EP1183174A1 - Procede et dispositif pour la surveillance d'un vehicule ou d'une voie de circulation pendant la circulation de service du vehicule - Google Patents

Procede et dispositif pour la surveillance d'un vehicule ou d'une voie de circulation pendant la circulation de service du vehicule

Info

Publication number
EP1183174A1
EP1183174A1 EP00947788A EP00947788A EP1183174A1 EP 1183174 A1 EP1183174 A1 EP 1183174A1 EP 00947788 A EP00947788 A EP 00947788A EP 00947788 A EP00947788 A EP 00947788A EP 1183174 A1 EP1183174 A1 EP 1183174A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
measurement signal
vibration sensor
vibration
component
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP00947788A
Other languages
German (de)
English (en)
Inventor
Joachim Baumann
Gabriel Daalmans
Klaus Einzmann
Bernd Granz
Alexander Von Jena
Gerd Maussner
Rainer Meier
Ernst Gogl
Detlef Gerhard
Detlef Rieger
Manfred MÜLLENBRUCK
Franz Murawa
Jürgen Schneider
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1183174A1 publication Critical patent/EP1183174A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/044—Broken rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/045—Rail wear
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/08—Railway vehicles
    • G01M17/10—Suspensions, axles or wheels

Definitions

  • the invention relates to a method for monitoring a vehicle, in particular a railroad train, and / or a route, in particular a railroad track, the vibration behavior of vehicle components being recorded at several measuring points on the vehicle during the operational driving of the vehicle.
  • the invention further relates to a device for monitoring a vehicle during its operational driving, in particular for monitoring a railroad train, and / or for monitoring a route, in particular a railroad track with a plurality of vibration sensors arranged locally over the vehicle.
  • the surface quality may deteriorate, leading to breakouts, cracks or even breakthroughs.
  • the invention is based on the object of specifying a method and a device with which a vehicle can be monitored more reliably and in a more targeted manner during operational driving and / or the associated travel path than was previously possible with the known methods mentioned.
  • this object is achieved according to the invention in that a) at a first measuring point, the vibration behavior of a first vehicle component is detected in a first measurement signal in the frequency range below 500 Hz by means of a first vibration sensor, the first vibration sensor being used for Detection in the frequency range below 500 Hz is prepared, b) at a second measuring point by means of a second vibration sensor, structure-borne noise is generated in a second measuring signal. is grasped, the second vibration sensor being designed to detect structure-borne noise, and c) the first measurement signal and the second measurement signal are fed to an evaluation unit.
  • the advantage of the method according to the invention is that the vibration behavior of the vehicle is determined in two different frequency ranges, namely in the frequency range of slow vibrations below 500 Hz on the one hand and in the typical frequency range of the higher frequency structure-borne noise on the other hand. These different measurement results can then be combined with one another in the evaluation unit, so that it can be concluded with a particularly high level of significance and reliability that a defect condition is occurring on the vehicle and / or on the route.
  • a particular defect on a railroad track in one of the frequency ranges mentioned would lead to a similar measurement signal as could result when the railroad train ran over a switch.
  • the events mentioned lead, for example, to different measuring signals.
  • By comparing and / or linking the first measurement signal with the second measurement signal in the evaluation unit it is then possible to distinguish actual errors affecting safety from only simulated defects.
  • By measuring in two different frequency ranges redundant information is also obtained in part, and additional information is also obtained in comparison to a measurement in only one frequency range.
  • the second measurement signal is preferably acquired simultaneously with the first measurement signal.
  • the second measuring point is in particular spaced apart from the first measuring point.
