WO2023186400A1 - Procédé et dispositif d'approximation d'un tracé de signal d'accélération, détecté lorsqu' un véhicule ferroviaire se déplace via un itinéraire de mesure, aux éléments caractéristiques d'un tracé de signal de force correspondant - Google Patents

Procédé et dispositif d'approximation d'un tracé de signal d'accélération, détecté lorsqu' un véhicule ferroviaire se déplace via un itinéraire de mesure, aux éléments caractéristiques d'un tracé de signal de force correspondant Download PDF

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Publication number
WO2023186400A1
WO2023186400A1 PCT/EP2023/054000 EP2023054000W WO2023186400A1 WO 2023186400 A1 WO2023186400 A1 WO 2023186400A1 EP 2023054000 W EP2023054000 W EP 2023054000W WO 2023186400 A1 WO2023186400 A1 WO 2023186400A1
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WO
WIPO (PCT)
Prior art keywords
acceleration
measuring section
signal curve
acceleration signal
force
Prior art date
Application number
PCT/EP2023/054000
Other languages
German (de)
English (en)
Inventor
Viktor RAIS
Ralph Mueller
Original Assignee
Schenck Process Europe Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schenck Process Europe Gmbh filed Critical Schenck Process Europe Gmbh
Publication of WO2023186400A1 publication Critical patent/WO2023186400A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/06—Electric devices associated with track, e.g. rail contacts actuated by deformation of rail; actuated by vibration in rail
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/163—Detection devices
    • B61L1/164—Mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed

Definitions

  • the invention relates to a method for approximating an acceleration signal curve a(t) recorded when a rail-bound vehicle travels over a measuring section to the characteristic features of a corresponding force signal curve F(t) according to the preamble of claim 1 and to a device for carrying out the method according to the Preamble of claim 7.
  • the treads of the wheels of rail-bound vehicles are of crucial importance with regard to travel comfort and safety in rail traffic, as the static and dynamic forces that occur during travel are introduced into the rails via the treads and wheel flanges.
  • the geometry of the treads corresponds to a slightly conical surface that runs concentrically around the wheel axle and with which the wheels roll on the rails.
  • the treads thus form the rotating part of the wheel-rail contact.
  • Deviations from the circular ideal shape for example due to uneven wear, material and manufacturing defects and the like, are referred to as out-of-roundness. These include, among other things, singular out-of-roundness such as flat spots, flattening and material deposits as well as periodic out-of-roundness such as eccentricities, ovalities and polygonization.
  • a method and a device for detecting out-of-roundness and flat spots on vehicle wheels of rail vehicles are already known from EP 1 212 228 B1, in which the vertical forces acting on the rails are recorded with the help of several force transducers within a predetermined measuring section.
  • the force transducers are designed as load cells, which are arranged between the rails and stationary sleepers over a length of at least one wheel circumference.
  • an electronic evaluation device calculates an average weight load from the vertical force signals and compares this with the time course of the signal. If a specified deviation is exceeded, a non-roundness or flat spot is displayed. In this way, out-of-roundness and flat spots can be detected very reliably.
  • this method involves relatively high investments for the construction of the measuring section due to the necessary force transducers.
  • EP 0 282 615 A1 describes an arrangement for detecting wheel damage using acceleration sensors that extend linearly along a rail.
  • the linear acceleration sensors record the acceleration transmitted from the wheel to the rail at any point along their length.
  • the individual measurement signals obtained in this way are subjected to an evaluation procedure in order to obtain information about the extent of wheel damage.
  • Characteristics are filtered out of the measurement signal curve using suitable frequency filter stages and/or an FFT analysis, which provide information about the type and severity of the wheel damage.
  • the disadvantage of this gauge is that it only provides a rough measurement result. In addition, it is not possible to make any statements about the level of load on the track during the crossing.
  • EP 1 883 565 A1 discloses a method for detecting the wheel shapes of the wheels of rail vehicles using a measuring section which is formed from a series of measuring elements attached to the rails.
  • the wheel loads acting on the measuring elements generate force-proportional electrical signals that are fed to an electronic evaluation device for evaluation.
