EP1582429A1 - Method for inspection and assessment of an overrun geometry of track components - Google Patents
Method for inspection and assessment of an overrun geometry of track components Download PDFInfo
- Publication number
- EP1582429A1 EP1582429A1 EP05000969A EP05000969A EP1582429A1 EP 1582429 A1 EP1582429 A1 EP 1582429A1 EP 05000969 A EP05000969 A EP 05000969A EP 05000969 A EP05000969 A EP 05000969A EP 1582429 A1 EP1582429 A1 EP 1582429A1
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- Prior art keywords
- track
- wheel
- geometry
- measuring
- over
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Classifications
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- 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
- B61K9/08—Measuring installations for surveying permanent way
-
- 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
- B61K9/12—Measuring or surveying wheel-rims
Definitions
- the invention relates to a method for testing and assessing a geometry of track components of rail traffic routes in an area in which these track components are touched by wheels of rail vehicles, a so-called. Overflow geometry.
- track components - such as frogs in points
- rail extensions o.ä. - be subjected to a regular inspection and, if necessary, a repair with regard to their geometric condition, so that further damage or failure of the component can be ruled out until the subsequent inspection.
- Deviations from a given target geometry for example, extensions on the frog and wing rail
- a check of the overflow geometry comprises only a check and evaluation of a frog ramp and a frog point 7 using simple measuring means (ruler, wedge or point probe).
- 1a shows the use of a measuring point probe 9, FIG. 1b of a ruler 10 and FIG. 1c of a heart gauge 11.
- the disadvantage of these measuring methods is that they are inaccurate, time-consuming and heavily influenced by the subjective influences of operating and evaluating personnel.
- a mobile device for measuring a track position ie the altitude and the track width of a track
- a chassis frame rolls over the track on a total of three track rollers or wheels.
- the height of the track is determined by means of a mounted on the chassis frame theodolites, the gauge via an adjustable boom of the chassis frame.
- a test and assessment of a geometry of individual track components is not possible with this device. It is therefore an object of the invention to provide a method with which the disadvantages of the prior art in the assessment of the overflow geometry of track components are solved. This object is achieved in connection with the preamble of the main claim according to the invention by the features specified in claim 1.
- the spatial course of the trajectory of a wheel provided with a reference wheel profile when rolling over the respective track component in a spatially fixed coordinate system is determined directly or indirectly and then evaluated with regard to its dynamic effects.
- the advantage here is that the validity of the test of the geometric state by the inventive determination of the vertical movement of a component rolling over the wheel in a spatially fixed coordinate system and their subsequent computer-aided evaluation significantly improved and objectified.
- a higher than the prior art measurement accuracy is achieved at the same time higher measurement speed.
- the entire area of the design-related lowering and subsequent lifting of the wheel (wing rail bend to K point) is continuously recorded and assessed.
- a state of wear of wheels of rail vehicles is determined by the spatial profile of the trajectory of the respective wheel when rolling over a reference track component in a spatially fixed coordinate system directly or indirectly determined and then assessed for its dynamic effects.
- the state of wear of wheels of measuring means can also advantageously be determined, which are moved via a track body, in particular of the wheel provided with the reference wheel profile of claim 1.
- the inventive determination of the vertical trajectory of the wheel is carried out using a suitable Referenzradprofils that is performed in a defined position (eg Radsatzffenwolf somehow) on the component.
- a measurement of the transverse profiles of the track component is carried out with subsequent calculation of the vertical movement of the reference wheel.
- the measured transverse profiles must necessarily be specified in a common space-fixed reference system. This can be ensured, for example, by a measuring frame oriented parallel to the track plane, on which a profile measuring device which can be displaced in the longitudinal direction is placed.
- an optical measurement of the transverse profiles by means of laser light section from a moving vehicle is conceivable.
- the fixed spatial reference for example, by the combination of profiling with an inertial (gyro) can be produced. The position of the moving measuring system in the room is continuously determined and recorded.
