Method and device for ascertaining geometry of wheel, and rail vehicle

Abstract

The invention relates to a method for ascertaining a wheel geometry for a vehicle, in particular a rail vehicle, in which a vertical acceleration of at least one first wheel (2) is ascertained by means of at least one first sensor (1), wherein the travel speed (v) is processed and wherein an amplitude spectrum is formed on the basis of a vertical acceleration signal characterizing a vibration characteristic of the at least one first wheel (2). According to the invention, an amplitude-sum spectrum is formed from the amplitude spectrum, at least one wheel harmonic (fh) being determined from at least one frequency of the amplitude-sum spectrum assigned to an amplitude maximum of the amplitude-sum spectrum, and wherein the wheel geometry is ascertained from a standard driving speed (vn) defining the characteristic vehicle operating behavior and from the at least one wheel harmonic (fh). Therefore, a special rotating speed sensor can be abandoned.

Description

Technical Field

[0001] The invention relates to a method for ascertaining wheel geometry for a vehicle, in particular a rail vehicle, wherein a vertical acceleration of at least one first wheel is ascertained by means of at least one first sensor, wherein the driving speed is processed, and wherein an amplitude spectrum is formed on the basis of a vertical acceleration signal that characterizes a vibration behavior of the at least one first wheel. Background Art

[0002] For vehicles, there is often a need for precise knowledge of the wheel geometry. For example, the wheel radius, wheel diameter or wheel circumference is required in order to determine the wheel speed or wheel group speed for specific monitoring and diagnostic functions related to the wheel or wheel group or to determine the speed via an odometer, etc.

[0003] From the prior art, for example, EP 1197415 A2 is known, in which a method for detecting bearing damage is described. In this method, a defined number of outer ring rolling harmonics are determined from acceleration signals detected in the region of the bearing and characteristic values ​​that indicate the bearing condition are determined therefrom.

[0004] Furthermore, EP 1 197 417 A1 discloses a method for detecting wheel damage for rail vehicles, wherein a defined number of wheel out-of-roundness harmonics are ascertained from acceleration signals detected in the region of the bearing and characteristic values ​​are ascertained therefrom that indicate the wheel condition.

[0005] Furthermore, WO 2018 / 059937 A1 presents a wheel device for a rail vehicle having a rotational speed sensor. Summary of the invention

[0006] The object of the present invention is to specify a vibration-based method for determining the wheel geometry.

[0007] According to the invention, this object is achieved by a method according to claim 1, wherein an amplitude sum spectrum is formed from an amplitude spectrum, wherein at least one wheel harmonic is determined from at least one frequency of the amplitude sum spectrum which is assigned to an amplitude maximum of the amplitude sum spectrum, and wherein the wheel geometry is ascertained from a standard driving speed which defines a characteristic vehicle operating behavior and from at least one wheel harmonic. This measure results in a precise and at the same time simple method for ascertaining wheel geometry, which can be implemented, for example, also in vehicles without a rotational speed sensor. In such an implementation, the complex retrofitting of a rotational speed sensor and the associated cabling can be dispensed with. However, it is also possible to use the method according to the invention in a redundant manner to ascertain wheel geometry based on measurements of a rotational speed sensor and thereby to provide a guarantee for the ascertainment result.

[0008] Furthermore, many vehicles have acceleration sensors in the area of ​​their wheels for measuring vertical acceleration. For example, for wheel set bearing diagnosis in the chassis of rail vehicles, acceleration sensors for detecting vertical acceleration are often arranged on the wheel set bearing housing of the chassis. Such equipment can be used together with the method according to the invention.

[0009] In the method according to the invention, wheel harmonics can be identified, for example, as frequencies of an amplitude-sum spectrum which are assigned to amplitude maxima of the amplitude-sum spectrum. However, wheel harmonics can also be selected, for example, from a plurality of frequencies of amplitude maxima which are assigned to different search intervals within the amplitude-sum spectrum. The standard driving speed can be, for example, an average speed within a defined time period or also a defined constant, etc. The driving speed can be measured, for example, but can also be determined, etc. (for example, via the time derivative of the position data from a positioning device).

