EP1614602B1 - Device for measuring of condition data of a rolling wheelset of a railbound vehicle - Google Patents

Abstract

Apparatus for measuring condition data for a rolling wheel set (14) of a railway rolling stock comprises at least one, preferably at least 2, contactless distance sensor (3) for determining the wheel flange height (Sn) vertical to the under the passing wheel flange (5) next to the rail (4). The obtained distance value (Sx) is supplied to an analysing device (4) which determines the wear (Sa) of the wheel running surfaces (5) of the average wheel diameter (DL).

Description

The invention relates to a device for measuring state data on a rolling wheel of a scooter-bound vehicle according to the preamble of patent claim 1.

The geometry of the wheel-rail contact significantly determines the driving behavior of rail vehicles and at the same time significantly influences the wear on the wheelsets and the rails. In particular, the track position, curves and, of course, the running behavior in the transverse direction (sinusoidal run) can lead to greatly differing wear. If it comes to the flange start-up (in curves or at high speeds), forces must be transmitted safely between wheel flange and rail. A "climbing" of the wheel flange is undesirable. Vehicle and track operators are therefore always interested in knowing the status data of rolling wheelsets in order to prevent damage to the track and the vehicle, to increase safety on the rail networks, to control maintenance intervals or to give the vehicle operators damaging, defective wheelsets with higher overriding charges strain.

The status data for wheel sets or wheels could previously only be determined quasi-statically in repair shops. Here, the wheel profile was scanned manually with gauges and characterized the wear on the treads and flange margins determined. For this, however, the rail vehicle had to be transported to a special repair shop and made accessible so that the wheel profile could be scanned manually. Such a measuring method is very complicated and in particular for the comprehensive control of overrunning rail vehicles with some different vehicle operators hardly feasible.

However, out of the EP 1 198 377 B1 a dynamic monitoring device of railway wheels, which measures the out-of-roundness of all rolling over a track track wheelsets. For this purpose, a monitoring device is clamped on both rails of the track section, which consists essentially of a strip which is arranged along the rail, that a vorbeirollendes vehicle this moves with the flange vertically downwards. The strip is supported by several inclined leaf springs, which hold the strip at rest in a certain starting position parallel to the running surface of the rail. Below the strip, a displacement transducer is mounted, which measures the distance of the depressed by the wheel flange strip and an electronic evaluation device supplies. In this case, at least one full Radumdrehung is detected by the bar or more such strips behind each other as a measuring section and determined by the electronic evaluation device, if a wheel is out of round. Although such a monitoring device should be able to determine a runout of 0.1 mm, but should only be suitable for slow crossing speeds of specified 8 km / h. Even if this monitoring device can not only be used for measuring out-of-roundness, but can also detect any difference in diameter, it is obviously unsuitable for nationwide monitoring of the wheelsets of fast-moving train connections.

From the DE-PS 1 194 892 However, a measuring device for rail vehicle wheels is known, which detects the depth of flats regardless of the driving speed. For this purpose, a so-called auxiliary rail is mounted in parallel to the rail at this isolated, which is an electrical capacitor forms whose capacity assumes a certain value when rolling over a wheel. In this case, the capacity changes abruptly when rolling past a flat, from which then the flat is derivable. Such a monitoring device is due to the necessary pulse-like capacitance change suitable only for a flat spot detection, so that other changes to the vehicle wheels are not measurable. So it is particularly often necessary to determine the wear-related abrasion on the entire tread of the rail vehicle, because this damage to the track or security hazards should be prevented.

From the US-A-5577690 For example, a device for measuring state data on a rolling wheelset of a rail-bound vehicle is known. For detecting the flange height vertically below the passing wheel flange of the rail vehicle at least one non-contact measuring distance sensor is provided. This distance sensor is connected to an evaluation device which determines at least the wear of the horizontal rail wheel running surface from a distance value. The device further comprises at least one incorporated in the rail head non-contact distance sensor, which detects the distance to the horizontal Schienenradlauffläche. However, this device is exclusively designed to determine state data of individual wheels.

In the DE 101 01 601 A1 a device for measuring state data on a rolling wheel of a rail vehicle is described in which at least one non-contact distance sensor is provided for detecting the flange height vertically below the passing wheel flange of the rail vehicle wheel. This distance sensor is connected to an evaluation device, which consists of a distance value at least the wear of the horizontal Rail wheel running surface determined. However, this measuring device is only used to determine the flange height, so that no conclusion on the wear on the rails is possible.