  • the structure-borne noise is preferably recorded in the frequency range above 200 Hz, in particular above 500 Hz.
  • the vibration behavior detected in the first measurement signal is measured in particular in a frequency range below 200 Hz.
  • the first vibration sensor and the second vibration sensor are preferably of different types.
  • Types are e.g. Displacement sensors, speed sensors and acceleration sensors. By choosing different types, an optimal sensor can be provided for the respective frequency range, which ensures a good resolution and a good signal-to-noise ratio in the frequency range.
  • the first vehicle component is one of the vehicle components of the vehicle which are most heavily loaded by bending, torsion, tensile, compressive and / or shear forces.
  • the first vehicle component is a bearing, an axle, a lever, a shock absorber or a drive component of the vehicle.
  • the second measuring point is preferably at a - e.g. arranged from the first - second vehicle component, which is a support frame of a chassis of the vehicle.
  • the second vehicle component is a support frame of a bogie of a railroad train.
  • the measurement signal detected at the first measuring point on the first vehicle component provides e.g. essentially information about a local, spatially limited static or dynamic loading of the first vehicle component (structural dynamics).
  • the first vehicle component carries out a natural vibration.
  • the second measurement signal that detects the structure-borne noise provides more integral information about a larger area of the vehicle, for example about an entire railway bogie. Therefore come it does not depend so much on a special location when choosing the second measuring point. Rather, the second measuring point can be arranged, for example, on an easily accessible vehicle component, such as the support frame mentioned.
  • the first and the second measuring point can in particular be essentially identical.
  • An improved separation of the first measurement signal from the second measurement signal can e.g. can be achieved by high and / or low pass filters.
  • a current characteristic value is formed in the evaluation unit from the first measurement signal and the second measurement signal.
  • This current characteristic value contains, for example, the different information described for both measurement signals.
  • the current characteristic value is preferably compared with a reference characteristic value that was determined with a functionally reliable vehicle and / or on an intact route, and a message is output when the current characteristic value deviates from the reference characteristic value by more than a predeterminable difference value.
  • a frequency spectrum is formed in the evaluation unit from the two measurement signals, which each represent a time-resolved oscillation behavior, by Fourier transformation. This spectrum can then be compared with a reference spectrum which reflects a “good condition”.
  • the first measurement signal and the second measurement signal are recorded synchronized with the rotational movement of a wheel of the vehicle.
  • the measurement signals determined during the operational driving of the rail vehicle are namely e.g. Noises caused by the safety of the vehicle and / or the rail, which do not impair safety, or by stochastic influences in the sensors used. This statistical noise is suppressed by averaging, whereas periodically repeating signals are advantageously emphasized. This advantageously improves the signal-to-noise ratio.
  • ultrasound is coupled into a wheel of the vehicle while the vehicle is being driven, while a portion of the ultrasound which is decoupled from the wheel is detected during the driving operation and the ultrasound signal generated in the process is fed to the evaluation unit.
  • Such an additional online ultrasound monitoring system also monitors the “inner” condition of the wheel, in particular the railroad wheel, ie the condition inside it, since defects that form with the ultrasound can also be detected far below the surface. Such defects could be found Display circumstances in neither the first measurement signal nor in the second measurement signal