[0010] Further advantageous embodiments of the method according to the invention are revealed in the dependent claims.

[0011] For example, it is advantageous if the wheel geometry is formed regularly by means of the radius. To find the wheel radius or to use the diameter to form a rule The wheel diameter can be determined by measuring the wheel radius or wheel diameter. Knowledge of the wheel radius or wheel diameter is advantageous for various applications. For example, the determined wheel radius or wheel diameter can be used in odometry methods to determine the driving speed by means of a rotational speed sensor or in a wheel speed determination process. Equivalent to the wheel radius or wheel diameter, the wheel circumference can also be determined, for example.

[0012] A preferred solution is achieved if at least one wheel harmonic is ascertained while excluding interfering frequencies caused by processes other than the rotation of at least the first wheel. The wheel geometry is thereby ascertained with increased accuracy, since interfering frequencies are filtered out. This measure makes it possible to form a quality measure that increases, for example, with the number of frequencies used in the wheel geometry ascertainment, that is to say not filtered out. For example, the greater the quality measure, the greater the accuracy or plausibility of the ascertained wheel geometry.

[0013] If at least one wheel harmonic is to be determined from a frequency selected from a search range, the search range consists of a first interval The standard driving speed, the defined maximum permissible wheel radius, the defined minimum permissible wheel radius and the order factor k (where k=1 ... K) or the second interval Formed from a standard driving speed, a defined maximum permissible wheel diameter, a defined minimum permissible wheel diameter and an order factor k (where k=1 . . . K), a parameterization of the wheel geometry determination can be achieved and thus the efficiency of the wheel geometry determination can be increased.

[0014] If at least one wheel harmonic is ascertained as the median of the frequencies selected from the search range and assigned to the amplitude maxima in the first interval or in the second interval of the amplitude sum spectrum, a wheel geometry ascertainment result that is robust with respect to statistical deviations is achieved.

[0015] If the rule is formed with the help of the first speed The rule is formed from the value of the driving speed and the wheel radius or with the aid of the second rotational speed. By determining the wheel speed from the value of the driving speed and the wheel diameter, the speed can be determined without the use of a speed sensor.

[0016] However, for determining the rotational speed, it may be advantageous to determine at least one core wheel harmonic from a frequency within a core search range around a first search value formed by the value of the driving speed, the wheel radius and the order factor k (where k=1 . . . K). Or around the second search value formed by the value of the driving speed, the wheel diameter and the order factor k (where k=1...K) to center, where the third speed is used to form a rule The wheel speed is determined from at least one core wheel harmonic and from at least one value of an order factor for which the frequency selected from a core search range as at least one core wheel harmonic is assigned to an amplitude maximum of the amplitude sum spectrum or as a statistical value from quotients which are formed by dividing a plurality of values ​​of the core wheel harmonics by the values ​​of the order factors respectively assigned to the values ​​of the core wheel harmonics. This measure makes it possible to achieve a sufficiently precise or reliable result for the wheel speed even in the presence of unreliable or inaccurate information about the driving speed. The value of the driving speed is used only to determine the core wheel harmonic, wherein the core wheel harmonic or core wheel harmonics are searched within a core search range which is, for example, smaller than the search range for the wheel harmonic or wheel harmonics. The wheel speed is determined from the core wheel harmonic or core wheel harmonics without the value of the driving speed being directly required for this purpose.

[0017] If the wheel speed is ascertained when at least one wheel harmonic or at least one core-wheel harmonic is ascertained from a number of frequencies that is equal to or greater than a frequency number threshold value, a high accuracy of the ascertainment result is ensured with respect to the wheel speed. This prevents, for example, wheel harmonics or core-wheel harmonics from being ascertained from a frequency spectrum that has a large number of interfering frequencies to be filtered out.