From the DE 102 25 071 A1 a device for determining the transverse dimension of two wheels of a rail vehicle is known. For this purpose, a device for determining the axial distance of two wheels mounted on an axle of a rail vehicle is disclosed. The measuring device has two non-contact measuring horizontally arranged distance sensors at the level of the passing vehicle wheels between the rails, which detect the horizontal distances to the vertical vehicle wheel end faces. In this case, the axial distance between the vehicle wheels is determined by an evaluation device from the detected distances. This device is used for tracking inspection, with no status data of the wheels can be determined therefrom.

From the US-A-5 636 026 For example, a device for measuring state data on a rolling wheelset of a rail-bound vehicle is known. In this device, at least one non-contact distance sensor is provided for detecting the flange height vertically below the passing wheel flange of the rail vehicle wheel. In this case, the distance sensor is connected to an evaluation device, which determines at least the wear of the horizontal Schienenradlauffläche from a distance value. The device further comprises at least one further non-contact distance sensor, which detects the distance to the horizontal Schienenradlauffläche. In this device, the horizontal distance to the vertical Radstirnfläche is also detected by non-contact measuring horizontally arranged distance sensors along at least one track between the rails the horizontal distance and the track between two opposite determined on an axle arranged wheels using the evaluation device. Since this device mainly serves to determine the condition data of wheels, it is not suitable for obtaining conclusions about the condition of the rail running surface.

The invention is therefore based on the object to improve a device for state data acquisition on a rolling wheelset of a rail vehicle so that can be detected reliably and with the simplest means in addition to the wear on the wheels wear and tear on the rails.

This object is achieved by the invention defined in claim 1. Further developments and advantageous embodiments of the invention are specified in the dependent claims.

The invention has the advantage that can be measured by the non-contact distance sensors on the inner Radstirnflächen the transverse or axial displacement of the continuous wheelset. As a result, at the same time a symmetrical straight-line run, a permissible shaft run (sinusoidal run) or a damage-dependent reciprocal flange start-up can be determined as a so-called zig-7ack run at a fast driving speed of a train. This can be detected in particular with high precision if the axially and horizontally arranged distance sensors are provided on a measuring path of the length of at least one wheel revolution. With distance sensors on a measuring path of the length of at least one wheel circumference can also be calculated at the same time the transit speed and is advantageously monitoring a predetermined speed limit monitored. The invention additionally has the advantage that when a so-called zigzag run is detected, the speed is less subject to damage can be specified, through which the safety of rail traffic is increased and at the same time the wear on the rail network can be reduced.

The invention also has the advantage that even with only one distance sensor below the passing vehicle wheel per rail, the individual wheelsets can be monitored even at fast crossing on wear-prone excessive wear. This is basically possible in the entire track network, so that the track network can be protected nationwide against such harmful rail vehicles. It has been found to be advantageous that the individual wheels are worn evenly in their tread most evenly, so that even from a single distance measurement of the wheel flange on the tread wear of the respective rail vehicle wheel can be closed and at default of a limit the defective wheelsets are immediately detectable. As a result, not only the safety on the rail network can be improved, but at the same time the wear on the rail running surfaces is significantly herabsetzbar. Since the invention proceeds from a contactless measuring system, it is largely maintenance-free, has little interference and can be reliably operated for a long time.

Due to the arrangement of the distance sensors below the flange directly adjacent to the rails, the measuring device is advantageously very space-saving to install and can be provided practically at any point in the track network. In this case, sensors can be used by the non-contact displacement measurement, which make the measuring device largely insensitive to contamination, dust, temperature fluctuations and mechanical damage. Due to the reference size of the wheel flange height a very high accuracy in the measurement of the tread wear is achieved by a simple displacement measurement with distance sensors, since the flange diameter the rail vehicle wheels is not subject to wear and is usually produced with a manufacturing accuracy of +/- 0.3 mm.

In a particular embodiment of the invention, it is provided to provide a plurality of distance sensors along the rail, so that when sampling an entire wheel circumference advantageously also flat tines and out-of-roundnesses can be determined. At the same time, the measuring accuracy is also increased, since a measuring distance of approximately 4 m results, which is preferably equipped with at least four distance sensors, from which an average tread wear can be calculated with the aid of an electronic evaluation device.

