HU200432B - Measuring method and apparatus for qualifying the condition of railway tracks - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for the qualification of railway tracks and to a method for mounting it on conventional railway vehicles, whereby the measurements can be carried out without changing the driving characteristics of the vehicle.

The main purpose of railway track maintenance is to create the conditions for safe transport. Another task is to increase the speed and load limits of the traffic and the comfort of traveling. Railway tracks must be inspected regularly during maintenance.

Railway safety, speed and axle pressure on a given track, as well as travel comfort are primarily influenced by the state of the track.

During the installation and subsequent maintenance of railway tracks, the track geometry is checked during track maintenance, whereby the track is classified on the basis of the measured data against theoretical data and corrections and repairs are carried out if necessary.

The most well-known method for measuring track geometry is the so-called track. .3 point or stroke method in which the deviation of at least three points of the track forming the track from the straight line is measured along the length of the track. The curvature of the track and the unevenness of the track are calculated based on the deviation from the line (string height). The deviation is measured in both vertical and horizontal directions.

The drawback of the string method is that it does not reliably detect track irregularities whose wavelength is nearly equal to the distance of the two furthest measuring points, or an integer fraction thereof.

This is particularly detrimental to periodic path deformations, which can be reduced by placing the measuring points symmetrically with one another or by using more than three measuring points. However, despite the fact that none of the solutions is perfect, they still make the measurement process much more complicated, but they require the use of special measuring trolleys.

The three-point measurement method described above is completely eliminated by using the so-called inertial measurement method, as described in the international literature as the TRIM (Track Recording Inertial Measurements) method. The essence of this is described below:

Theoretically accurate measurement of the transverse and vertical geometry of the rails should be done in a fixed coordinate system fixed to the Earth. Such a measurement is virtually impossible to carry out while driving in a vehicle, such as a measuring car. However, an approximate measurement can be made by reproducing the stationary coordinate system by integrating twice the vehicle accelerations - with some restrictions. The main point of the limitation is that the double integration is only approximate, since there is no need to integrate the very slowly changing components of the accelerations that characterize the geographical path of the track.

In this way, a coordinate system is obtained which only indicates major changes in the course of the path, while ignoring the larger curves of the geometric path. This coordinate system, on the other hand, is sufficiently capable of detecting track irregularities.

The practical application of the TRIM method involves the use of a well-sprung inert mass on a test car and compares the geometry of the track to this mass. In this way, part of the integration can be done by the inert mass itself, and certain corrections can be made electronically or mathematically.

Both the TRIM method and the string method (the latter with appropriate modifications) are capable of mapping the geometrical errors of railway tracks as a function of the distance traveled. Unfortunately, the measuring vehicles used do not usually reflect the actual operating conditions, since the measuring characteristics of the measuring wagons (weight, axle pressure, suspension, speed, etc.) do not correspond to the driving characteristics of vehicles in normal traffic.

Assuming that the track characteristics of the measuring wagons can be resolved to those of an average vehicle in normal traffic, the safe detection of track faults that jeopardize road safety remains unresolved, as there is no clear correlation between track geometry errors and track offset. . In practice, therefore, they apply strict tolerances to track geometry and take corrective action when tolerances are exceeded.

The aim is to evaluate the condition of railway tracks by measuring procedures that reflect real traffic conditions (load, vehicle type, speed, etc.).

It was particularly important to distinguish between simple geometric errors and safety hazards in some way, since it allows the technical definition of track maintenance tasks and avoids unnecessary work wasted on too strict geometric conditions.

It was also our aim to detect path errors geometrically, since it is possible to compare them with the previous methods, and on the other hand to correct the error correction geometrically.

HU 200432 Β

It was also our intention, of course, to provide suitable equipment for carrying out the measurement procedures, preferably one which, when fitted to ordinary rail vehicles, does not change its properties to any significant degree.

The present invention is based on the discovery that, for the purpose of classifying railway tracks, we use the reactions of the vehicle while traveling, preferably at normal speed, and the interaction between the vehicle and the track, leading to a power system that primarily influences operational safety. describes the connection between the wheels. It has also been found that the same physical quantities also influence the effects that deform the orbit transversely and possibly permanently.