  • an information array is generated in the evaluation device from the signals derived from the measuring elements, which correspond to the movement of the rail in the vertical direction and preferably also in the transverse direction, which represents at least one wheel circumference.
  • the Information array is composed of several information cells, whereby the respective signal components of different information cells can be continuously joined together and relevant signal components are evaluated.
  • the invention is based on the object of specifying a method and a device with which the out-of-roundness of a wheel of a rail-bound vehicle can be determined in an economical manner, reliably and with a high degree of accuracy.
  • a further object of the invention is to be able to make quantitative statements about the wheel loads underlying the acceleration signal curve from an existing acceleration signal curve.
  • the invention is based on the idea of drawing conclusions about the corresponding force signal curve F(t) from the acceleration signal curve a(t), which is recorded when a rail vehicle travels over a measuring section, without this having to be additionally recorded.
  • the corresponding force signal curve F(t) refers to the force signal curve F(t), which is not or at most partially known, and which is the cause of the recorded acceleration signal curve a(t), i.e. which forms the basis for it.
  • the solution according to the invention provides for filtering the acceleration signal curve a(t) recorded by means of a measuring section, with signal components below a lower limit frequency fi. and are blocked or strongly attenuated above an upper limit frequency fH.
  • the filtering results in an adjustment of the acceleration signal curve a(t) to the measurement technology as well as its preparation for numerical integration.
  • a device according to the invention has suitable low-pass and high-pass filters or a corresponding bandpass filter.
  • the acceleration signal curve a'(t) obtained in this way is numerically integrated, which can be carried out by electronic data processing in a suitable evaluation unit.
  • the acceleration signal curve a"(t) is so close to the corresponding force signal curve F(t) that sufficiently qualified statements can be made about the state of wear and the need for repair of a wheel.
  • above-average maximum and minimum values in the amplitude of the numerically integrated acceleration signal curve a"(t) indicate wheel out-of-roundness or the actual circumference of a wheel and thus its state of wear can be concluded based on matching repetitions in the acceleration signal curve a(t).
  • the invention is a particularly interesting alternative from an economic point of view, especially for operators of track systems.
  • the acceleration signal curve a"(t) is calibrated on the basis of known wheel contact forces F. According to a preferred embodiment of the invention, this can be done by scaling the acceleration signal curve a"(t) by multiplying the individual values of the acceleration signal curve a"(t) by a uniform factor k and thus adapting them to the force signal curve F(t).
  • the factor k can be stored in the evaluation unit as a fixed value for a specific type of rail vehicle.
  • a measuring section suitable for this purpose is advantageously divided into a first partial measuring section, which is equipped with a force transducer, and a second partial measuring section with acceleration sensors.
  • the first partial measuring section and the second partial measuring section can overlap, for example in that the second partial measuring section with the acceleration sensors extends over the entire length of the measuring section, and the second partial measuring section, which is shorter in comparison, only extends over a longitudinal section of the measuring section.
  • the acceleration signal a and force signal F are recorded at the same time, so that a later calibration of the integrated acceleration signal curve a(t) can be carried out on the basis of the actual wheel contact forces. With this approach, extremely reliable values for the wheel contact force F can be derived from the acceleration signal curve a(t) obtained through numerical integration.
  • the first partial measuring section and the second partial measuring section follow one another in the direction of the rail track. Since both partial measuring sections are shorter than the measuring section as a whole, the full length of the measuring section only results from a combination of the two partial measuring sections.
  • This embodiment is particularly suitable if there is already a measuring section with force transducers for determining the wheel contact forces, the functionality of which is to be expanded with regard to the condition of the wheels of a rail vehicle. But new measuring routes can also be implemented economically with this embodiment of the invention.