[0018] If the amplitude spectrum and / or the amplitude-sum spectrum is formed and / or updated when the driving speed is equal to or greater than the driving speed threshold value or when the driving acceleration is equal to or less than the driving acceleration limit value, the risk of unreliable wheel geometry determination results is reduced. The driving acceleration can be a mathematically positive acceleration, but also a mathematically negative acceleration (e.g. deceleration). This can be taken into account by the sign of the driving acceleration limit value or by forming the absolute value in the driving acceleration. Equivalent to the driving acceleration and the driving acceleration limit value, the driving force or the braking force can also be compared with the driving force limit value or the braking force limit value.

[0019] An efficient use of the available computer capacity can be achieved if the amplitude spectrum is formed in a first time interval and the sum amplitude spectrum is updated in a second time interval, wherein the second time interval is longer than the first time interval. It is also advantageous in this respect to form a partial sum amplitude spectrum from the amplitude spectrum, which is temporarily stored in a third time interval that is greater than the first time interval and smaller than the second time interval, wherein the sum amplitude spectrum is formed from the partial sum amplitude spectrum.

[0020] If at least one computing device for determining the geometry of at least one first wheel is connected in a signal-transmitting manner to at least a first sensor for detecting the vertical acceleration and to at least one device for positioning, for determining the driving speed or for detecting the driving speed, a promising application of the method according to the invention can be realized in a device comprising at least one first sensor, at least one computing device and at least one device for positioning, for determining the driving speed or for detecting the driving speed.

[0021] It is particularly advantageous if a rail vehicle is equipped with at least one device according to the invention. For rail vehicles, there is often a need for simple but precise ascertainment of wheel geometry (eg in conjunction with diagnostic and / or monitoring devices which can be used, for example, to detect wheel damage or the like). BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present invention is explained in detail below based on examples.

[0023] Figure 1 A flow chart is shown by way of example for an exemplary embodiment variant of the method according to the invention, with which wheel geometry parameters and wheel speeds are ascertained; and

[0024] Figure 2 By way of example, a detailed side view of an exemplary embodiment variant of a rail vehicle according to the invention is shown together with an exemplary embodiment variant of a device according to the invention for carrying out the method according to the invention for ascertaining wheel geometry. DETAILED DESCRIPTION

[0025] Figure 1 A flow chart is shown for an exemplary embodiment variant of the method according to the invention, with which wheel geometry parameters and wheel speeds are ascertained.

[0026] according to Figure 1 The method is provided for example as in Figure 2 The rail vehicle shown in FIG. Figure 2 The first sensor 1 shown in FIG. 1 determines, by way of example, Figure 2 The vertical acceleration of the first wheel 2 of the wheel set 3 shown in FIG. Figure 2 The satellite-based positioning device 4 shown by way of example in FIG. 4 receives position information of the rail vehicle which is converted by means of a time derivative into a driving speed v to be processed in conjunction with the method according to the invention.

[0027] On the basis of the vertical acceleration signal of the first sensor 1 , which characterizes the vibration behavior of the first wheel 2 , an amplitude spectrum is formed in a first time interval of 1 s, which is normalized to the standard driving speed v n , which is formed as an average value, that is, as a statistical value from the driving speeds v detected in one day. (Amplitude spectrum formation 5). According to the invention, it is also possible to form a standard driving speed v n Another value (eg a constant which characterizes a typical or particularly frequently occurring travel speed) is used. Standard travel speed v n In any case, the characteristic operating behavior of the vehicle is described.

[0028] The amplitude spectra are accumulated, thereby forming a partial sum amplitude spectrum (accumulation 6) and are temporarily stored in the rail vehicle at Figure 2 The partial sum-amplitude spectra are combined into a sum-amplitude spectrum in a second time interval of 1d (aggregation 9). The intermediate storage is performed in a third time interval of 1h. Thus, the second time interval is greater than the first time interval, and the third time interval is greater than the first time interval and less than the second time interval.