According to the present invention, a method of measuring the condition of railway tracks is a method of measuring the acceleration of the suspended mass of a railway vehicle as a function of the distance traveled by the railway vehicle and the geometrical characteristics of the railway track relative to the suspended mass. At the same time, we measure the distance traveled by the vehicle. The novelty of the measuring method according to the invention is to measure the forces exerted by the sprung mass on the bicycle at the same time as the above measurements, and then to determine the running safety index and track safety index of the vehicle depending on the distance traveled.

A simple and economical solution is to use the vehicle's own chassis as a spring mass and measure the vertical acceleration of the points above and below the vehicle, one of the wheels of the vehicle, and the vertical displacement of each wheel of the vehicle relative to these points. We also measure the horizontal, more precisely transverse acceleration of a point at or below the fixed height of the body relative to the body of the body, and the horizontal, more precisely transverse displacement of this point and of certain railway track positions. In addition, the forces exerted on the bicycle by the spring mass through the wheel bearings are measured by sensing the vertical and transverse forces in the bearings. In this way, the original driving characteristics of the vehicle remain unchanged.

We can more accurately measure the forces exerted on the bicycle by the spring mass. To do this, measure the transverse acceleration of the bicycle and the vertical acceleration of each wheel. Based on these accelerations and the mass of the bicycle, we can determine the mass forces within the bicycle itself that can be used to correct the forces exerted on the bicycle by the corrugated mass. so by sensing the forces of mathematical methods. In this way, the original driving characteristics of the vehicle remain unchanged.

We can more accurately measure the forces exerted on the bicycle by the spring mass. To do this, measure the transverse acceleration of the bicycle and the vertical acceleration of each wheel. Based on these accelerations and the mass of the bicycle, we can determine the mass forces within the bicycle itself that can be used to correct the forces exerted by the spring mass on the bicycle. Thus, the vertical forces applied between the wheels and each rail, as well as the result of the transverse forces, can be determined mathematically.

Advantageously, the measuring method according to the invention can be supplemented by a three-point geometric measuring method, such that the transverse position of one of the sinuses relative to the spring mass is measured at at least one more point. Of course, the third point is the transverse position of the at least one other bicycle, which has not yet been mentioned, but which inevitably exists. In this way, the curvature obtained by different measurement methods can be compared.

The magnitude of the overhang commonly used in rail bends is determined by measuring the angular position of the sprung mass relative to the actual horizontal, determining the angle of the sprung mass to the axis of the bicycle, and calculating the track overhang from the difference between the two angles.

In accordance with railway practice, it is expedient to measure the forces exerted by the sprung mass on the last bicycle in the direction of travel.

The measuring method according to the invention may be supplemented to determine travel comfort. To do this, measure the vertical acceleration perpendicular to the floor level of the body, above the rear bogie of the vehicle in the direction of travel, and transverse acceleration perpendicular to the floor level and perpendicular to the direction of travel.

In order to carry out the measuring method according to the invention, there is provided an apparatus having a pulse impulse sensor mounted on one of the wheels of a railway vehicle and having a vertical displacement sensor for measuring the relative distance between the wheels of the vehicle and the body, has track sensors associated with the vehicle rails. The apparatus according to the invention is optionally provided with an evaluation unit, which is provided with a recorder which stores the measured values and optionally calculated values in analogue or digital form.

HU 200432 Β

In order to carry out the measuring method according to the invention, the apparatus according to the invention is provided with a measuring console extending down from the body of the vehicle and a measuring frame connected to the bearing housings of the wheels. Relative displacement sensors measuring the transverse position of the sinusoidal fibers are connected to the measuring frame. The measuring console and the measuring frame are connected to each other by a relative displacement sensor that measures the transverse displacement of the measuring console and the measuring frame. Vertical and transverse bearing force sensors are connected to the wheel bearing housings.