  • FIG. 1 shows an oblique view of a first embodiment of a device according to the invention for carrying out a method according to the invention
  • FIG. 3 shows an oblique view of a second embodiment of a device according to the invention for carrying out a method according to the invention
  • FIG. 4a shows the time course of the force signal F detected with the device according to FIG. 3,
  • FIG. 5 shows an oblique view of a third embodiment of a device according to the invention for carrying out a method according to the invention
  • FIG. 6a shows the time course of the force signal F detected with the device according to FIG. 5,
  • FIG. 6b shows the time course of the acceleration signal a detected with the device according to FIG. 5, and
  • Fig. 1 shows a first embodiment of a device according to the invention for carrying out the method according to the invention with a measuring section 1 for detecting and evaluating the acceleration a that occurs during the passage of a rail-bound vehicle over the measuring section 1.
  • a section of a rail track 2 designed as a measuring section 1 with two rails 3 running parallel to one another, which are supported by a large number of sleepers 4.
  • the mutual distance between the thresholds 4 is in a range of approximately 600 mm to 700 mm.
  • the rail track 2 is traveled by a rail-bound vehicle at a speed v, for example a passenger car or freight car, for which only the wheels 5 of a wheelset axle (not shown) are shown.
  • the direction of travel of the rail-bound vehicle is denoted by x, the wheel contact force exerted by a wheel 5 on a rail 3 by F.
  • the measuring section 1 extends over a length L, which in the present exemplary embodiment corresponds to at least 1.2 times the wheel circumference U of the wheels 5 of the vehicles traveling on the rail track 2, preferably 1.5 times, most preferably 2 times. With a standard wheel diameter of approximately 1250 mm, this results in a length L of at least 4710 mm, preferably at least 5888 mm, most preferably 7850 mm.
  • a measuring device for detecting the acceleration a exerted on the rail 3 by a rolling wheel 5 is integrated into the rail track 2.
  • the measuring device initially comprises two transverse force transducers 6, 7 arranged on a rail 3, one of which is installed at the beginning and the other at the end of the measuring section 1.
  • these are measuring eyes or strain gauges that analogously record the shear stresses induced by the wheels 5 in the rails 3 and convert them into digital measurement signals.
  • the transverse force sensors 6, 7 serve to optionally determine the wheel contact forces.
  • the transverse force sensors 6, 7 can be used as switches for the start and end of the measuring process of the measuring device and/or for axle detection and vehicle identification.
  • the measuring device includes acceleration sensors 11 for detecting the acceleration a.
  • the acceleration sensors 11 are each fastened between two sleepers 4 on the underside of the rails 3, which results in a mutual distance between the acceleration sensors 11 in the direction of the rail track 2, which corresponds to the single threshold distance, but can also be larger and, for example, can correspond to twice the threshold distance .
  • the transverse force sensors 6, 7 and acceleration sensors 11 are connected via data lines 12 to an electronic evaluation unit 13, in which data storage and data processing takes place.
  • the evaluation unit 13 can, for example, have high-pass, low-pass and/or band filters in order to filter the acceleration signal, and/or calculation algorithms are executed in the evaluation unit 13, by means of which a numerical integration of the acceleration curve a(t ) he follows.
  • the data of a measurement process or the results of the evaluation are transmitted to a higher-level central location via radio or another data line 14. It is also possible to carry out some or all of the data processing at the higher-level central location.
  • the rolling over of the transverse force transducer 6 by the wheel 5 corresponds to the time tA at which the measuring process by the measuring device begins.
  • the rolling over of the transverse force transducer 7 by the same wheel 5 defines the time tE, which defines the end of the measuring process.
  • the time period T lying between the times tA and tE in turn corresponds to the duration of the journey over the measuring section 1.
  • the amplitude of the acceleration signal a oscillates more or less strongly around the value zero at high frequency depending on the quality of the running surface of the wheel 5.
  • Significant deviations from this fluctuation range represent the first acceleration maximum 16 or first acceleration minimum 17 of the acceleration signal curve a(t), which indicate a non-roundness on the tread of the wheel 5.
  • the time of the first occurrence of the first acceleration maximum 16 or first acceleration minimum 17 is denoted by ti.
  • the wheel 5 rolls at least part of its circumference U a second time within the measuring section 1 as the measuring process continues.
  • an acceleration signal curve a(t) is generated, the characteristic features of which correspond to those of the previous acceleration signal curve a(t).