[0029] The amplitude spectrum formation 5, accumulation 6, intermediate storage 8, aggregation 9 and all other steps of the method according to the invention are carried out under the following conditions: the driving speed v is equal to or greater than a defined driving speed threshold value and the driving acceleration is equal to or less than a defined driving acceleration limit value. The driving acceleration can be a mathematically positive acceleration, but it can also be a mathematically negative acceleration (that is, a deceleration). This is taken into account by the sign of the driving acceleration limit value or by the absolute value formation in the driving acceleration. In accordance with Figure 1 In an exemplary embodiment of the method according to the present invention, a value of 5 km / h is used as the driving speed threshold value and 0.01 m / s is used as the driving acceleration limit value. 2 However, according to the present invention, other values ​​may also be selected.

[0030] The wheel harmonics f are determined from the frequencies of the amplitude-sum spectrum which are assigned to the amplitude maxima of the amplitude-sum spectrum. h (The harmonic is 10).

[0031] Harmonics are spectral lines whose frequencies have an integer ratio with respect to one another. This occurs in particular in the Fourier transform of periodic, non-sinusoidal signals. The fundamental wave is, for example, the harmonic with the lowest frequency, which corresponds to the inverse of the period duration of such a signal.

[0032] When the harmonics are obtained, the wheel harmonics f are obtained from the selected frequency.h The frequency is selected from the following search range, which consists of the first interval From the standard driving speed v n , the maximum permissible wheel radius r max , the minimum permissible wheel radius r min and the order factor k (where k=1 ... K) (the order maximum value K, where K=12, but other values ​​of the order maximum value K can also be used according to the invention). The maximum permissible wheel radius r max and the minimum permissible wheel radius r min It is the operating limit scale.

[0033] According to the present invention, it is also conceivable that the search range is composed of the second interval Formed, replacing the maximum permissible wheel radius r max and the minimum permissible wheel radius r min The maximum permissible wheel diameter R max and the minimum permissible wheel diameter R min Substitute into the second interval.

[0034] The selected frequency is assigned to the amplitude maximum of the amplitude sum spectrum in the first interval (or to the amplitude maximum of the amplitude sum spectrum in the second interval, if the search range is formed by the second interval). That is, the following frequencies are selected from the frequency-amplitude profile at which the frequency-amplitude profile has an amplitude maximum. The selected frequency is normalized to the order factor k assigned to the respective first interval or second interval from which the frequency was selected. For example, the frequency from the first interval with the order factor k=2 is divided by k=2 for the normalization.

[0035] Interference frequencies outside the defined frequency band are then filtered out from the selected and normalized frequencies, which are caused by processes other than the rotation of the first wheel 2 (e.g. by dynamic disturbances from the reciprocating contact between the first wheel 2 and the rail), so that the wheel harmonics f are determined while excluding these interference frequencies. h The greater the number of frequencies that are selected and not filtered out, the greater the value of the quality factor for determining the wheel geometry is set. The greater the quality factor, the more precise and reliable the wheel geometry determination. The wheel harmonics f h The median value of the selected, normalized and filtered frequencies from the search range is determined. The harmonic determination 10 is thus completed.

[0036] Then the standard driving speed v n And by the wheel harmonic f hTo determine the wheel geometry (geometry determination 11). Harmonic determination 10 and geometry determination 11 are performed once a day. As wheel geometry, a regular However, according to the invention, it is also conceivable that the wheel geometry is formed by means of a regular diameter, for example To determine the wheel diameter R. According to the invention, it is also conceivable to determine the vertical acceleration of the second wheel of the wheel set 3 by means of a second sensor and thus also to perform the wheel geometry determination according to the approach described above for the second wheel. In this case, the wheel radius r or the wheel diameter R can be determined, for example, as an average radius or average diameter with respect to the first wheel 2 and the second wheel.

[0037] The wheel speed n is then determined based on the determined wheel radius r or the determined wheel diameter R (speed determination 12), provided that the wheel harmonics f are determined from frequencies whose number is equal to or greater than the frequency number-threshold value. h Therefore, in order to determine the wheel speed n, the quality measure mentioned above must be equal to or greater than the frequency number-threshold value. Figure 1 For the exemplary embodiment variant of the method according to the invention, the frequency number threshold value is defined by 10. However, according to the invention, other values ​​can also be used as the frequency number threshold value.