  • the device-related object is achieved in relation to a device of the type mentioned at the outset according to the invention by a device having a) a first vibration signal which generates a first measurement signal and can be attached to a first vehicle component and is designed to detect its vibration behavior in the frequency range below 500 Hz , b) a second vibration sensor generating a second measurement signal, which can be attached to the first vehicle component or a second vehicle component and is designed to detect structure-borne noise propagating therein, and c) an evaluation unit which is equipped with the first vibration sensor and with the second vibration sensor is connected and to which the first measurement signal and the second measurement signal can be supplied.
  • the device is particularly suitable for carrying out the method according to the invention.
  • the advantages mentioned in this regard apply analogously to the device.
  • the second vibration sensor is preferably designed to detect structure-borne noise in the frequency range above 200 Hz, in particular above 500 Hz.
  • the first vibration sensor can be controlled, for example, below 200 Hz.
  • the first vehicle component is, in particular, one of the vehicle components of the vehicle which is most heavily loaded by bending, torsion, tensile, compressive and / or shear forces.
  • the first vehicle component is a bearing, an axle, a lever, a shock absorber or a drive component of the vehicle.
  • the second vehicle component is in particular a support frame of a chassis of the vehicle.
  • the two vibration sensors are in particular of different types.
  • the first vibration sensor is a displacement, speed or acceleration sensor.
  • the second vibration sensor is preferably an acceleration sensor, since the path or speed amplitudes occurring in the frequency range of the second vibration sensor are very small and therefore preferably accelerations can be measured precisely.
  • FIG. 1 shows a vehicle with a device according to the invention in an overall view
  • FIG. 2 shows an axle with two wheels of the vehicle of FIG. 1 in a detailed view
  • FIG 3 shows an evaluation unit of the device according to the invention in a detailed view.
  • FIG. 1 shows a vehicle 1, for example a wagon of a railroad train, which runs in the direction of travel 2 on a route 5, for example, a railroad track.
  • Four wheels 3, ie two axles, of the vehicle 1 are each suspended from a chassis 7, for example a railroad bogie.
  • a car body 11 of the vehicle 1 rests on the two undercarriages 7 via two bearings 9.
  • Two wheels 3 of the vehicle 1 are connected to one another via an axle 13 (see FIG. 2).
  • a first vibration sensor 15 which is e.g. is designed as a strain gauge or eddy current transducer.
  • the axle 13 forms a first vehicle component 16, the vibration behavior of which is detected by the first vibration sensor 15 in the frequency range below 500 Hz in a first measurement signal.
  • the other axles of vehicle 1 or other vehicle components loaded with the first vehicle component in a comparable manner can be assigned further first vibration sensors, with which their respective vibration behavior is measured in the frequency range below 500 Hz, preferably below 200 Hz.
  • a second measuring point 17 is located at an easily accessible location on the chassis 7, which forms a second vehicle component 18.
  • the second measuring point 17 is assigned a second vibration sensor 19 which is designed as a piezoelectric or capacitive acceleration sensor and with which structure-borne noise ("running noise") propagating in the chassis 7 is detected.
  • the structure-borne noise can not only be found in the chassis 7, but also in the wheels 3, in the car body 11 or in other vehicle components of the vehicle 1, or also originate there.
  • a second vibration sensor 19 is then transmitted to the chassis 7 and to the acoustically coupled second vibration sensor attached there Structure-borne noise measured.
  • the first measurement signal of the first vibration sensor 15 and the second measurement signal of the second vibration sensor 19 are Via a signal feed or signal line 20 or a further signal feed or signal line 21 to an evaluation unit 23, which is arranged in the vehicle 1. If necessary, the measurement signals of the further first vibration sensors are also fed to the evaluation unit 23 (multi-channel evaluation unit).
  • the signal feeds can also be implemented by a radio link.
  • FIG. 3 shows the structure of the evaluation unit 23 in detail.
  • the signal feeds or signal lines 20, 21 first open into a first filter f1 for the first measurement signal or a second filter f2 for the second measurement signal.