  • the most striking repetition is the second acceleration maximum 16 'or second acceleration minimum 17' at time t2, which can be assigned to the first acceleration maximum 16 or first acceleration minimum 17 due to their amplitude and shape.
  • the time period At between the times ti and t2 corresponds to the duration with which the wheel 5 rolls once over its circumference U.
  • the circumference U of the wheel 5 can be determined according to the relationship:
  • the acceleration signal curve a(t) detected with the measuring device forms the basis for carrying out the method according to the invention, in which the acceleration signal curve a(t) is approximated to the force signal curve F(t) on which the acceleration signal curve a(t) is based, which is described in detail below Fig. 7 is explained in more detail.
  • a second embodiment of a device according to the invention is the subject of FIGS. 3, 4a and 4b.
  • the measuring section T shown in FIG. 3 corresponds to the measuring section 1 described in FIG. 1, supplemented by a partial measuring section 1.1 for detecting the wheel contact force F in the area of the partial measuring section 1.1.
  • a partial measuring section 1.1 for detecting the wheel contact force F in the area of the partial measuring section 1.1.
  • the measuring section T with transverse force sensors 6, 7, acceleration sensors 11, data lines 12, evaluation unit 13 etc. which apply accordingly.
  • the partial measuring section 1.1 extends over a length L1, which is smaller than the length L of the measuring section 1' and, in the present exemplary embodiment, corresponds to at least the simple wheel circumference U of the wheels 5 of the vehicles traveling on the rail track 2. With a standard wheel diameter of around 1250 mm, this results in a length of at least 2925 mm.
  • the measuring section 1' and partial measuring section 1.1 overlap in the direction of travel x, whereby they have a common beginning defined by the transverse force transducers 6.
  • the first partial measuring section 1.1 ends after the length L1 with the transverse force transducers 8, while the measuring section T continues up to the transverse force transducers 7, which mark the end of the measuring section 1'.
  • the measuring device also includes transverse force transducers arranged on the rails 3, which can correspond to the transverse force transducers 6 at the beginning of the partial measuring section 1.1 and the transverse force transducer 8 installed there at the end of the partial measuring section 1.1.
  • Additional transverse force transducers 9 can be arranged in between, their mutual distance for example, corresponds to one or two times the threshold distance.
  • the transverse force transducers 6, 8, 9 are preferably measuring eyes or strain gauges, which analogously record the shear stresses induced by the wheels 5 in the rails 3 and convert them into digital measurement signals.
  • the transverse force transducers 8, 9 serve to correct force shunts in order to compensate for interference from neighboring rail sections. In this way, the partial measuring section 1.1 is segmented into smaller measuring sections.
  • the transverse force sensors 6, 7, 8, 9 can also be used to determine the wheel contact force F.
  • force transducers 10 are provided for detecting the wheel contact force F, for example weighing beams, load cells or weighing discs.
  • a force transducer 10 is arranged between each sleeper 4 and each rail 3, which results in a mutual distance between the force transducers 10 in the direction of the rail track 2 corresponding to the simple threshold distance .
  • embodiments are also within the scope of the invention in which the distance between successive force transducers 10 in the direction of travel x corresponds to twice or three times the threshold distance.
  • the transverse force transducers 6, 7, 8, 9 and the force transducers 10 are connected by means of the data lines 12 to an electronic evaluation unit 13 in which the data storage and data processing takes place.
  • the data of a measurement process and, if necessary, their evaluation are transmitted to a higher-level central location via radio or another data line 14.
  • both the detection of the wheel contact force F by means of the force transducers 10 and the detection of the acceleration a by means of the acceleration transducers 11 begin at the time tA. Accordingly, in this embodiment of the invention, the force signal curve F(t) recorded over the length L1 at the same time as the acceleration signal curve a(t).
  • Fig. 4a shows the time course of the force signal F measured by force transducers 10 when crossing the partial measuring section 1.1, which begins with the wheel 5 rolling over the transverse force transducer 6 and ends at the time tx, at which the wheel 5 rolls over the transverse force transducer 8 and thus leaving the area of the first partial measuring section 1.1.