[0038] When determining the speed 12, the rule is formed with the help of the first speed The wheel speed n is determined from the current value of the driving speed v and the wheel radius r. However, according to the invention, it is also possible to form a rule with the aid of the second speed. The wheel speed n is determined from the value of the driving speed v and the wheel diameter R.

[0039] Furthermore, in particular in the case of unreliable information about the driving speed v, it is conceivable that, as an alternative, the speed determination 12 determines the core wheel harmonics f from the frequencies within the core search range: h1 The core search range is centered around a first search value formed by the value of the driving speed v, the wheel radius r and the order factor k (where k=1...K). To center or center around the second search value formed by the value of the driving speed v, the wheel diameter R and the order factor k (where k=1...K) to center the core-wheel harmonic f h1 and by the value of the order factor k for which the core-wheel harmonic f h1 The selected frequency is assigned to the amplitude maximum of the amplitude-sum spectrum) by means of the third rotational speed forming rule The wheel speed n is determined. The centering around the first search value or the second search value is performed by interval formation. For example, a third interval is formed around the first search value by replacing the wheel radius r with a lower limit value for the lower limit of the third interval in the first search value, which is between the value of the wheel radius r and the maximum permissible wheel radius r. max and the wheel radius r is replaced by an upper limit value for the upper limit of the third interval, which is between the value of the wheel radius r and the minimum permissible wheel radius r min The core search range is therefore wider than the one mentioned above for the wheel harmonics f h The search scope is narrow.

[0040] For the second search value, when the interval is formed, the wheel diameter R, the maximum permissible wheel diameter R max and the minimum permissible wheel diameter R min , a fourth interval is formed around the second search value by replacing the wheel diameter R in the second search value for the lower limit of the fourth interval by a lower limit value which lies between the value of the wheel diameter R and the maximum permissible wheel diameter R max and the wheel diameter R is replaced by an upper limit value for the upper limit of the fourth interval, which is between the value of the wheel diameter R and the minimum permissible wheel diameter R min between the values ​​of .

[0041] If the core-wheel harmonic f is selected from the core search range hl multiple values ​​of (for example, in the case where the maximum value of the order K is K>1, the core-wheel harmonic f is selected for each value of the order factor k h1 ), the wheel speed n is determined as a statistical value (for example as a median) from the following quotient, which is obtained by dividing the core-wheel harmonic f h1 The multiple values ​​of divided by the order factor k are respectively assigned to the core-wheel harmonics f h1 The core-wheel harmonic f h1 When performing the alternative speed determination 12 , a frequency number threshold value may also be assumed.

[0042] If the wheel radius r or wheel diameter R is determined and used for the speed determination 12, the amplitude spectrum formation 5, accumulation 6 and intermediate storage 8 can be performed in parallel with the speed determination 12 (for example, by performing the amplitude spectrum formation 5, accumulation 6 and intermediate storage 8 with the aid of a first processor or a first processor core and performing the speed determination 12 with the aid of a second processor or a second processor core). The speed determination 12 is performed second by second.

[0043] exist Figure 2 An exemplary embodiment variant of a rail vehicle according to the invention is shown in a side view of a detail of an exemplary embodiment variant of a device according to the invention for carrying out an exemplary combination of Figure 1 The method according to the invention for determining the wheel geometry is shown.

[0044] The rail vehicle has a chassis 13 and a car body 14, wherein the car body 14 is supported on the chassis 13 via an air secondary spring arrangement 15. The first sensor 1 is connected to a cover of a first wheel set bearing housing 16 of a first wheel set bearing. The first sensor 1 is designed as a piezoelectric acceleration sensor.

[0045] exist Figure 2 The second sensor, which is not visible in the figure and is implemented as a piezoelectric acceleration sensor, is connected to the second wheel set bearing of the chassis 13. Figure 2 The first wheel 2 and the second wheel set bearing housing are connected by the first wheel set bearing and the first wheel set bearing housing 16 and the second wheel set bearing and the second wheel set bearing housing. Figure 2 The first wheel set 3 of the second wheel, which cannot be seen in the figure, is coupled to the chassis frame 17 in a spring-loaded manner.