- a first particularly advantageous embodiment relates to a direct mechanical scanning of the geometry of the track.
- a measuring roller 1 which is movable vertically and horizontally in a measuring base 2 aligned parallel to the track plane is guided with the shape of the reference wheel profile over the area of the possible vertical lowering 3.
- the lowering of the measuring roller 1 on the taxiway 4 is continuously recorded and subsequently evaluated using an evaluation software.
- a second embodiment relates to a profile measurement and subsequent calculation of the vertical wheel movement with an indirect method.
- a measurement of the transverse profiles of the track component is carried out with subsequent calculation of the vertical movement of the reference wheel.
- the measured transverse profiles must necessarily be specified in a common space-fixed reference system. This can be ensured, for example, by a measuring frame oriented parallel to the track plane, on which a profile measuring device which can be displaced in the longitudinal direction is placed.
- an optical measurement of the transverse profiles by means of laser light section from the moving vehicle is conceivable.
- the fixed spatial reference for example, by the combination of profiling with an inertial (gyro) can be produced. The position of the moving measuring system in the room is continuously determined and recorded.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Measurement Of The Respiration, Hearing Ability, Form, And Blood Characteristics Of Living Organisms (AREA)
- Jib Cranes (AREA)
- Apparatus For Radiation Diagnosis (AREA)
- Length Measuring Devices By Optical Means (AREA)
- Moving Of The Head To Find And Align With The Track (AREA)
Abstract
Description
Die Erfindung betrifft ein Verfahren zur Prüfung und Beurteilung einer Geometrie
von Gleisbauteilen von Schienenverkehrswegen in einem Bereich, in dem
diese Gleisbauteile von Rädern von Schienenfahrzeugen berührt werden, einer
sog. Überlaufgeometrie.
Zur Gewährleistung eines sicheren und wirtschaftlichen Bahnbetriebes müssen
Gleisbauteile - wie beispielsweise Herzstücke in Weichen, Schienenauszüge
o.ä. - bezüglich ihres geometrischen Zustandes einer regelmäßigen Inspektion
und im Bedarfsfall einer Instandsetzung unterzogen werden, so dass eine weitere
Schädigung bzw. ein Versagen des Bauteils bis zur nachfolgenden Inspektion
auszuschließen ist. Für eine im Vorfeld der Instandsetzung durchzuführende
schweißtechnische Arbeitsaufnahme müssen Abweichungen von einer vorgegebenen
Sollgeometrie (beispielsweise Ausfahrungen an Herzstück und Flügelschiene)
gemessen werden, um daraus notwendige Korrekturmaßnahmen
ableiten zu können.
Im Stand der Technik gemäß Fig. 1 umfasst eine Prüfung der Überlaufgeometrie
lediglich eine Prüfung und Beurteilung einer Herzstückrampe und einer
Herzstück-Spitze 7 unter Verwendung einfacher Messmittel (Lineal, M esskeil
oder Messpunkttaster). Hierbei zeigt Fig. 1a die Verwendung eines Messpunkttasters
9, Fig. 1 b eines Lineals 10 sowie Fig. 1 c einer Herzstückmesslehre
11. Zusätzlich wird eine Höhendifferenz zwischen der Oberkante von Herzstück
und einer Flügelschiene 6 in einem Querschnitt "L1", einem theoretischen
Radüberlauf, und "L" mit Hilfe einer Herzstückmesslehre gemessen.