  • the amplitude of the force signal F oscillates more or less strongly depending on the quality of the running surface of the wheel 5 by a value which corresponds to the static load component F s tat of the force F exerted by a wheel 5 on a rail 3. Deviations that are significant from the fluctuation range represent the maximum force 14 or minimum force 15 at time ti, which, due to their gradient and amplitude, indicate a non-roundness on the tread of the wheel 5.
  • the acceleration signal curve a(t) as shown in FIG. 4b corresponds to that described in FIG. 2, so to avoid repetition, reference is made to what was said there. It should be noted that a non-roundness on the tread of a wheel 5 at the same time ti leads to maximum values 14, 15 in the force signal curve F(t) and to maximum values 16, 17 in the acceleration signal curve a(t).
  • an approximation of the acceleration signal curve a(t) recorded with the measuring device to the force signal curve F(t) on which the acceleration signal curve a(t) is based takes place on the basis of the acceleration signal curve a(t) in combination with the force signal curve F(t), which will be explained in more detail in the description of FIG. 7.
  • the measuring section 1" in the direction of the rail track 2 is composed of a first partial measuring section 1.1 of length L1 and a second partial measuring section 1.2 of length L2, which merge seamlessly into one another in the direction of travel x .
  • the first partial measuring section 1.1 with Force transducers 10 are similar to those described in FIG. 3, so that the statements there apply accordingly.
  • the second partial measuring section 1.2 with the acceleration sensors 11 has a structural design that is basically the same as the measuring section 1 described in FIG. 1, so that what is said there applies accordingly.
  • an essential difference is that the length L2 of the second partial measuring section 1.2 is significantly smaller than the length L of the measuring section 1, whereby the length L2 of the second partial measuring section 1.2 can be smaller than the length L1 of the first partial measuring section 1.1 in the present embodiment, or greater than the length L1 of the first partial measuring section 1.1.
  • the first partial measuring section 1.1 and second partial measuring section 1. 2 together result in the measuring section 1".
  • transverse force transducers 6 are again arranged on the rails 3, and at the end of the measuring section 1" transverse force transducers 7.
  • a force signal curve F(t) is recorded over the length L1 in the area of the first partial measuring section 1.1 from the time tA, for which the maximum force 14 and minimum force 15 are characteristic, as already described under FIG. 4a .
  • the detection of the acceleration signal a begins over the length L2 of the second partial measuring section 1.2, which is the acceleration curve a shown in Fig. 6b (t) with the acceleration maximum 16 or acceleration minimum 17.
  • the measuring process ends with the wheels 5 passing over the transverse force transducers 7 at the end of the measuring section 1".
  • the acceleration signal curve a(t) is approximated using the method according to the invention to the force signal curve F(t) on which the acceleration curve a(t) is based, which is explained in more detail below with reference to FIG. 7.
  • a continuous force signal curve F(t) is created, which can be used for further evaluation.
  • Fig. 7a Based on Fig. 7, the different method steps for approximating the acceleration signal curve a (t) as shown in Fig. 7a are shown below underlying force signal curve F(t), which in turn is the subject of FIG. 7d and whose curve should be reproduced as much as possible by step-by-step processing of the acceleration signal curve a(t).
  • the data processing required for this can take place entirely or partially in the evaluation unit 13, or entirely or partially at a higher level to which the necessary data is transmitted for this purpose.
  • FIG. 7a shows the acceleration signal curve a(t), as recorded, for example, when a rail vehicle travels over a measuring section 1, 1' using its acceleration sensor 11. Due to the high frequency of the oscillating acceleration signal a, qualified conclusions about the associated force signal curve F(t) (see Fig. 7d) are not easily possible. Nevertheless, exceptional deviations from the average acceleration signal curve a(t) can be seen in the area of the first maximum 16 and first minimum 17 at time t1, which can be attributed to the wheel 5 being out of roundness. Due to the length L of the measuring section 1, 1', which is larger than the circumference U of the wheel 5, when the wheel 5 rolls again over the measuring section 1, 1', these maximum values are repeated in the form of the maximum 16' and minimum 17' Time t2. This applies analogously to the partial measuring section 1.2, which differs from measuring sections 1, T only in its shorter length L2.
