Method for checking the state of a check rail

Abstract

The invention relates to a method for checking a state of a check rail (1) of a track (2) of a railway switch, which state is defined by a securing state of the check rail and a wear state of the check rail surface (14, 24) of the check rail (1), which measuring vehicle (18) comprises at least one WHEEL CONTACT sensor unit (21) and a FREE SPACE sensor unit (22), wherein at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape is determined with the WHEEL CONTACT sensor unit (22) and at least one geometric LOAD FREE measurement value describing a LOAD FREE gap cross-sectional shape is determined with the FREE SPACE sensor unit (22), which LOAD measurement value and LOAD-FREE measurement value describe the gap cross-sectional shape of a gap cross-section extending between the rail (4) of the track (2) and the check rail (1) in the loaded state or in the unloaded state with at least one datum via an inclination of at least one check rail surface (14, 24) relative to a reference plane and / or with at least one datum via an inclination of a tangent of a check rail surface (14, 24) relative to the reference plane.

Description

[0001] Procedure for checking the condition of a wheel check

[0002] The invention disclosed here relates to a method according to the preamble of claim 1 or claim 2.

[0003] The invention disclosed here relates to a method for checking the condition of a check rail of a switch. According to current theory, the condition of a check rail is altered by short-term and / or long-term loads, as well as by temperature influences.

[0004] The assessment of the condition of the switch includes the assessment of the geometry of the check rail and the assessment of the check rail design. The assessment of the check rail geometry also includes an examination of the wear condition of the check rail surface, since the wear condition can also be reflected in the shape of the check rail. The assessment of the check rail design includes an assessment of the direct or indirect attachment of the check rail to a sleeper.

[0005] EP2165915A2 does not represent any relevant prior art to the method according to the invention. EP2165915A2 merely discloses a method for contactless recording of a cross-section of a track under any load condition. However, because the method according to the invention includes the functional feature of recording a track cross-section in a loaded and an unloaded state, EP2165915A2 does not represent any relevant prior art.

[0006] EP1415885A1 also does not represent any relevant state of the

[0007] This represents a technique for the inventive method described below. EP1415885A1 again relates to any load condition, while the inventive method is based on the functional feature of determining measured values ​​of a loaded condition and an unloaded condition.

[0008] There is also no clear indication in WO2012161759A1 of determining cross-sectional data of the track in a loaded state and in an unloaded state, which is why WO2012161759A1 is also not to be considered as relevant prior art.

[0009] EP2269887A1 concerns the determination of the temporary track geometry under load. EP2269887A1 therefore does not represent relevant prior art.

[0010] In the disclosure of the method according to the invention, a WHEEL SUPPORT sensor unit and a CLEARANCE sensor unit are mentioned. The term "sensor unit" refers to the WHEEL SUPPORT sensor unit and the CLEARANCE sensor unit, unless otherwise stated. Furthermore, a LOAD measurement value and a NO-LOAD measurement value are mentioned. The term "measured value" refers to the LOAD measurement value and the NO-LOAD measurement value, unless otherwise stated.

[0011] The method described below is based on geometric measurement values ​​of the check rail, which are determined using state-of-the-art sensors or measuring systems. In particular, measuring vehicles are known which allow the determination of measurement values ​​describing a loaded and an unloaded track condition. A measuring vehicle is described below which allows the determination of the measurement values ​​for assessing the condition of a check rail using the method according to the invention.

[0012] When the measuring vehicle passes through, the rail is subjected to a primarily vertical force. When the measuring vehicle passes through, the check rail is subjected to a primarily horizontal load.

[0013] The invention disclosed here has the object of providing a method adapted to an evaluation of the condition of a wheel guide of a switch.

[0014] According to the invention, this is achieved in that at least one geometric LOAD measured value describing a LOAD gap cross-sectional shape is determined with the WHEEL SUPPORT sensor unit, and at least one geometric FREE-LOAD measured value describing a FREE-LOAD gap cross-sectional shape is determined with the CLEARANCE sensor unit, which LOAD measured value and FREE-LOAD measured value describe the gap cross-sectional shape of a gap cross-section extending between a rail of the track and the check rail in the loaded state or in the unloaded state by at least one indication of an inclination of at least one check rail surface to a reference plane or a tangent of a check rail surface to the reference plane, wherein a difference value between the at least one FREE-LOAD measured value and the at least one LOAD measured value is determined in a computing unit, and the difference value is compared with a predetermined limit value in the computing unit,wherein in the computing unit, a proper condition of the check valve is determined if the difference value is less than or equal to the limit value, and an improper condition of the check valve is determined if the difference value is greater than the limit value. According to the invention, this can also be achieved by using the WHEEL SUPPORT sensor unit to determine at least one geometric LOAD measurement value describing a LOAD gap cross-sectional shape, and by using a computing unit to load at least one geometric LOAD database measurement value or geometric LOAD-FREE database measurement value from a database,which LOAD measured value is the gap cross-sectional shape of a gap cross-section extending between the rail of the track and the check rail in the loaded state at a time t and which LOAD database measured value and LOAD-FREE database measured value is the gap cross-sectional shape of a gap cross-section extending between the rail of the track and the check rail in the loaded state or in the unloaded state at a time tO < t,