Nachteil dieser Messverfahren ist jedoch, dass diese ungenau, zeitraubend und
stark von subjektiven Einflüssen von bedienendem und auswertendem Personal
geprägt sind. Desweiteren kann aus erfassten Messgrößen nur unzureichend
auf dynamische Auswirkungen von festgestellten Abweichungen von der Sollgeometrie
geschlossen werden, da die Herzstückrampe nur punktuell erfasst
wird und sich eine tatsächliche vertikale Bewegung eines Rades aufgrund einer
Profilgeometrie von Rad und Schiene deutlich von dem mittels Bezug auf eine
Schienenoberkante erfassten Rampenverlauf unterscheiden kann. The invention relates to a method for testing and assessing a geometry of track components of rail traffic routes in an area in which these track components are touched by wheels of rail vehicles, a so-called. Overflow geometry.
To ensure safe and economical railway operation track components - such as frogs in points, rail extensions o.ä. - be subjected to a regular inspection and, if necessary, a repair with regard to their geometric condition, so that further damage or failure of the component can be ruled out until the subsequent inspection. Deviations from a given target geometry (for example, extensions on the frog and wing rail) must be measured in order to be able to derive necessary corrective measures.
In the state of the art according to FIG. 1 , a check of the overflow geometry comprises only a check and evaluation of a frog ramp and a
The disadvantage of these measuring methods, however, is that they are inaccurate, time-consuming and heavily influenced by the subjective influences of operating and evaluating personnel. Furthermore, it can be inferred from detected measured variables insufficiently on dynamic effects of observed deviations from the desired geometry, since the heart piece ramp is detected only selectively and an actual vertical movement of a wheel due to a profile geometry of the wheel and rail clearly from the detected by reference to a rail top Ramp history can differ.
Aus DE 24 60 618 A1 ist ein fahrbares Gerät zur Messung einer Gleislage, d.h.
der Höhenlage und der Spurweite eines Gleises, bekannt. Hierbei rollt ein
Fahrgestellrahmen auf insgesamt drei Gleisrollen bzw. Rädern über das Gleis.
Die Höhenlage des Gleises wird mit Hilfe eines auf dem Fahrgestellrahmen angebrachten
Theodoliten, die Spurweite über einen verstellbaren Ausleger des
Fahrgestellrahmens ermittelt. Eine Prüfung und Beurteilung einer Geometrie
von einzelnen Gleisbauteilen ist mit diesem Gerät jedoch nicht möglich.
Es ist somit Aufgabe der Erfindung, ein Verfahren bereitzustellen, mit dem die
Nachteile des Standes der Technik bei der Beurteilung der Überlaufgeometrie
von Gleisbauteilen gelöst werden.
Diese Aufgabe wird in Verbindung mit dem Oberbegriff des Hauptanspruches
erfindungsgemäß durch die in Anspruch 1 angegebenen Merkmale gelöst.
Hierbei wird der räumliche Verlauf der Bahnkurve eines mit einem Referenzradprofil
versehenen Rades beim Überrollen des jeweiligen Gleisbauteils in einem
raumfesten Koordinatensystem direkt oder indirekt bestimmt und anschließend
hinsichtlich seiner dynamischen Auswirkungen bewertet.
Vorteil ist hierbei, dass die Aussagekraft der Prüfung des geometrischen Zustandes
durch die erfindungsgemäße Bestimmung der Vertikalbewegung eines
das Bauteil überrollenden Rades in einem raumfesten Koordinatensystem und
deren anschließende computergestützte Bewertung wesentlich verbessert und
objektiviert wird. Insbesondere wird eine gegenüber dem Stand der Technik
höhere Messgenauigkeit bei gleichzeitig höherer Messgeschwindigkeit erzielt.
Dabei wird erstmals der gesamte Bereich der konstruktiv bedingten Absenkung
und anschließenden Anhebung des Rades (Flügelschienenknick bis K-Punkt)
kontinuierlich erfasst und beurteilt. Zudem ist es nun möglich, auch die Auswirkungen
des Querprofilverschleißes von Flügelschiene und/oder Herzstück auf
den Radüberlauf zu bestimmen.