  • the acceleration signal curve a(t) shown in FIG. 7a is filtered with a high-pass filter and low-pass filter or a band-pass filter.
  • the lower limit frequency fi. is between 5 Hz and 60 Hz, preferably between 10 Hz and 30 Hz and most preferably at 15 Hz, and the upper limit frequency fn between 400 Hz and 800 Hz, preferably between 500 Hz and 700 Hz and most preferably at 600 Hz.
  • the filter produces the acceleration signal curve a'(t) shown in FIG. 7b.
  • acceleration signal curve a'(t) is processed by numerical integration, which leads to the acceleration signal curve a"(t) shown in FIG. 7c.
  • This is characterized by a further approximation to the force signal curve F(t).
  • they correspond Amplitude ratios from maximum 16, 16' to minimum 17, 17' the acceleration signal curve a"(t) is already close to that of the force signal curve F(t).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

L'invention concerne un procédé et un dispositif d'approximation d'un tracé de signal d'accélération a(t), détecté lorsqu'un véhicule ferroviaire se déplace via un itinéraire de mesure (1, 1',1''), aux éléments caractéristiques d'un tracé de signal de force correspondant F (t). L'itinéraire de mesure (1, 1',1'') se présente sous la forme d'un rail (3) avec au moins un capteur d'accélération (11) dont les signaux d'accélération a sont transférés à une unité d'évaluation électronique (13) pour la réception et le traitement. Selon l'invention, les étapes suivantes sont mises en œuvre : a) déterminer le tracé de signal d'accélération a(t) résultant des forces de roue verticales F agissant sur l'itinéraire de mesure (1, 1',1'') lorsqu'il est parcouru, par détection en continu de l'accélération a au moyen du ou des capteurs d'accélération (11) ; b) filtrer le tracé de signal d'accélération a(t) déterminé à l'étape a) avec un filtre passe-haut et un filtre passe-bas ou un filtre passe-bande ; et c) intégrer numériquement le tracé de signal d'accélération filtré à l'étape b). Le dispositif selon l'invention est caractérisé en ce que l'unité d'évaluation électronique (13) est conçue pour mettre en œuvre les étapes a) à c) mentionnées ci-dessus.
PCT/EP2023/054000 2022-03-30 2023-02-17 Procédé et dispositif d'approximation d'un tracé de signal d'accélération, détecté lorsqu' un véhicule ferroviaire se déplace via un itinéraire de mesure, aux éléments caractéristiques d'un tracé de signal de force correspondant WO2023186400A1 (fr)

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DE102022107484.6A DE102022107484A1 (de) 2022-03-30 2022-03-30 Verfahren und Vorrichtung zur Approximation eines bei der Überfahrt eines schienengebundenen Fahrzeugs über eine Messstrecke erfassten Beschleunigungssignalverlaufs an die charakteristischen Merkmale eines damit korrespondierenden Kraftsignalverlaufs
DE102022107484.6 2022-03-30

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Publication number Priority date Publication date Assignee Title
EP0282615A1 (fr) 1987-03-17 1988-09-21 SIGNALTECHNIK GmbH Dispositif de détection de roues détériorées
EP1212228B1 (fr) 1999-09-02 2003-04-09 Schenck Process GmbH Dispositif permettant de detecter des excentricites et des zones plates sur des roues de vehicule sur rails
EP1883565A1 (fr) 2005-05-25 2008-02-06 Hottinger Baldwin Messtechnik GmbH Procede et dispositif de detection de la forme de roues sur rails
EP2602168A1 (fr) * 2011-12-07 2013-06-12 Railway Metrics and Dynamics Sweden AB Procédé et système pour la détection et l'analyse de problèmes opérationnels de bogie de véhicule ferroviaire
CN106394606B (zh) * 2016-11-10 2018-08-24 北京康拓红外技术股份有限公司 一种铁路车辆车轮失圆检测方法及检测装置
CN112991577A (zh) * 2021-02-25 2021-06-18 成都运达科技股份有限公司 一种轨道车辆车轮多边形状态诊断系统

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