  • the first filter fl is a low-pass filter with a cut-off frequency of 500 Hz
  • the second filter f2 is a high-pass filter with a cut-off frequency of 500 Hz.
  • the respective output of the filter fl, f2 is connected to a computing unit 25 of the evaluation unit 23.
  • the filtered first measurement signal is linked to the filtered second measurement signal and a current characteristic value is formed, which is compared with a reference characteristic value stored in a memory unit 27. For example, a Fourier transformation takes place in the computing unit 25. If the current characteristic value deviates from the reference characteristic value by more than a predeterminable difference value, a message is output in a display unit 29.
  • the display unit 29 can be arranged both in the vehicle 1 and in a more distant stationary control station and can be connected to the evaluation unit 23 by radio or the like.
  • a wheel position sensor 31 is arranged on the axis 13, which, for example, optically scans a periodically reflecting marking on the axis 13 and generates a wheel position signal therefrom, which is also fed to the computing unit 25 via a line 33 ( Figure 3).
  • the The measuring signal and / or the second measuring signal are synchronized with the wheel rotation, so that components of the first measurement signal and / or the second measurement signal recorded in time during the wheel rotation can be assigned to specific positions on the wheel circumference.
  • the first measuring signal and / or the second measuring signal is averaged over several wheel revolutions in the computing unit 25 until the signal-to-noise ratio has exceeded a predetermined threshold value.
  • FIG. 2 schematically shows an ultrasonic sensor 35 which is assigned to a wheel 3 of the vehicle and with which ultrasound can be coupled into the wheel.
  • the ultrasonic sensor 35 is operated, for example, in reflection (pulse-echo mode), and the ultrasonic signal generated by it is fed to the evaluation unit 23 via a line 37 (FIG. 3).
  • the ultrasound signal is linked to the first measurement signal and / or the second measurement signal and a particularly reliable information value about the wheel condition is obtained.
  • the filters fl, f2 and / or the other components of the evaluation unit 23 can be implemented both as analog electronic circuits and as digital components.
  • the method and / or the device according to the invention can also be used to monitor a truck, in particular a dangerous goods transporter.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé pour la surveillance d'un véhicule (1), en particulier d'un train, ou d'une voie de circulation (5), en particulier d'un rail de chemin de fer. Dans le procédé selon l'invention, le comportement vibratoire du véhicule (1) est détecté en plusieurs points de mesure (14, 17) pendant la circulation de service. On enregistre dans un premier signal de mesure le comportement vibratoire dans l'étendue de fréquence inférieure à 500 Hz au niveau d'un premier point de mesure (14) et, de préférence simultanément, dans un deuxième signal de mesure le bruit de structure au niveau d'un deuxième point de mesure (17). Ces deux signaux de mesure sont ensuite transmis à une unité d'évaluation (23) dans laquelle est formée, de préférence, à partir du premier signal de mesure et du deuxième signal de mesure une valeur caractéristique réelle qui est, par exemple, comparée à une valeur caractéristique de référence représentant un </= état correct >/= . L'invention concerne également un dispositif servant à l'exécution du procédé et comprenant un premier capteur de vibrations (15) et un deuxième capteur de vibrations (19) reliés à une unité d'évaluation (23) à laquelle sont transmis les signaux de mesure des capteurs de vibrations (15, 19).
EP00947788A 1999-06-09 2000-06-06 Procede et dispositif pour la surveillance d'un vehicule ou d'une voie de circulation pendant la circulation de service du vehicule Withdrawn EP1183174A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE1999126164 DE19926164A1 (de) 1999-06-09 1999-06-09 Verfahren und Vorrichtung zum Überwachen eines Fahrzeugs und/oder zum Überwachen eines Fahrwegs während des betriebsmäßigen Fahrens des Fahrzeugs
DE19926164 1999-06-09
PCT/DE2000/001834 WO2000076828A1 (fr) 1999-06-09 2000-06-06 Procede et dispositif pour la surveillance d'un vehicule ou d'une voie de circulation pendant la circulation de service du vehicule