Untersuchungen haben gezeigt, dass ein direkter Zusammenhang zwischen der
vertikalen Radbewegung und den auftretenden Kräften zwischen Rad und
Schiene und damit weiterführend der Bauteilschädigung besteht. Für die Größe
der Kräfte ist dabei nicht nur die Amplitude der Vertikalbewegung des R adschwerpunktes,
sondern auch der Anstieg und die Krümmung seiner Bahnkurve
entscheidend. Daher müssen für diese Größen entsprechende Eingriffsschwellen
für die Instandsetzung vorgegeben werden, siehe Fig. 2. Die konkrete
Festlegung der Eingriffsschwellen wird von zahlreichen Randbedingungen beeinflusst
und muss auf der Basis einer technischen und wirtschaftlichen Analyse
durch den Infrastrukturbetreiber erfolgen.
Anspruch 2 beinhaltet ein zu Anspruch 1 reziprokes Verfahren. Hierbei wird ein
Verschleißzustand von Rädern von Schienenfahrzeugen ermittelt, indem der
räumliche Verlauf der Bahnkurve des jeweiligen Rades beim Überrollen eines
Referenzgleisbauteils in einem raumfesten Koordinatensystem direkt oder indirekt
bestimmt und anschließend hinsichtlich seiner dynamischen Auswirkungen
bewertet wird. Mit diesem Verfahren kann vorteilhaft auch der Verschleißzustand
von Räder von Messmitteln ermittelt werden, die über einen Gleiskörper
bewegt werden, insbesondere von dem mit dem Referenzradprofil versehenen
Rad aus Anspruch 1.
Die erfindungsgemäße Bestimmung der vertikalen Bahnkurve des Rades erfolgt
unter Verwendung eines geeigneten Referenzradprofils, das in einer definierten
Position (z.B. Radsatzmittelstellung) über das Bauteil geführt wird. Dies kann
sowohl direkt (Messen der Vertikalbewegung) als auch indirekt (rechnerisch)
geschehen, wobei für die Berechnung der vertikalen Radbewegung die vorherige
Messung der wegveränderlichen Querprofile des Gleisbauteiles in einem
raumfesten Referenzsystem notwendig ist.
Nach Anspruch 3 wird bei einer direkten mechanischen Abtastung der Geometrie
des Gleises eine in einer parallel zur Gleisebene ausgerichteten Messbasis
vertikal und horizontal bewegliche Messrolle mit der Form des Referenzradprofils
über den Bereich der möglichen vertikalen Absenkung geführt. Der Absenkungsverlauf
der Messrolle über dem Rollweg wird dabei kontinuierlich erfasst
und im Anschluss mit Hilfe einer Auswertesoftware bewertet. Bei großen erforderlichen
Stützweiten der Messbasis ist ggf. eine Möglichkeit zur Kompensation
der Durchbiegung der Messbasis vorzusehen, insbesondere eine "optische
Sehne".
Nach Anspruch 4 wird bei einem indirekten Verfahren eine Vermessung d er
Querprofile des Gleisbauteils mit anschließender Berechnung der Vertikalbewegung
des Referenzrades durchgeführt. Dabei müssen die gemessenen
Querprofile unbedingt in einem gemeinsamen raumfesten Bezugssystem angegeben
werden. Dies kann z.B. durch einen parallel zur Gleisebene ausgerichteten
Messrahmen, auf den ein in Längsrichtung verschiebbares Profilmessgerät
aufgesetzt wird, sichergestellt werden. Darüber hinaus ist auch eine optische
Vermessung der Querprofile mittels Laser-Lichtschnitt von einem fahrenden
Fahrzeug aus denkbar. Hier kann der feste Raumbezug beispielsweise durch die Kombination der Profilmesstechnik mit einem Inertialsystem (Kreiselplattform)
hergestellt werden. Dabei wird die Lage des sich bewegenden Messsystems
im Raum kontinuierlich bestimmt und aufgezeichnet. Mit Hilfe dieser
Informationen wird anschließend eine Transformation der gemessenen Querprofile
in die Gleisebene durchgeführt.
