close to the wheel 23. A WHEEL SUPPORT sensor unit 21 is arranged at the front end and at the rear end of the bogie as seen in the direction of travel.

A loaded condition of the track 2, in particular LOAD measurement values, are measured 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. Regarding Figure 6:

Figure 5 shows schematically a further measuring vehicle 18 for carrying out the method according to the invention.

The measuring vehicle 18 comprises a CLEARANCE 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 measured values, are measured with the CLEARANCE 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. A WHEEL SUPPORT sensor unit 21 is arranged at the front end, in the middle and at the rear end of the bogie as seen in the direction of travel.

A loaded condition of the track 2, in particular LOAD measurement values, are measured with the WHEEL SUPPORT sensor unit 21 in front of the first wheel 23 of the bogie, between the wheels 23 of the bogie and behind the wheel 23 of the last bogie.

Claims

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 traveled through by a measuring vehicle (18) in a direction of travel (19, 20), 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 describe the gap cross-sectional shape of a wheel located 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 check rail surface (14, 24) to the reference plane, 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 proper condition of the check rail (1) is determined if the difference value is less than or equal to the limit value and an improper condition of the check rail (1) is determined if the difference value is greater than the limit value. 2. Method for checking a condition of a check rail (1) of a track (2) of a switch, which condition is defined by a fastening condition of the check rail and a wear condition 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) at a time t with a measuring vehicle (18), which measuring vehicle (18) comprises at least one WHEEL SUPPORT sensor unit (21), 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), characterized in that at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape is determined with the WHEEL SUPPORT sensor unit (21) and at least one geometric LOAD database measurement value and/or geometric LOAD-FREE database measurement value is loaded from a database with a computing unit, which LOAD measurement value describes the gap cross-sectional shape of a gap cross-section extending between the rail (4) of the track (2) and the wheel guide (1) in the loaded state at a time t and which LOAD database measurement value and LOAD-FREE database measurement value describe the gap cross-sectional shape of a gap cross-section extending between the rail (4) of the track (2) and the wheel guide (1) extending gap cross-section in the loaded state or in the unloaded state at a time tO < t - 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 and/or - by at least one indication of a distance measurement between a wheel guide surface (14, 24) and a rail surface of the rail (4) describe, wherein a difference value between the database measurement value and the at least one LAST measurement 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 proper condition of the wheel control (1) is determined if the difference value is less than or equal to the limit value and an improper condition of the wheel control (1) is determined if the difference value is greater than the limit value. 3. Method according to one of claims 1 to 2, 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). 4. Method according to one of claims 1 to 3, characterized in that LOAD measurement values are determined with the WHEEL SUPPORT sensor units (21), 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 at a time t, LOAD FREE measurement values are determined with the FREE SPACE sensor unit (22), which LOAD FREE measurement values describe the geometric LOAD FREE gap cross-sectional partial shape of the gap cross-sectional shape in the unloaded state at a time t, or with the calculation unit from the database LASTFREI- Database measurement values or LOAD database measurement values are loaded, which LOAD-FREE database measurement values or LOAD database measurement values describe the geometric LOAD-FREE gap cross-sectional shape of the gap cross-sectional shape in the loaded or unloaded state at a time tO < t. 5. Method according to one of claims 1 to 4, characterized in that LOAD measurement values are determined with the WHEEL SUPPORT sensor unit (21) and LOAD-FREE measurement values are determined with the CLEARANCE sensor unit (22) in each case at several altitudes from the threshold (9), and LOAD database measurement values and LOAD-FREE database measurement values are loaded from the database with the computing unit in the altitudes from the threshold (9). 6. Method according to one of claims 1 to 5, characterized in that at least one LOAD measurement value, which LOAD measurement value describes the LOAD gap cross-sectional shape as a diagonal, is determined with the WHEEL SUPPORT sensor unit (21) and at least one LOAD FREE measurement value, which LOAD FREE measurement value describes the LOAD FREE gap cross-sectional shape as a diagonal, is determined with the CLEARANCE sensor unit (22) and LOAD database measurement values or LOAD FREE database measurement values are loaded from the database with the computing unit, which LOAD database measured values or LOAD FREE database measured values describe the LOAD gap cross-sectional shape or LOAD FREE gap cross-sectional shape as a diagonal. 7. Method according to one of claims 1 to 6, 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) in each case over the extension length of the wheel guide (1) or the rail (4) of the track (2), and the LOAD database measurement values or LOAD-FREE database measurement values are determined with the computing unit from the database over the extension length of the wheel guide (1) or the rail (4) of the track (2). 8. Method according to one of claims 1 to 7, characterized in that at least one LOAD measurement value is determined with the WHEEL SUPPORT sensor unit (21) and at least one LOAD-FREE measurement value is determined at a point on the wheel guide (1) or the rail (4) with the CLEARANCE sensor unit (22), and LOAD database measurement values or LOAD-FREE database measurement values are determined at a point on the wheel guide (1) or the rail (4) with the computing unit from the database. 9. Method according to one of claims 1 to 8, characterized in that a first LOAD measured value and a first LOAD-FREE measured value at a first time and a second LOAD measured value and a second LOAD-FREE measured value are determined at a second point in time, wherein the first point in time is different from the second point in time, wherein the first point in time and the second point in time are after the point in time tO. 10. Method according to one of claims 1 to 9, 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 through the track (2) in a first 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) travels through the track in a second direction of travel (20).