In a further particular embodiment of the invention, non-contact distance sensors are additionally provided on the inner Radstirnflächen provided by the advantageously still the transverse or axial displacement of the continuous wheelset can be measured. As a result, at the same time a symmetrical straight-line run, a permissible shaft run (sinusoidal run) or a damage-dependent alternating flange start-up can be determined as a so-called zig-zag run when the speed of a train is fast. This can be detected in particular with high precision if the axially and horizontally arranged distance sensors are provided on a measuring path of the length of at least one wheel revolution. With distance sensors on a measuring section of the length of at least one wheel circumference can also be calculated at the same time the transit speed and is advantageously monitoring a predetermined speed limit monitored. The invention also has the advantage that, when a so-called zigzag run is detected, a less damage-prone speed can be predetermined by which the safety of the rail traffic is increased and, at the same time, the wear on the rail network can be reduced.

In an additional embodiment of the invention it is provided that a plurality of distance sensors are arranged radially offset in the rail profile, whereby the wheel profile is scanned at least on the running surfaces. As a result, advantageously different radial tread diameter or flange wear and thus a deviation from the nominal profile of the vehicle wheel can be determined, which lead to a restless and unsafe driving behavior at least at high speed. Advantageously, these distance sensors are provided for profile measurement in bores or transverse crevices of the rail head and sealed sealed, so that the distance sensors protected and the rail recesses do not interfere with the Überfahrvorgang. In the case of a cross-gap recess, an override shoe is additionally provided laterally on the rail, which bridges over a partial interruption of the rail, so that even with fast crossings no so-called joints occur. Through such distance sensors inserted in the rail at the same time a rail wear on the Mcssstcllc crmittclbar when the distance to rail vehicle wheels reduced with a nominal profile. As a result, it is also advantageously possible to monitor the track condition on predetermined routes, thus prompting wear-dependent repair measures in good time or avoiding unnecessary cyclical repair work.

Fig. 1:

einen schematisch dargestellten Ausschnitt eines Schienenbereichs mit einem Abstandssensor vertikal neben einer Schiene;

Fig. 2:

einen schematisch dargestellten Ausschnitt aus einem Radprofil eines Schienenfahrzeuges;

Fig. 3:

eine schematische Darstellung einer Messstreeke mit vier Abstandssensoren unterhalb eines vorbeirollenden Spurkranzes;

Fig. 4:

eine schematische Darstellung eines Gleisabschnitts mit zwei horizontal angeordneten Abstandssensoren im Innenbereich neben den Laufflächen der Schienen;

Fig. 5:

eine schematische Darstellung einer Messstrecke mit vier horizontal angeordneten Abstandssensoren entlang eines Schienenabschnittes;

Fig. 6:

eine schematische Darstellung eines Schienenkopfes mit drei in Bohrungen angeordneter Abstandssensoren;

Fig. 7:

einen Ausschnitt eines in einer Bohrung eingesetzten Abstandssensors;

Fig. 8:

eine schematische Darstellung eines Schienenkopfes mit drei innerhalb eines Querspaltes angeordneter Abstandssensoren, und

Fig. 9:

eine Draufsicht auf den Ausschnitt eines schematisch dargestellten Schienenabschnittes mit im Querspalt angeordneter Abstandssensoren.

The invention will be explained in more detail with reference to an embodiment which is illustrated in the drawing. Show it:

Fig. 1:

a schematically illustrated section of a rail area with a distance sensor vertically next to a rail;

Fig. 2:

a schematically illustrated section of a wheel profile of a rail vehicle;

3:

a schematic representation of a measuring tower with four distance sensors below a vorbeirollenden wheel flange;

4:

a schematic representation of a track section with two horizontally arranged distance sensors in the inner area next to the running surfaces of the rails;

Fig. 5:

a schematic representation of a measuring section with four horizontally arranged distance sensors along a rail section;

Fig. 6:

a schematic representation of a rail head with three arranged in holes distance sensors;

Fig. 7:

a section of a distance sensor used in a bore;

Fig. 8:

a schematic representation of a rail head with three spaced within a transverse gap distance sensors, and

Fig. 9:

a plan view of the section of a schematically illustrated rail section with arranged in the transverse gap distance sensors.