In order to identify the measured characteristics and the distance traveled, it is advisable to use a distance proportional recorder whose control input is connected to the pulse transmitter.

Further features and advantages of the process of the invention and the apparatus for carrying it out will be described in more detail with reference to the exemplary embodiment shown in the accompanying drawing. In the drawing, 1. ' Fig. 2 is a schematic sectional view of the rail vehicle equipped with the device according to the invention, Fig. 2 is a sectional view taken along line AA of the vehicle of Fig. 1 with schematically depicted sensors; Figure 5 is a further detail of the device of the present invention; Figure 6 is a further detail of the device of the present invention; Figure 7 is an evaluation diagram of a running safety measure obtained by a measuring method according to the invention.

The apparatus for carrying out the process according to the invention is mounted on a typical (familiar) four-axle bogie used as a track control (superstructure), but can also be fitted on any vehicle or even locomotive. The device includes properly arranged sensors, evaluation unit and recorder.

Figure 1 shows the arrangement of the sensors along the longitudinal direction of the passenger car. The car body 1 rests on tracks 10 through first and second bogie frames 2, 2 'and bikes 3, 3' and 4, 4 'embedded therein. For the sake of simplicity, the reference marks of the same parts of the two bogies are comma-separated. The two bogie frames 2, 2 'are connected to the vehicle body 1 at pivot points spaced apart from each other. A measuring frame 5 is arranged on the bearing housings of the bicycles 3, 4 of the first bogie frame 2 in such a way that it does not substantially affect the original driving properties (operation) of the bicycles 3, 4 (elastic-deformable suspension, e.g.

In the middle of the bogie frame 2 and at a distance 1 from its center (in the cross sectional plane c), the first and second measuring consoles 6 and 7 are attached to the vehicle body 1, which extends downwardly at least to the level of the axles 3, 4.

The two extreme wheels 3 and 3 * of the vehicle, located in the two extreme planes A and A 'of the cross-section, are designed as bearing force-measuring Iter pairs.

One of the wheelsets of the vehicle 4 'ke20 in our example is equipped with a pulse transmitter S.

The position of the sensors, the sensors in the cross-sectional plane A, is shown in Figure 2. The outer ends of the axle of the bicycle 3 are housed in a bearing housing 14 which is supported by springs 15 in the vertical direction on the bogie frame 2. Between the bearing housings 14 and the springs 15 there are force sensors F1 and F2, while the shaft ends are axially supported by the force sensors F3a and F3b to the bearing housing 14. The force sensors F3a and F3b are connected to a single sensor sensor F3, which shows the axial, transverse bearing force. The force sensors FI, F2, F3 must be made in accordance with the particular instrument structure, for example by properly placing the strain gauges, and then calibrated and calibrated on a bicycle fitted as a force cycling device.

On the bearing housings 14 of the force measuring bicycle 3, one of the acceleration sensors A1, A2 is vertical, while on one of the bearing housings 14 the acceleration sensor A3 is arranged in transverse direction.

The bicycle 3 ', like the bicycle 3, is also configured as a force measuring bicycle and is provided with acceleration sensors A1, A2, A3 (not shown).

The vehicle body 1 has a relative displacement sensor D1 and D2 in the cross sectional plane A, approximately 50 above the bearing housings 14, and accelerometer A5 and A5, respectively, which measure the side of the vehicle body 1 perpendicular to the floor planes of the vehicle body. displacement of the points with respect to the bearing housings 14, which is substantially the same relative displacement perpendicular to the rails defined by the rails 10A, 10B of the track 10, since the bearing housings 14 are connected by a respective wire rope 11 elmozdulásérzékelóvel.

Figure 3 is a view of the sensors 5 in the cross-sectional plane B ke65 of the vehicle body 1

HU 200432 Β shows. Connected to the gauge frame 5 is a rail gauge 12 which scans the position of the rails 10A and 10B relative to the gauge frame 5 and transmits the respective distances to the relative displacement sensors D5 and D3, transverse to the track plane. Of course, scanning and motion detection can be done mechanically (for example, with a slider) or optically. (The same applies to the motion detection previously mentioned and to be mentioned later.) For higher speeds (80-100 km / h), optical rail scanning is preferred.