Publications (1)

Publication Number Publication Date
EP1183174A1 true EP1183174A1 (fr) 2002-03-06

Family

ID=7910592

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00947788A Withdrawn EP1183174A1 (fr) 1999-06-09 2000-06-06 Procede et dispositif pour la surveillance d'un vehicule ou d'une voie de circulation pendant la circulation de service du vehicule

Country Status (4)

Country Link
EP (1) EP1183174A1 (fr)
JP (1) JP2003502624A (fr)
DE (1) DE19926164A1 (fr)
WO (1) WO2000076828A1 (fr)

Families Citing this family (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT410921B (de) * 2000-10-12 2003-08-25 Siemens Sgp Verkehrstech Gmbh Verfahren und vorrichtung zur schadenserkennung an rädern eines schienenfahrzeuges
US20130317676A1 (en) * 2012-05-23 2013-11-28 Jared Klineman Cooper System and method for inspecting a route during movement of a vehicle system over the route
US9205849B2 (en) 2012-05-23 2015-12-08 General Electric Company System and method for inspecting a route during movement of a vehicle system over the route
US9956974B2 (en) 2004-07-23 2018-05-01 General Electric Company Vehicle consist configuration control
DE102004049380B4 (de) * 2004-10-09 2017-02-02 Conti Temic Microelectronic Gmbh Fahrzeugsensor
DE102005040504B3 (de) * 2005-08-26 2007-04-05 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Vorrichtung zur Detektion von Störungen in Fahrwerken von durch Luftfedereinrichtungen gefederten Fahrzeugen
DE102006001540B3 (de) * 2006-01-12 2007-08-09 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und einer Einrichtung zur Zustandsüberwachung von Radsätzen oder Drehgestellen eines Schienenfahrzeugs
JP2010085361A (ja) * 2008-10-02 2010-04-15 Yuzuru Ashida 壁面打撃装置
DE102008062143B3 (de) * 2008-12-16 2010-05-12 Db Netz Ag Verfahren zur Bestimmung der vertikalen Gleislage des schienengebundenen Eisenbahnverkehrs
DE102009041823A1 (de) * 2009-09-18 2011-03-24 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Vorrichtung zur Überwachung des Fahrverhaltens eines Schienenfahrzeugs
US9580091B2 (en) 2009-10-22 2017-02-28 General Electric Company System and method for communicating data in a vehicle system
US8903574B2 (en) 2009-10-22 2014-12-02 General Electric Company System and method for vehicle communication, vehicle control, and/or route inspection
DE102009053814B4 (de) 2009-11-18 2013-11-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Mehrstufig schaltbare vorgesteuerte Ventilanordnung
NL2007315C2 (en) * 2011-08-29 2013-03-04 Univ Delft Tech Method for detection of a flaw or flaws in a railway track, and a rail vehicle to be used in such a method.
KR101344315B1 (ko) 2012-08-30 2013-12-23 현대제철 주식회사 연속하역장비용 비상 제동장치
CN103018046B (zh) * 2012-12-13 2015-03-25 唐山轨道客车有限责任公司 高速动车组列车转向架轴承故障监测方法、装置及系统
CN104260736A (zh) * 2014-10-09 2015-01-07 宝鸡南车时代工程机械有限公司 用于高原铁路钢轨的多功能检测探伤车
CN106289824A (zh) * 2016-10-11 2017-01-04 常州大学 一种自由状态下火车车轮振动声辐射特性测试方法及装置
DE202016006444U1 (de) 2016-10-18 2016-11-02 Prose Ag Messsonde zur Unterbringung in der Hohlwelle eines Radsatzes von einem Schienenfahrzeug zum Zweck von Schwingungsmessungen
FR3065526B1 (fr) * 2017-04-24 2019-07-19 Flight Level & Orbital Deployment Systeme de detection d'un etat ou d'un dysfonctionnement par analyse vibratoire
EP3594084A1 (fr) 2018-07-13 2020-01-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance d'un réseau ferroviaire et réseau ferroviaire
DE102018131949A1 (de) * 2018-12-12 2020-06-18 HELLA GmbH & Co. KGaA Verfahren und Sensorvorrichtung zur Erfassung von Beschädigungen an einem Schienenfahrzeug
DE102020134909A1 (de) 2020-12-23 2022-06-23 Pentanova Cs Gmbh Industrielle Förderanlage sowie Verfahren zur Erfassung des Zustands einer Schiene einer industriellen Förderanlage
DE102021210423B3 (de) 2021-09-20 2022-12-22 Zf Friedrichshafen Ag Verfahren zum Erkennen einer Beschädigung an einem Transportsystem und Steuereinrichtung dafür
DE102022212421A1 (de) * 2022-11-22 2024-05-23 Zf Friedrichshafen Ag Verfahren zum Erkennen einer Beschädigung an einem Transportsystem in Abhängigkeit einer Position und Steuereinrichtung dafür