In Fig. 1 The drawing shows a section of a rail area is shown, in which next to a rail 1 below a vorbeirollenden rail vehicle 2, a contactless distance sensor 3 is arranged, which forms an electronic evaluation device 4, a measuring device for measuring the wear on the horizontal Radlaufflächen as state data of a rail vehicle wheel 2 ,

Rail vehicle wheels 2 that have been newly manufactured or newly repaired have very accurate manufacturing dimensions that are suitable as reference dimensions. In this case, commonly used rail vehicle wheels 2 of locomotives of the German Federal Railways AG usually have a tread diameter D _L of 1250 mm, which are manufactured with a tolerance of +/- 0.3 mm. Such rail vehicle wheels 2 have on a tread face for guiding on the rail 1 a flange 6 in the amount of 28 mm, so that therefrom results in a flange diameter D _s of 1.306 mm. Such a flange 6 is subject to its flange 7 no wear and thus is suitable for an accuracy of +/- 0.3 mm as a reference. Moreover, since the rail height Sy is known, from the distance of the flange 6 and a reference point to the rail height Sy the wear or the wear on the horizontal wheel tread 5 can be determined.

These wheel treads 5 are exposed to a strong abrasion at the contact surfaces to the rail 1 at today's fast train speeds (> 160 km / h), so that such rail vehicle wheels 2 must be replaced at least after certain mileage or laboriously repaired. Since such wear but not only depends on the mileage, but also material and speed and depends on the condition of the track, this can basically only be determined by a direct measurement. For safety reasons, at most an abrasion of the tread 5 of 8 mm is permissible, in which at the latest the rail vehicle wheels 2 must be fitted or replaced with new running tires.

For monitoring such wear-prone rail vehicle wheels 2, the invention therefore proposes to measure when crossing a rail vehicle respectively the distance of the flange 6 from a reference to rail height Sy contactless and from the Laufflächenabrieb or wear Sa or the average tread diameter D _L by means of an electronic Evaluation device 4 to calculate. Therefore, at least one distance sensor 3 is preferably arranged in the inner region between the two rails 1 below the vorbcirollenden wheel flanges 6 next to each rail 1. These are non-contact measuring transducers which preferably operate on the inductive measuring principle or represent microwave or ultrasonic transducers. In a specific embodiment, such a distance sensor 3 could also be embedded in the rail head or be provided horizontally next to the rail 1 and from there scan the flange height Sn.

Such contactless displacement transducers are widely used in industrial Messtcchnik and have in particular at small distances up to 50 mm high accuracies of +/- 0.1 mm. Such an inductive displacement sensor is used as a distance sensor 3 on at least one of the sleepers 10, preferably adjacent to each of the two rails 1 arranged, wherein the measuring head 8 must have at least a distance of the maximum allowable wear or, for example, of 10 mm from the rolling flange collar 7 of a novel set of wheels 14 and rail vehicle wheel 2.

Such an inductive distance sensor 3 measures by the inductive influence of the ferromagnetic flange 6 the distance Sx between its measuring head 8 as a measuring surface and the wheel flange 7. To determine the abrasion or wear Sa of the treads 5 or the tread diameter D _L are at least the two opposite Distance sensors 3 a threshold 10 connected to an electrical evaluation device 4, which detects the roll over a wheelset 14, the distance values Sx and caches. From the lowest detected distance value Sx of the wheel flange override 7, the evaluation device 4 calculates with the aid of the given known sensor height Ss and rail height Sy on the common threshold 10 and the predetermined known target wheel flange height Sn according to the equation Sa = Sy-Sx-Sn-Ss To be determined abrasion Sa, which results from an increase in the flange 6 at a wear. Because as in Fig. 2 As shown in more detail in the drawing, the distance value Sx decreases by the abrasion or wear Sa, since the wheel flange height Sn increases by this amount and the reference value Sy and the sensor height Ss are given as known.

With such a measuring device, the tread wear Sa of each rail vehicle wheel 2 can be measured directly when rolling over the train and displayed in a connected display device 11. About the distance Sx and the input of a known target value of the tread diameter D _L of z. B. 1,250 mm but also the actual tread diameter D _{L is} calculated. Advantageously, the two tread diameters D _L and Laufflächenverschleißwerte Sa of a wheelset 14 to detect deviations within the wheelset 14, which indicates a non-uniform wear, flat or ovality, which is particularly risky and damaging to the Glcissystem and should be detected in any case early. In a preferred embodiment, a limit value for the maximum allowable abrasion value Sa of, for example, 8 mm can be entered into the evaluation device 4, bci a rail vehicle is basically no longer roadworthy and also provides for a special wear on the track system. Such exceeding of this limit value can also be signaled immediately and when achcr number of axles the damaged wheelset in the train is also immediately identifiable. For a registered train but can also be determined wear classes are determined to specify the train a certain maximum speed or to calculate from a wear-dependent override fee.