The measuring frame 5 is connected by a relative displacement sensor D4 to the end of the measuring console 6, where, in transverse direction, an acceleration sensor A6 is arranged to measure the acceleration parallel to the floor. In the floor plane and in the center of the body 1, acceleration sensors A7 and A8 are arranged with vertical and transverse guidance to measure the body accelerations perpendicular to the floor plane and parallel. The acceleration sensors A7 and A8 are repeated in the cross-sectional plane B ', but only the rear in the direction of travel are always active at a time.

Also shown in Figure 3 are two additional sensors arranged in the cross-sectional plane C. (For the sake of distinction, their reference numerals are shown in brackets.) In the cross-sectional plane C, there is an additional rail scanner 12d connected to the relative displacement sensor D6 mounted on the frame 5. The measuring frame is connected to the end of the measuring console 7 through a relative displacement sensor D7 in the same plane.

The gyro cabinet 1 is provided with a gyroscopic artificial horizon G, the output signal of which is proportional to the angular deviation of the floorboard, wherever it is shown in the cross-sectional plane B.

Figures 4, 5, 6 show details of an evaluation unit of the apparatus according to the invention. The input of the evaluation unit is denoted by the reference of the sensor connected to it and it is assumed that the output signals of each sensor are uniform and proportional to the characteristics they measure. The embodiment described relates to a solution similar to an analog computer, but of course a digital system may be used. For the sake of simplicity, neither phase inverters nor amplifiers were included in the representation of the evaluation unit, but these operations were performed by weighted summation summers. The weighting factor for the inputs is shown in the summary. A negative weighting factor is used to denote difference. The lines indicating the lines connecting each unit are the quantities with which the signal level of the line is proportional.

The evaluating unit is connected to a path proportional recorder, not shown, with output 80-94, the recording rate of which is controlled by pulses of the U pulse transmitter S through its control input.

Figure 4 shows a detail of the evaluation unit generating characteristics that can be measured using the known TRIM method.

The path pulse transducer S is coupled to a speed generating unit 31, one of whose outputs displays trajectory S 'markers proportional to the distance traveled, which, coupled to the recorder, identifies the register at equidistant distances to identify the corresponding distance traveled and the record. At the other output of the speed generating unit 31, a signal proportional to the velocity v of the vehicle is provided by forming a time differential.

The A4 and A5 accelerometers are connected to 32 and 34 dual integrators, which also have a surface-permeable filtering feature. This type of dual integrator can be easily modified with an active 4th order Butterworth filter. The real displacement sensors D1, D2 are connected to the first and second summing inverting inputs 36 and 38, respectively, of the surface-permeable filters 33 and 35, respectively, while the dual integrators 32 and 34 are connected to the non-inverting inputs of the summing 36 and 38, respectively. Summarizers 36 and 38 are integrated with low pass filters 37 and 39, respectively.

The dual integrators 32 and 34, the surface-pass filters 33, 35, and the low-pass filters 37, 39 are designed such that their integration constant or transmission frequency range is proportional to the level of the signal to their control input. These control inputs are connected to the output of the speed generator 31.

The outputs of the first and second low pass filters 37 and 39, respectively, are connected to a third prong 40 coupled as a difference generator and to the outputs 80, 81 connected to the unrecorded recorder. The output of the third autumn nailer 40 is connected to output 82, on the one hand, and to the fourth autumn nailer 42, via a delay 41, on the other. The delay is a path proportional delay (e.g., a step-controlled loop formed by a series switching of the sampler bins), the control input of which is connected to the path pulse transmitter S. The fourth summing output 42 is connected to the recorder via the output 83.

The real displacement sensors D1, D2 and the gyroscope G are connected to a fifth totalized input 43 with a third low-pass filter 44.