[0046] The vertical acceleration of the first wheel 2 is detected by means of the first sensor 1 and the vertical acceleration of the second wheel is detected by means of the second sensor.

[0047] Arranged in the vehicle body 14 is a computing device 18 with an implemented database 7 , by means of which the signals of the first sensor 1 and the second sensor are processed.

[0048] A satellite-based positioning device 4 with an antenna is connected to the roof of the carriage 14. The positioning device 4 is implemented as a global positioning system (GPS). The travel speed v of the rail vehicle is determined by means of the positioning device 4. However, in order to determine the travel speed v, it is also conceivable according to the present invention to arrange a device for detecting or measuring the travel speed v in or on the carriage 14 (for example, a device for Doppler radar speed measurement, etc.).

[0049] On the basis of the signals relating to the vertical acceleration and the driving speed v, a combination of exemplary embodiments of the method according to the invention is performed in the computing device 18: Figure 1 The steps described are, namely, amplitude spectrum formation 5 , accumulation 6 , intermediate storage 8 , aggregation 9 , harmonic determination 10 , geometry determination 11 and speed determination 12 .

[0050] The first sensor 1, the second sensor, the computing device 18 and the locating device 4 are components of an exemplary embodiment variant of the device according to the invention for carrying out an exemplary combined Figure 1 The method according to the invention for determining the wheel geometry is described.

[0051] The computing device 18 also combines Figure 1 The mentioned wheel radius r and wheel speed n are connected to the first sensor 1 , the second sensor and to the positioning device 4 in a signal-transmitting manner.

[0052] A first signal line 19 is provided between the first sensor 1 and the computing device 18, and a second signal line 20 is provided between the positioning device 4 and a vehicle bus 22 extending in the vehicle compartment 14. The vehicle bus 22 is connected to the computing device 18 via a third signal line 21 for data transmission from the positioning device 4 to the computing device 18. Figure 2 The fourth signal line shown in FIG. 1 is connected to the computing device 18 .

[0053] According to the invention, it is also conceivable to provide a radio connection between the computing device 18 on the one hand and the first sensor 1 , the second sensor and the locating device 4 on the other hand.

[0054] List of reference numerals:

[0055] 1 First sensor

[0056] 2 First wheel

[0057] 3 wheel set

[0058] 4 Positioning device

[0059] 5 Amplitude spectrum formation

[0060] 6 Accumulation

[0061] 7 Database

[0062] 8 Intermediate Storage

[0063] 9 Gathering

[0064] 10 Harmonic Calculation

[0065] 11 Geometric shape extraction

[0066] 12 Speed ​​determination

[0067] 13 Chassis

[0068] 14 Carriage

[0069] 15 Air-Secondary Spring Device

[0070] 16 First wheel bearing housing

[0071] 17 Chassis frame

[0072] 18 Computing Devices

[0073] 19 First signal line

[0074] 20 Second signal line

[0075] 21 Third signal line

[0076] 22 Vehicle Bus

[0077] v Driving speed

[0078] v n Standard driving speed

[0079] f h Wheel harmonics

[0080] r max Maximum permissible wheel radius

[0081] r min Minimum permissible wheel radius

[0082] k-order factor

[0083] K order maximum value

[0084] R max Maximum permissible wheel diameter

[0085] R min Minimum permitted wheel diameter

[0086] r Wheel radius

[0087] R Wheel diameter

[0088] Wheel speed

[0089] f hl Core-Wheel Harmonics

Claims

1. A method for determining wheel geometry for a vehicle, in particular a rail vehicle, wherein the vertical acceleration of at least one first wheel (2) is determined by means of at least one first sensor (1), wherein the driving speed (v) is processed, and wherein an amplitude spectrum is formed on the basis of a vertical acceleration signal characterizing the vibration behavior of the at least one first wheel (2), characterized in that An amplitude-sum spectrum is formed from the amplitude spectrum, wherein at least one wheel harmonic (f h ), and wherein the standard driving speed (v n ) and by the at least one wheel harmonic (f h ) to obtain the wheel geometry.