In one embodiment of the invention with two opposing distance sensors 3 on a threshold 10 for measuring the two rail vehicle wheels 2 of a wheelset 14, the angle of the Achsstellung can be determined transversely to the direction of travel, which must not exceed a certain angle value in a straight-ahead or in the so-called wave ,

In a further embodiment of the invention is as in Fig. 3 illustrated in the drawing, a measuring section of the length Su of at least one wheel circumference provided, which preferably contains four non-contact distance sensors (A1, A2, A3, A4). With this measuring device, the rail vehicle wheel 2 or its wheel flange 6 is scanned radially on its entire circumference, wherein the distance sensor A1 and A4 would basically have to measure the same flange center distance Sx. With such a measuring section can by a certain averaging in the electronic evaluation device 4, the measurement accuracy can be increased considerably. By at least four distance sensors A1 to A4 and a runout or flat spots on a rail vehicle 2 can be detected and signalisicrbar accordingly, which usually show by a significant deviation in one of the four distance sensors A1 to A4.

In an additional embodiment of the invention according to Fig. 4 the drawing is provided that in addition to the radially sensing distance sensors 3 are still preferably two axially or horizontally detecting distance sensors A5, A9 are mounted in the inner region between the rails 1. These two non-contact distance sensors A5, A9 are arranged symmetrically to a rail center plane 12 and directed to the vertical end faces 13 of the flange 6. Preferably, it is the same inductively measuring distance sensors 3 as after Fig. 1 the drawing, which are used for radial distance measurement Sx. With these two axially or horizontally measuring distance sensors A5, A9, both the distance S1 to the left rail vehicle wheel 2 and the distance S2 to the right rail vehicle wheel 2 are detected in a wheel set 14 and also fed to the evaluation device 4. Because of the known distance S0 to the middle of the rail middle as the reference plane 12, thereby a possible transverse or axial displacement of the passing wheel set 14 can be determined. By adding the distances S1 and S2, as well as the two distances S0 from the rail center to the distance sensors A5, A9 and the Radstirnflächenabstand AR can be determined, which should correspond to the nominal gauge of 1,425 mm minus the two known flange widths.

Since only one transverse or axial offset is permissible for straight-ahead travel with a straight-ahead travel and a normal sinusoidal course of +/- 3 mm, the measuring device can also use the not permitted stops of the rail flange 6 are detected and signaled on the rail 1 with +/- 5.5 mm axial misalignment. A particularly accurate monitoring of the permissible axial misalignment during straight travel and normal sinusoidal operation is in Fig. 5 The drawing shows where a measuring section with at least four axially or horizontally measuring distance sensors A5, A6, A7, A8 is provided. Through this measuring section of the continuous axial displacement of a wheelset 14 is measured and can be compared with predetermined limits or used for more accurate AR measurement.

In Fig. 6 The drawing shows an embodiment is shown, in which additionally distance sensors A10, A11, A12 are provided in Schichncnkopf 9, with which the profile of the horizontal tread 5 and the vertical tread 18 of the rail vehicle 2 are scanned as additional state data. For this purpose, in addition to the radial distance sensor 3 and the axial distance sensor A5 three more distance sensors A10, A11, A12 are inserted in the rail head 9. In this case, the radial distance sensor 3 could be embedded in the rail head 9 below the distance sensor A12 and scan the wheel flange height Sn. The mounting position in detail is in the cut-out in Fig. 7 the drawing shown. For scanning the horizontal running surface 5 of the rail vehicle wheel 2, two inductive scanning sensors A10, A11 are preferably inserted into two holes 15 in the horizontal running surface 20 of the rail 1 so far that their measuring head 19 is so far from the rail running surface 20 of preferably 10 mm spaced that a very accurate measuring range results and damage is avoided. These distance sensors A10, A11 measure when rolling over a rail vehicle wheel 2 the distance between the recessed sensor heads 19 and the rolling horizontal tread parts 5 of the rail vehicle wheel second