Bei der Querprofilmessung ist generell ein möglichst kleines Abtastintervall zu
wählen, um eine realitätsnahe Bahnkurve des Radschwerpunktes zu erhalten.
Anschließend wird unter Verwendung des Referenzradprofils eine berührgeometrische
Berechnung durchgeführt, bei der für jeden Messquerschnitt die vertikale
Lage des Rades bestimmt wird. Somit erhält man auch hier die vertikale
Bahnkurve des Rades, die nun für eine weitere Beurteilung zur Verfügung
steht. Reicht die Anzahl bzw. Dichte der Messquerschnitte nicht aus, um die
Bahnkurve des Rades hinlänglich genau zu bestimmen, kann die Auswertung
auch für zusätzliche interpolierte Gleisquerschnitte erfolgen.From DE 24 60 618 A1 a mobile device for measuring a track position, ie the altitude and the track width of a track, known. Here a chassis frame rolls over the track on a total of three track rollers or wheels. The height of the track is determined by means of a mounted on the chassis frame theodolites, the gauge via an adjustable boom of the chassis frame. However, a test and assessment of a geometry of individual track components is not possible with this device.
It is therefore an object of the invention to provide a method with which the disadvantages of the prior art in the assessment of the overflow geometry of track components are solved.
This object is achieved in connection with the preamble of the main claim according to the invention by the features specified in
Here, the spatial course of the trajectory of a wheel provided with a reference wheel profile when rolling over the respective track component in a spatially fixed coordinate system is determined directly or indirectly and then evaluated with regard to its dynamic effects.
The advantage here is that the validity of the test of the geometric state by the inventive determination of the vertical movement of a component rolling over the wheel in a spatially fixed coordinate system and their subsequent computer-aided evaluation significantly improved and objectified. In particular, a higher than the prior art measurement accuracy is achieved at the same time higher measurement speed. For the first time, the entire area of the design-related lowering and subsequent lifting of the wheel (wing rail bend to K point) is continuously recorded and assessed. In addition, it is now possible to determine the effects of the cross profile wear of wing rail and / or frog on the wheel overflow.
Investigations have shown that there is a direct relationship between the vertical wheel movement and the forces occurring between wheel and rail and thus further damage to the component. For the size of the forces, not only the amplitude of the vertical movement of the center of gravity R, but also the rise and the curvature of its trajectory are decisive. Therefore, appropriate intervention thresholds for the repair must be specified for these quantities, see Fig. 2. The concrete definition of the intervention thresholds is influenced by numerous boundary conditions and must be based on a technical and economic analysis by the infrastructure manager.
The inventive determination of the vertical trajectory of the wheel is carried out using a suitable Referenzradprofils that is performed in a defined position (eg Radsatzmittelstellung) on the component. This can be done both directly (measuring the vertical movement) and indirectly (computationally), wherein for the calculation of the vertical wheel movement, the previous measurement of wegveränderlichen cross sections of the track component in a spatially fixed reference system is necessary.
According to
In accordance with
In cross-section measurement, the smallest possible sampling interval is generally to be selected in order to obtain a realistic trajectory of the center of gravity of the wheel.
Subsequently, using the reference wheel profile, a contact geometric calculation is carried out, in which the vertical position of the wheel is determined for each measuring cross section. Thus you get here also the vertical trajectory of the wheel, which is now available for further evaluation. If the number or density of the measuring cross-sections is not sufficient to determine the trajectory of the wheel sufficiently accurately, the evaluation can also be carried out for additional interpolated cross-sections.