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5681428A (en) * 1979-12-07 1981-07-03 Hitachi Ltd Diagnosing device for vibration of rotary apparatus
US4573131A (en) * 1983-08-31 1986-02-25 John Corbin Method and apparatus for measuring surface roughness
SE453984B (sv) * 1984-08-14 1988-03-21 Karl Rune Soren Hallberg Forfarande och anordning for att detektera hjul med skadade lopytor hos relsfordon
DE3437661C2 (de) * 1984-10-13 1986-08-14 Fried. Krupp Gmbh, 4300 Essen Verfahren zum Bestimmen reparaturbedürftiger Bauteile einer Fahrzeugeinheit
JP2941150B2 (ja) * 1993-07-27 1999-08-25 株式会社奥村組 岩盤の性状測定装置
US5433111A (en) * 1994-05-05 1995-07-18 General Electric Company Apparatus and method for detecting defective conditions in railway vehicle wheels and railtracks
DE19544217C2 (de) * 1995-01-14 1997-03-20 Fraunhofer Ges Forschung Ultraschallprüfvorrichtung
DE29811354U1 (de) * 1998-06-25 1999-03-11 MTM Motoren-Technik-Mayer GmbH, 85139 Wettstetten System zur Überwachung der Räder eines Schienenfahrzeugs

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0076828A1 *

Also Published As

Publication number Publication date
JP2003502624A (ja) 2003-01-21
WO2000076828A1 (fr) 2000-12-21
DE19926164A1 (de) 2001-01-11

Similar Documents

Publication Publication Date Title
EP1183174A1 (fr) Procede et dispositif pour la surveillance d&#39;un vehicule ou d&#39;une voie de circulation pendant la circulation de service du vehicule
DE102009053801B4 (de) Verfahren und Einrichtung zur Zustandsüberwachung wenigstens einen Radsatz aufweisenden Drehgestells eines Schienenfahrzeugs
EP2152561B1 (fr) Dispositif et procédé de détection de défaillances de composants du châssis de véhicules ferroviaires
DE10020521B4 (de) Verfahren und Vorrichtung zum Überwachen des Fahrverhaltens von Schienenfahrzeugen
EP2152560B1 (fr) Dispositif de détection de défaillances de composants du châssis de véhicules ferroviaires
DE19852220C2 (de) Verfahren zur Erkennung von Schäden im Schienenverkehr
EP2101156B1 (fr) Procédé et dispositif destinés à la surveillance de systèmes de réglage de châssis
EP1977212B1 (fr) Procédé et dispositif pour surveiller l&#39;état d&#39;essieux ou de bogies d&#39;un véhicule ferroviaire
EP1278673B1 (fr) Procede de surveillance de caracteristiques de deplacement d&#39;un vehicule sur rail
DE10145433C2 (de) Verfahren und Vorrichtung zur Fehlerüberwachung von Komponenten von Schienenfahrzeugen
DE102008049224A1 (de) Verfahren und Vorrichtung zum Überprüfen mindestens eines Laufwerks eines auf einem Gleis fahrbaren Schienenfahrzeugs auf einen Defekt
EP1165355B1 (fr) Procede et dispositif pour surveiller un vehicule
DE10020520B4 (de) Verfahren und Vorrichtung zum Überwachen von Fahreigenschaften eines Schienenfahrzeuges
DE19852229C2 (de) Verfahren und Vorrichtung zur Aufdeckung von Schäden an Schienenfahrzeugen
DE10062602A1 (de) Verfahren und Vorrichtung zum Überwachen des Fahrverhaltens von Schienenfahrzeugen und zur Diagnose von Komponenten von Schienenfahrzeugen
DE102013105397B4 (de) Zustandsüberwachung eines Schienenfahrzeugs
DE10233527B4 (de) Verfahren zur Onboard Diagnose von Radsatzführungselementen
DE19846931C2 (de) Verfahren zur Überwachung von radgestützten Transportsystemen
DE10320342B3 (de) Verfahren zum Überwachen gegebenenfalls auch Vermessen der Unrundheit eines im Betrieb befindlichen, längs eines Schienenstranges abrollenden Rades, das am Drehgestell eines schienengebundenen Fahrzeuges angebracht ist

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20011031

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

17Q First examination report despatched

Effective date: 20020320

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20021219