When used in the Deutsche Bundesbahn AG standard rail profile UIC 60 and the well-known rail profile DIN 5573-E1425 would have in the new state of the rail vehicle wheels 2 and symmetrical Radsatzlauf both surface parts directly on the rail running surface 20, so that the detected distance equal to the distance between the sensor head 19 and must correspond to the rail running surface 20 of preferably 10 mm and at the same time as a reference value in the evaluation device 4 is stored. On the other hand, if a distance value measured therefrom differs from this positive, then it can be deduced that the ski vehicle wheel profile is wearing out. Since a significant deviation from the desired wheel profile geometry negatively influences the driving behavior, in particular in track curves, and leads to an increase in the amplitudes of the so-called sinusoidal run, only a certain deviation is permitted, which is predetermined in the evaluation device 4 as a limit value and displayed or signaled when it is exceeded becomes.

Too much sinusoidal run leads in addition to a strong wear of the wheel flange shoulder as a vertical tread 18, so that in the opposite vertical surface of the rail head 9, a further inductive distance sensor A12 is vorsch. This measures the distance between the wheel flange shoulder and the opposite vertical rail head surface. As a result of the simultaneous measurement of the axial displacement of the rail vehicle wheel 2 by the distance sensor A5 and the known distance between the two distance sensors A5 and A12, the evaluation device 4 determines the flange thickness and compares this with a predetermined known setpoint value. As a result, both the flange thickness, an impermissible flange thickness S3, or the damage of the flange cores 18 may be displayed in a display device 11 or signaled by other devices. In such a measurement of several wheel space distances as state data On a measuring section of length Su at least one wheel circumference so that the entire profile of a rolling rail vehicle wheel 2 crmittclbar and evaluated for deviations from a predetermined target profile geometry in the electronic evaluation device 4.

With such a distance measurement, the wear on the rail running surfaces 20 can be determined. For this purpose, only one set of wheels 14 with a desired profile geometry is to be moved symmetrically over the measuring section and the tread spacing of the rail vehicle wheels 2 and the flange thickness S3 are to be measured. If a measured value falls below z. As the Einlassticfc the distance sensors A10 and A11 of 10 mm, this represents a wear of the horizontal rail running surface 20 is.

On the other hand, the evaluation device 4 determines a wear on the vertical rail side surface 18 when the distance values of the distance sensors A5 and A12 fall below a predetermined desired value, which results from a predetermined target flange thickness S3 plus the known distance between the two sensors A5 and A12. Due to the resulting track wear values on the associated track section, its condition values can be displayed at regular intervals and then required repair work can be initiated.

A preferred embodiment for determining the state data of the rail vehicle wheels 2 and the rail wear as shown 6 and 7 the drawing is in 8 and 9 the drawing shown. The distance sensors A10, A11 and A12 are not in the holes, but advantageously arranged in a transverse gap 16 of the rail head 9, which is also retrofitted in a simple manner by means of a cutting device in an existing rail section 1. The transverse gap width corresponds at least to the diameter of Three distance sensors A10, A11 and A12, which scan the wheel geometry similar to the sensors A10 to A12 in Fig. 6 the drawing. For bridging the transverse gap 16, a drive-over shoe 17 is additionally attached laterally in a rail head recess, which allows uninterrupted passage of the rail vehicle wheels 2. The Abstandssensorcn A10 to A12 are preferably fixed with an elastic potting compound in the rail head 9 and are thereby also additionally protected against damaging external influences. For scanning the geometry of the rail vehicle wheels 2, more than three distance sensors can be provided per transverse gap 16, with which then additional measuring points C can be used for better evaluation.

Preferably, the measuring device according to the invention can also be mounted on the measuring section of a rail vehicle scale or another rail force measuring device, in which case existing power supply devices and / or a program-controlled computing device 4 can be used. In particular, taking into account different forces acting on the rolling over of rail vehicle wheels 2 with flat spots or irregularities, these status data can be linked to the detected wheel geometry values in order to increase the accuracy of these measurements.