The weighting factors are respectively 1 / b, - 1 / b, and -1, where b is the distance between the relative displacement sensors D1 and D2. The output of the low pass filter 44 is connected to the outputs 84 through a first absolute value generator 45.

HU 200432 Β

Connected from the force sensors F3A and F3B, the six force sensors F3 and accelerometer A3 are connected to the six 59 inputs of weighting 1 and -m respectively, where m represents the mass of the 3 bikes. The output of the totalizer 59 is connected, on the one hand, to a second absolute value generator 60 and, on the other hand, to an electronic selector switch 48 controlled by a zero comparator 49. The force sensors FI, F2 are connected to the eighth totalizer 1/2 weight input 45 and the ninth totalizer input 46 bz / 2bA and -bz / 2b *, where bz is the distance between the springs supporting the bearing housings 14 and b * half (see Figure 2), so the bz / bx ratio represents the carat ratio of the force sensors FI and F2. The eighth totalizer 45 is also connected to acceleration sensors A1, A2 with a weighting of -m / 4 and a non-depicted Qstat source providing a signal proportional to the static axle load, which must be adjusted based on the weighing axle load. The ninth summing output 46 is connected directly to the electronic inverter input 48, on the one hand, and via a polarity reverser 47, on the other.

The output of the second absolute value generator 60 is connected to a first divider 51 and a second divider 52. The denominator input of the first divider 51 is connected to the seventh summing output 50. The weighted input 1 of the totalizer 50 is provided with a 10 kN load source (not shown) and has a 2/3 weighted input of the eighth totalizer output 45, which is also coupled to the second divider 52 and the third divider 53. The input of the third divider counter 53 is connected to the output of the toggle switch 48, and its output is connected to the tenth weighted input B of the tenth totalizer 54 and to the output 87. The other A-weighted input of summing 54 is connected to a signal source (not shown) providing a signal having a ratio (1) of value, and its output to the denominator input of a fourth divisor 55. The counter input of the divider 55 is connected to the output of the second divider 52 and its output is connected to the output 86.

Acceleration sensors A7 and A8 are connected to outputs 88 and 89 via band filters 56 and 57, respectively. The bandwidths of the bandpass filters 56 and 57 are 0.5 to 12 Hz. The A8 acceleration sensor is also connected to the output 90 via a low pass filter 58 (0-0.5 Hz).

In Figure 6, the relative displacement sensor D3 is connected to the eleventh input 61 totalized 2 / (Lx1), the thirteenth totalized input 67 weighted 1, and the fourteenth totalized input 71 weighted -1. The relative displacement sensor D4 is connected to an equalized input of the sumers 61, 67. The relative displacement sensors D6 and D7 are connected to the eleventh 61 totalized inputs with a weight of -2 / (Lxl). Accelerator A6 has twelfth 65 totalized 1 weighted inputs,. The relative displacement sensor D5 is connected to the fourteenth 71 inputs with a weighting of -1. The output of the velocity generator 31 is connected to a square input of 75, the output of which is connected to the input of a multiplier 63. The eleventh totalizer output 61 is connected to the output 91 via the low pass filter 62 'and to the other input of the multiplier 63. The output of the multiplier 63 is connected to the seventeenth input 1 of the summing 64, to which the g-weighted (gravity acceleration) input of the gyroscope is connected. The output of the 64 totalizer is connected to the twelfth input of the 12th totalizer 65. Summer 65 is integrated with a dual integrator 66 provided with high-pass filters for the dual integrator 66, and its output is connected to a fifteen weighted inputs of a fifteenth totalizer 69 with a low-pass filter 70. The thirteenth totalizer 67 is integrated with a third high-pass filter 68 whose output is connected to the fifteenth totalizer 69 with a weighted input. The fifteenth totalizer 69 is integrated with a sixth low-pass filter 70, the output of which is connected to the output 92, on the one hand, and to the 16th weighted input of the sixteenth totalizer 74, on the other. The fourteenth totalizer 71 is integrated with a fourth high-pass filter 72 and its output is connected via a seventh low-pass filter 73 to one of the outputs 94 and one of the sixteenth totalizer 74s, the output of which is connected to the output 93.