Die Erfindung wird nachstehend anhand zweier Ausführungsbeispiele und einer Zeichnung mit vier Figuren näher erläutert. Die Zeichnung zeigt in
- Fig. 1
- schematisch Verfahren zur Beurteilung der Überlaufgeometrie von
Gleisbauteilen gemäß dem Stand der Technik und hierbei in
- Fig. 1a
- mit einem Messpunktraster,
- Fig. 1 b
- mit einem Lineal,
- Fig. 1c
- mit einer Herzstückmesslehre;
- Fig. 2
- einen beispielhaften gemessenen Verlauf einer Radabsenkung in einem Herzstückbereich,
- Fig. 3
- schematisch Verfahren zur Beurteilung der Überlaufgeometrie einer Weiche mittels einer Messrolle in Draufsicht,
- Fig. 4
- schematisch Verfahren zur Beurteilung der Überlaufgeometrie einer Weiche mittels einer Messrolle als vertikales Schnittbild.
- Fig. 1
- schematically a method for assessing the overflow geometry of track components according to the prior art and hereby in
- Fig. 1a
- with a measuring point grid,
- Fig. 1 b
- with a ruler,
- Fig. 1c
- with a heart gauge;
- Fig. 2
- an exemplary measured course of a wheel reduction in a frog area,
- Fig. 3
- schematic method for assessing the overflow geometry of a switch by means of a measuring roller in plan view,
- Fig. 4
- schematically a method for assessing the overflow geometry of a switch by means of a measuring roller as a vertical sectional image.
Ein erstes besonders vorteilhaftes Ausführungsbeispiel betrifft eine direkte mechanische
Abtastung der Geometrie des Gleises. Gemäß Fig. 3 und Fig. 4 wird
eine in einer parallel zur Gleisebene ausgerichteten Messbasis 2 vertikal und
horizontal bewegliche Messrolle 1 mit der Form des Referenzradprofils über
den Bereich der möglichen vertikalen Absenkung 3 geführt. Der Absenkungsverlauf der Messrolle 1 über dem Rollweg 4 wird dabei kontinuierlich erfasst
und im Anschluss mit Hilfe einer Auswertesoftware bewertet. Bei großen erforderlichen
Stützweiten ist ggf. eine Möglichkeit zur Kompensation der Durchbiegung
der Messbasis 2 vorzusehen (z.B. eine "optische Sehne").
Ein zweites Ausführungsbeispiel betrifft eine Profilmessung und anschließende
Berechnung der vertikalen Radbewegung mit einem indirekten Verfahren. Hierbei
wird eine Vermessung der Querprofile des Gleisbauteils mit anschließender
Berechnung der Vertikalbewegung des Referenzrades durchgeführt. Dabei
müssen die gemessenen Querprofile unbedingt in einem gemeinsamen raumfesten
Bezugssystem angegeben werden. Dies kann z.B. durch einen parallel
zur Gleisebene ausgerichteten Messrahmen, auf den ein in Längsrichtung verschiebbares
Profilmessgerät aufgesetzt wird, sichergestellt werden. Darüber
hinaus ist auch eine optische Vermessung der Querprofile mittels Laser-Lichtschnitt
vom fahrenden Fahrzeug aus denkbar. Hier kann der feste Raumbezug
beispielsweise durch die Kombination der Profilmesstechnik mit einem
Inertialsystem (Kreiselplattform) hergestellt werden. Dabei wird die Lage des
sich bewegenden Messsystems i m Raum kontinuierlich bestimmt und aufgezeichnet.
Mit Hilfe dieser Informationen wird anschließend eine Transformation
der gemessenen Querprofile in die Gleisebene durchgeführt.
Bei der Querprofilmessung ist generell ein möglichst kleines Abtastintervall zu
wählen, um eine realitätsnahe Bahnkurve des Radschwerpunktes zu erhalten.