2. The method according to claim 1, characterized in that As wheel geometry is formed regularly by means of the radius To find the wheel radius (r) or to use the diameter to form a rule To find the wheel diameter (R).

3. The method according to claim 1 or 2, characterized in that: The amplitude spectrum is normalized to the standard driving speed (v n ).

4. The method according to any one of claims 1 to 3, characterized in that The at least one wheel harmonic (f h ).

5. The method according to any one of claims 1 to 4, characterized in that The at least one wheel harmonic (f h ), the search range is composed of the first interval By standard driving speed (v n ), the maximum permissible wheel radius (r max ), the minimum permissible wheel radius (r min ) and the order factor k, where k = 1 ... K, or the second interval By standard driving speed (v n ), the maximum permissible wheel diameter (R max ), the minimum permissible wheel diameter (R min ) and order factor k, where k = 1…K.

6. The method according to claim 5, characterized in that The selected frequencies are normalized to the order factor (k).

7. The method according to claim 5 or 6, characterized in that: The at least one wheel harmonic (f h ) obtains the median of the frequencies selected from the search range and assigned to the amplitude maxima of the amplitude-sum spectrum in the first interval or the second interval.

8. The method according to any one of claims 2 to 7, characterized in that The rule is formed from the value of the driving speed (v) and the wheel radius (r) using the first rotational speed. Or the value of the driving speed (v) and the wheel diameter (R) is used to form a rule with the aid of the second rotational speed: To find the wheel speed (n).

9. The method according to any one of claims 2 to 7, characterized in that At least one core-wheel harmonic (f h1 ), the core search range is centered around a first search value formed by the value of the driving speed (v), the wheel radius (r) and the order factor k, where k = 1 ... K Or around the second search value formed by the value of the driving speed (v), the wheel diameter (R) and the order factor k, where k=1...K to center, where the third speed is used to form a rule By at least one core-wheel harmonic (f h1 ) and determining the wheel speed (n) from at least one value of the order factor (k), for which at least one value is selected from the core search range as the at least one core-wheel harmonic (f h1 ) is assigned to the amplitude maximum of the amplitude-sum spectrum, or the wheel speed (n) is determined as a statistical value from the following quotients, which are obtained by dividing the core-wheel harmonics (f h1 ) divided by the order factor (k) assigned to the core-wheel harmonics (f h1 ) is formed by the numerical value of the numerical value.

10. The method according to claim 8 or 9, characterized in that: If the at least one wheel harmonic (f h ) or at least one core-wheel harmonic (f h1 ) is obtained from the frequencies whose number is equal to or greater than the frequency number-threshold value, then the wheel speed (n) is obtained.

11. The method according to any one of claims 1 to 10, characterized in that If the driving speed (v) is equal to or greater than a driving speed threshold value and if the driving acceleration is equal to or less than a driving acceleration limit value, the amplitude spectrum and / or the amplitude sum spectrum is formed and / or updated.

12. The method according to any one of claims 1 to 11, characterized in that The amplitude spectrum is formed in a first time interval and the sum amplitude spectrum is updated in a second time interval, wherein the second time interval is greater than the first time interval.

13. The method according to claim 12, characterized in that A partial sum amplitude spectrum is formed from the amplitude spectrum, which is temporarily stored in a third time interval that is greater than the first time interval and smaller than the second time interval, wherein the sum amplitude spectrum is formed from the partial sum amplitude spectrum.

14. A device for executing the method according to any one of claims 1 to 13, comprising at least one first sensor (1), at least one computing device (18) and at least one device for positioning, for determining a driving speed or for detecting a driving speed, characterized in that: The at least one computing device (18) is connected in a signal-transmitting manner to the at least one first sensor (1) for detecting vertical acceleration and to the at least one device for positioning, for determining a driving speed or for detecting a driving speed in order to determine (11) the geometry of at least one first wheel (2).

15. A rail vehicle having at least one device according to claim 14.

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