The operation of the apparatus according to the invention is as follows:

The sensors, shown in detail in Figures 1, 2, and 3 and previously described, measure the relevant geometric parameters, forces, and accelerations as the vehicle moves, and provide signals proportional thereto, as shown in Figures 4, 5, and 6, respectively. evaluation unit. The outputs of the evaluation unit transmit to the unrecorded recorder signals from the measured values. The method of calculating the calculated values is clear from the figures and description, but is summarized below.

80 output: left length (sinking) 81 output: better height (sinking) 82 output: cross height (crosscut) 83 output: twist 84 output: tilt angle (quasi-static value: 0-0.5 Hz) 85 output: B2 is a track safety measure derived from the Prud'homme empirical equation.

-611

HU 200432 Β

86 output: Bi is a running safety measure derived from Nadal's formulation of the crawl marginal position. 87 output: additional running safety index, which is a measure of the specific wheel load differential, 88 output: vertical dynamic comfort 89 output: transverse dynamic conveniences 90 output: transverse quasi-static where comfort.

Apart from those relating to outputs 85, 86, 87, the above descriptions are those commonly used in railway practice. Usually they are used to classify the condition of railway tracks and to give instructions for carrying out maintenance. The metrics we have introduced allow a new classification of railway tracks to reveal the track errors that actually affect rail safety and their location. This avoids unnecessary maintenance work.

For the sake of completeness, it is noted that some of the outputs provide approximate signals since the evaluation unit shown in Figures 4, 5 and 6 linearly approximates the relevant trigonometric functions. The manner in which the approximations are made does not need to be explained, as this will be apparent to one skilled in the art by comparing the circuit arrangement with commonly known theoretical relationships.

Output 85 provides an output that is proportional to what we call the B2 safety measure. It is based on the notations of Figure 2 and the following (Prud'homme's) empirical relationship:

2Q (Yi + Y2) crit = 10 + · - (kN), where 3

Transverse wheel forces Yi and Y2 (see Figure 2),

Q average wheel load, arithmetic mean of vertical forces Q1 and Q2 (see Figure 2).

From this context, B2 is a suitable safety measure for the remaining transverse track field, which can be used to judge local track errors causing slippage:

(Yi + Yz)

B2 = (Υι + Y2) Crit

This is based on the fact that there is no need to fear permanent transverse path displacement if:

Υι + Y2 <(Υι + Y2) crit. condition is met.

The 86 outputs provide a signal proportional to what we call the Bi run safety measure. For bicycles of railway vehicles, the .Nadal relation describing the marginal position of the track flange is widely used. Derived from this, there is no risk of derailment as long as the following condition is met:

Υι + Y2 aQ

- <A + B ~ Q Q where

Υι, Y2 and Q have the same meaning as a, Q is the difference between the two-sided wheel load due to vertical bearing forces,

A and B are constants depending on the wheel profile data and the value of the friction coefficients assumed between the flange / rail and the wheel tread / rail, which are typically 0.4 and 4, respectively. 0.2.

Expressed as a condition ratio, Bt is a measure of running safety.

Y1 + Y2

Q

Bt = aQ

A + B-— ·

Q

BI runway safety and B2 track safety metrics,. which can be obtained by the measuring method according to the invention and which help to characterize the likelihood and extent of derailments and transverse lane deformations in the course of a given speed and load and type of vehicle, without, of course, giving a precise mathematical relationship between them. Such empirical relationships can only be derived from long-term experience.

The value of the BI running safety metric is constantly changing along the track. It is also advisable to consider an additional mileage index for its evaluation, as too much negative Q / Q specific wheel load differential is considered critical for safety reasons.

The BI runtime safety measure can be well evaluated from the diagram in Figure 7. Here's how to evaluate each of the ranges in the chart:

I. Flawless track conditions

II. The track is expected to be repaired

III. Repair required (eg within 1 week)

ARC. The track shall be considered dangerous under the running conditions used during the measurement and an immediate speed restriction shall be introduced.