Anschließend wird unter Verwendung des Referenzradprofils eine berührgeometrische
Berechnung durchgeführt, bei der für jeden Messquerschnitt die vertikale
Lage des Rades bestimmt wird. Somit erhält man auch hier die vertikale
Bahnkurve des Rades, die nun für eine weitere Beurteilung zur Verfügung
steht. Reicht die Anzahl bzw. Dichte der Messquerschnitte nicht aus, um die
Bahnkurve des Rades hinlänglich genau zu bestimmen, kann die Auswertung
auch für zusätzliche interpolierte Gleisquerschnitte erfolgen. A first particularly advantageous embodiment relates to a direct mechanical scanning of the geometry of the track. According to FIG. 3 and FIG. 4, a measuring
A second embodiment relates to a profile measurement and subsequent calculation of the vertical wheel movement with an indirect method. In this case, a measurement of the transverse profiles of the track component is carried out with subsequent calculation of the vertical movement of the reference wheel. In this case, the measured transverse profiles must necessarily be specified in a common space-fixed reference system. This can be ensured, for example, by a measuring frame oriented parallel to the track plane, on which a profile measuring device which can be displaced in the longitudinal direction is placed. In addition, an optical measurement of the transverse profiles by means of laser light section from the moving vehicle is conceivable. Here, the fixed spatial reference, for example, by the combination of profiling with an inertial (gyro) can be produced. The position of the moving measuring system in the room is continuously determined and recorded. With the help of this information, a transformation of the measured transverse profiles into the track level is then carried out.
In cross-section measurement, the smallest possible sampling interval is generally to be selected in order to obtain a realistic trajectory of the center of gravity of the wheel.
Subsequently, using the reference wheel profile, a contact geometric calculation is carried out, in which the vertical position of the wheel is determined for each measuring cross section. Thus you get here also the vertical trajectory of the wheel, which is now available for further evaluation. If the number or density of the measuring cross-sections is not sufficient to determine the trajectory of the wheel sufficiently accurately, the evaluation can also be carried out for additional interpolated cross-sections.
- 11
- Messrollemeasuring roller
- 22
- Messbasismeasuring base
- 33
- Bereich der vertikalen AbsenkungRange of vertical lowering
- 44
- Rollwegtaxiway
- 55
- Bewegungsrichtung der MessrolleDirection of movement of the measuring roller
- 66
- Flügelschienewing rail
- 77
- Herzstück-SpitzeHeart-tip
- 88th
- Flügelschienewing rail
- 99
- MesspunkttasterMeasuring point switch
- 1010
- Lineal im QuerprofilRuler in cross section
- 1111
- HerzstückmesslehreHeart gauge
Claims (4)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004016828A DE102004016828A1 (en) | 2004-04-01 | 2004-04-01 | Method for testing and assessing overflow geometry of track components |
DE102004016828 | 2004-04-01 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1582429A1 true EP1582429A1 (en) | 2005-10-05 |
EP1582429B1 EP1582429B1 (en) | 2008-03-05 |
Family
ID=34877741
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05000969A Active EP1582429B1 (en) | 2004-04-01 | 2005-01-19 | Method for inspection and assessment of an overrun geometry of track components |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1582429B1 (en) |
AT (1) | ATE388071T1 (en) |
DE (2) | DE102004016828A1 (en) |
DK (1) | DK1582429T3 (en) |
ES (1) | ES2298869T3 (en) |
Cited By (3)
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EP1747422A1 (en) * | 2004-04-06 | 2007-01-31 | Witt Industrie Elektronik GmbH | Method and device for detecting the condition of and machining switches in track systems |