Claims (11)

1. Device for measuring status data on a rolling wheel set (14) of a rail-mounted vehicle, in which at least one non-contact measuring distance sensor (3) is provided to detect the wheel flange height S_n vertically below the passing wheel flange (6) of the rail vehicle wheel (2), said distance sensor being connected to an evaluation device (4), which determines at least the wear Sa of the horizontal rail wheel running surface (5) from a distance value S_x, and in which at least one non-contact measuring distance sensor (A10, A11) is recessed in the rail head (9) of a rail (1), which sensor detects the distance from the horizontal rail wheel running surface (5), characterised in that on a measuring path of at least a wheel circumference length S_u multiple non-contact measuring horizontally arranged distance sensors (A5 to A8) are provided at the level of the passing wheel flange (6) and along at least one rail (1) between the rails (1) symmetrically to a rail centre plane (12), which sensors detect the horizontal distance S₁ from the vertical wheel flange face (13), that the evaluation device (4) determines axial displacement values of a passing rail vehicle wheel (2) or wheel set (14) from the detected distances S₁ and the known centre distance S_o from the rail centre plane (12) and the wheel face distance A_r, and that the evaluation device (4) compares the respective axial displacement values with predetermined permissible limit values and indicates or displays when such a limit value is exceeded.
2. Device for measuring status data according to claim 1, characterised in that at least one second non-contact measuring horizontally arranged distance sensor (A9) located opposite is provided at the level of the passing wheel flange (6) and along the second rail (1) between the rails (1) symmetrically to the rail centre plane (12), which sensor detects the horizontal distance S₂ from the vertical wheel flange face (13), and that the evaluation device (4) determines the wheel face distance A_r of the passing wheel set (14) from the detected distance values S₁ and S₂ from at least two distance sensors (A5 - A8, A9) located opposite one another by means of the two known distances S_o from the rail centre plane (12).
3. Device for measuring status data according to claim 1 or 2, characterised in that to determine the wheel flange height S_n of rail vehicle wheels (2) arranged on an axle at least two non-contact measuring distance sensors (3) are arranged between the two rails (1) to lie opposite one another on a sleeper (10) or other support surfaces, the measuring heads (8) of which are at a distance S_x of at least 10 mm from the wheel flange tips (7) of new value rail vehicle wheels (2) moving over these.
4. Device for measuring status data according to one of claims 1 to 3, characterised in that the evaluation device (4) calculates the wear S_a on the horizontal wheel running surface (5) or the average running surface diameter D_L of the rail vehicle wheels (2) of a wheel set (14) from the detected distance values S_x from the wheel flange tip (7), the sensor height S_s on the common sleeper (10) or support surface thereof, the rail height Sy on the common sleeper (10) or support surface and a desired wheel flange height S_n or the wheel flange diameter D_s.
5. Device for measuring status data according to claim 4, characterised in that the evaluation device (4) compares the calculated wear value S_a or the average running surface diameter D_L with one or more predetermined limit values and indicates or displays in a display device (11) when these are exceeded.
6. Device for measuring status data according to claim 4 or 5, characterised in that to determine the wear value S_a or the average running surface diameter D_L on a measuring path of at least one wheel circumference length S_u multiple spaced non-contact measuring distance sensors (A1 to A4) are arranged along at least one rail (1).
7. Device for measuring status data according to one of the preceding claims, characterised in that further non-contact measuring distance sensors (A10, A12) are recessed in the rail head (9), which sensors detect the distance from the wheel flange inside surface (18) of a passing rail vehicle wheel (2) and/or the distance of the transition of the horizontal running surface (5) to the wheel flange inside surface (18) of a passing rail vehicle wheel (2).
8. Device for measuring status data according to one of the preceding claims, characterised in that the distance sensors (A10, A11, A12) recessed in the rail head (9) are recessed in bores (15) or in at least one transverse gap (16).
9. Device for measuring status data according to one of claims 8 or 9, characterised in that for interruption-free overtravel the transverse gap (16) is respectively bridged with an overtravel saddle (17) on the longitudinal side of the rail.
10. Device for measuring status data according to one of the preceding claims, characterised in that the evaluation device (4) determines at least the profile of a running surface (5, 18) of the rail vehicle wheel (2) and/or additionally also status data of the wheel flange (6) from the distance values of the distance sensors (A10, A11, A12) recessed into the rail head (9) and the radial and/or axial distance values S_x, S₁, S₂ of at least one of the distance sensors (A1 to A9).
11. Device for measuring status data according to claim 10, characterised in that the evaluation device (4) determines the wear of at least one of the rail running surfaces (20) from the determined distance values when a new value wheel set (14) passes over and displays a wear value for this or when limit values are predetermined indicates when they are exceeded.

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