The evaluation itself is not an object of the invention, but a prerequisite for its feasibility is the implementation of a measuring method according to the invention. The exemplary embodiment is described

-Ί13

EN 200432 Β illustrates application on a bogie railway vehicle, but of course the procedure and the measuring frame of the equipment needed to implement it can be adapted to a single bicycle. The measuring frame can then be made so as to be transversely flexible.

Claims (13)

PATENT CLAIMS 1. A measurement procedure for dynamically evaluating the state of a railway track by measuring the acceleration of the vehicle body, depending on the distance traveled by the railway vehicle, and the geometry characteristics of the track relative to the vehicle mass, characterized by simultaneously measuring the vertical and transverse forces exerted by the vehicle on one of the bicycles (3), and then deriving from the measurement results a running safety index (B1) characteristic of the vehicle traveling at a given speed depending on the distance traveled. Method according to claim 1, characterized by measuring the vertical acceleration of the point of the vehicle body (1) above the right side of the vehicle wheel (3), the vertical displacement of each wheel of the wheel (3) relative to these points, measuring the horizontal acceleration of the point fixed at or below the axle height relative to the vehicle body (1) and the horizontal displacement of this point and the rails relative to each other, and measuring the horizontal and vertical forces in the bearing of the bicycle (3). Method according to claim 2, characterized in that the transverse acceleration of the bicycle (3) and the vertical acceleration of each bearing housing (14) of the bicycle (3) are measured and, based on these accelerations and the mass of the bicycle, By mathematically correcting the forces exerted by the bicycle on the bicycle, we determine the mean of the vertical forces between the wheels and the sinews (Ö) and the result of the transverse forces (Y1 + Y2). Method according to claim 1 or 3, characterized in that the transverse position of one of the rails relative to the vehicle body (1) is measured at at least one further point. 5. Method according to one of claims 1 to 5, characterized by measuring the position of the vehicle body (1) with respect to the actual horizontal, determining the angle of the vehicle body (1) closed with the axis of the bicycle (3) and determining the track elevation from the difference between the two angles. 6. A method according to any one of claims 1 to 3, characterized in that the forces exerted by the vehicle body (1) on the last bicycle in the direction of travel are measured. 7. A method according to any one of claims 1 to 3, characterized in that vertical and transverse acceleration is measured in the center above the rear bogie of the vehicle in the direction of travel, and from this is determined travel comfort. Apparatus for implementing the method of claim 1, comprising a pulse impulse sensor mounted on a wheel of a railway vehicle, vertically guided acceleration sensors arranged on the left and right of the vehicle body, relative motion sensors for measuring relative distance between vehicle wheels and vehicle body, has a tactile recorder for sin20 and a measured value recorder, characterized in that a measuring frame (5) is connected to the body of the vehicle (1) and extending downwards to the bearing frame (14) of the bicycle (3, 4) and to the measuring frame (5). the relative displacement sensors (D3, D5) measuring the transverse position of the strands (10A, 10B) and the relative displacement sensor (D4) measuring the transverse displacement of the measuring bracket (6) are connected to the bearing housings (14) of the bicycle (3) and transverse bearing force sensors (FI, F2, F3a, F3b) are connected. 9. The apparatus of claim 8, wherein the recorder is provided with an evaluation unit. Apparatus according to claim 8 or 9, characterized in that the recorder is a path proportional recorder, the control input of which is connected to the pulse transmitter (S). 11. Apparatus according to any one of claims 1 to 5, characterized in that an additional relative displacement sensor (D6) for measuring the transverse position of one of the sinuses (10B) is connected to the measuring frame (5). 12. A 8-11. Device according to any one of claims 1 to 3, characterized in that an artificial horizon (G) measuring a non-horizontal angle of its floor level is connected to the vehicle body (1). 13. A 8-12. Apparatus according to any one of claims 1 to 4, characterized in that vertical and transverse acceleration sensors (A7, A8) are located on the floor level above the center of the rear bogie of the vehicle, optionally at the floor level.