CN113147827A (en) * | 2021-05-28 | 2021-07-23 | 中车青岛四方车辆研究所有限公司 | ATO control method and system for improving availability of train wheel correction and automatic driving system |
CN115140116A (en) * | 2022-07-29 | 2022-10-04 | 中国铁道科学研究院集团有限公司 | Method and device for evaluating geometric irregularity state of railway turnout zone track |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102009058190A1 (en) | 2009-12-15 | 2011-06-16 | Db Netz Ag | Method and device for profiling an overflow geometry of track components |
DE102010022419A1 (en) * | 2010-06-01 | 2011-12-01 | Leonhard Weiss Gmbh & Co. Kg | Method for manufacturing auxiliary rail track as gauge for polishing defined ramp on rail of rail track, involves measuring polished vertical exaggeration at predetermined location of rail |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2460618A1 (en) | 1974-12-09 | 1976-06-10 | Plasser Bahnbaumasch Franz | MOBILE DEVICE FOR MEASURING THE TRACK POSITION |
WO1996000159A1 (en) * | 1994-06-23 | 1996-01-04 | Groenskov Leif | Arrangement for measuring the quality of rails, in which a movable frame is connected to the bogie |
DE19827271A1 (en) * | 1998-06-19 | 1999-12-23 | Andreas Mueller | Sensor supported ON LINE determination system with evaluation of wheel and track related data during train travel |
DE10040139A1 (en) * | 2000-08-13 | 2002-03-07 | Dwa Deutsche Waggonbau Gmbh | Intertia measurement and imaging method for assessing rail wear, using contour profiles generated by video images from imaging systems provided for each rail |
US20020077733A1 (en) * | 1999-06-15 | 2002-06-20 | Andian Technologies | Geometric track and track/vehicle analyzers and methods for controlling railroad systems |
-
2004
- 2004-04-01 DE DE102004016828A patent/DE102004016828A1/en not_active Ceased
-
2005
- 2005-01-19 DE DE502005003043T patent/DE502005003043D1/en active Active
- 2005-01-19 ES ES05000969T patent/ES2298869T3/en active Active
- 2005-01-19 AT AT05000969T patent/ATE388071T1/en active
- 2005-01-19 DK DK05000969T patent/DK1582429T3/en active
- 2005-01-19 EP EP05000969A patent/EP1582429B1/en active Active
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2460618A1 (en) | 1974-12-09 | 1976-06-10 | Plasser Bahnbaumasch Franz | MOBILE DEVICE FOR MEASURING THE TRACK POSITION |
WO1996000159A1 (en) * | 1994-06-23 | 1996-01-04 | Groenskov Leif | Arrangement for measuring the quality of rails, in which a movable frame is connected to the bogie |
DE19827271A1 (en) * | 1998-06-19 | 1999-12-23 | Andreas Mueller | Sensor supported ON LINE determination system with evaluation of wheel and track related data during train travel |
US20020077733A1 (en) * | 1999-06-15 | 2002-06-20 | Andian Technologies | Geometric track and track/vehicle analyzers and methods for controlling railroad systems |
DE10040139A1 (en) * | 2000-08-13 | 2002-03-07 | Dwa Deutsche Waggonbau Gmbh | Intertia measurement and imaging method for assessing rail wear, using contour profiles generated by video images from imaging systems provided for each rail |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1747422A1 (en) * | 2004-04-06 | 2007-01-31 | Witt Industrie Elektronik GmbH | Method and device for detecting the condition of and machining switches in track systems |
CN113147827A (en) * | 2021-05-28 | 2021-07-23 | 中车青岛四方车辆研究所有限公司 | ATO control method and system for improving availability of train wheel correction and automatic driving system |
CN115140116A (en) * | 2022-07-29 | 2022-10-04 | 中国铁道科学研究院集团有限公司 | Method and device for evaluating geometric irregularity state of railway turnout zone track |
CN115140116B (en) * | 2022-07-29 | 2023-09-12 | 中国铁道科学研究院集团有限公司 | Method and device for evaluating geometrical irregularity state of railway turnout area track |
Also Published As
Publication number | Publication date |
---|---|
DE102004016828A1 (en) | 2005-10-27 |
EP1582429B1 (en) | 2008-03-05 |
DK1582429T3 (en) | 2008-04-14 |
ES2298869T3 (en) | 2008-05-16 |
DE502005003043D1 (en) | 2008-04-17 |
ATE388071T1 (en) | 2008-03-15 |
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