[0015] - by at least one indication of an inclination of at least one wheel control surface to a reference plane and / or

[0016] - by at least one indication of an inclination of a tangent of a wheel guide surface to the reference plane and / or

[0017] - by at least one indication of a distance measurement between a check rail surface and a rail surface of the rail, wherein a difference value between the database measurement value and the at least one LAST measurement value is determined in a computing unit and the difference value is compared with a predetermined limit value in the computing unit, wherein in the computing unit a proper condition of the check rail is determined if the difference value is less than or equal to the limit value and an improper condition of the check rail is determined if the difference value is greater than the limit value.

[0018] The invention comprises two basic solutions.

[0019] The first solution is based on determining the LOAD-FREE measured value. The LOAD-FREE measured value describes the gap cross-sectional shape in the unloaded state. This gap cross-sectional shape is incorporated into the inventive method as the LOAD-FREE gap cross-sectional shape. The first solution is further based on determining the LOAD measured value.

[0020] The second solution is based on loading a LOAD-FREE database measurement value and / or a LOAD database measurement value from a database. The first solution is also based on determining the LOAD measurement value.

[0021] Both solutions are therefore based on determining the LOAD measured value. The LOAD measured value describes the gap cross-sectional shape in the loaded state. This gap cross-sectional shape is included in the method according to the invention as the LOAD gap cross-sectional shape. The LOAD gap cross-sectional shape is characterized in that the rail, as an element limiting the gap cross-section on one side, is essentially loaded by a vertical force. The check rail, which limits the gap cross-section on the other side, is essentially loaded by a force oriented parallel to the track plane. The LOAD-FREE measured value describes the gap cross-sectional shape in an assumed unloaded state. This gap cross-sectional shape is included in the method according to the invention as the LOAD-FREE gap cross-sectional shape.The LOAD-FREE gap cross-section shape is characterized by the fact that the rail, as the element defining the gap cross-section on one side, is essentially not subjected to any vertical force. The check rail, which defines the gap cross-section on the other side, is essentially not subjected to any force oriented parallel to the track plane.

[0022] The LOAD measured values ​​and the LOAD-FREE measured values ​​can be determined by a single test run at a time t .

[0023] The LOAD-FREE database measured values ​​or the LOAD database measured values ​​can be determined in a test run at a time tO, which test run differs from the test run at which the LOAD measured values ​​or LOAD-FREE measured values ​​are determined. The database measured values ​​can also be planning data, target data, or reference data. The LOAD-FREE database measured values ​​describe an unloaded state of the rail and / or check rail at a time tO. The LOAD database measured values ​​describe a loaded state of the rail and / or check rail at a time tO.

[0024] The method according to the invention can be implemented as a computer-implemented method. The measured values ​​determined or input with the aforementioned sensor units are transmitted to a computing unit for further processing. The processing of the measured values ​​includes, in particular, comparing the measured values ​​with a respective limit value and evaluating the condition of the steering column.

[0025] The aforementioned gap cross-section between the rail and the check rail is limited laterally, for example, by the surfaces of the rail and the check rail. The gap cross-section is limited at the bottom, for example, by the sleeper. The gap cross-section is limited at the top, for example, by an imaginary line connecting a high point of the rail and a high point of the check rail.

[0026] The check rail surface can be the surface of the check rail that faces the nearest rail and that contacts a wheel, particularly a wheel rim of the measuring vehicle, when passing over the track. The wheel can be a running wheel of the measuring vehicle or a wheel used to determine measured values.

[0027] The check rail surface can be the surface of the check rail that faces upwards and that comes into contact with a wheel, in particular a running surface of a wheel of the measuring vehicle when passing over the track. The wheel can be a running wheel of the measuring vehicle or a wheel used to determine measured values.

[0028] The check rail surface can be another surface of the check rail. The exclusive determination of a measured value describing a surface of the check rail, which surface is not contacted by a wheel during use, does not allow an assessment of the condition of the check rail with regard to wear, but only with regard to the fastening. The method according to the invention is based on the fundamental idea that the condition of the check rail can be reliably assessed by determining an inclination of the check rail, in particular of the check rail surface. Both a loosening of the fastening unit with which the check rail is attached to a sleeper of the track and wear of the check rail surface can be objectively detected via a change in the inclination of the check rail surface between a loaded state and an unloaded state.

[0029] Ways of measuring inclination are mentioned below.

[0030] In addition, it is stated that the inclination of the check rail can be determined by determining at least one LOAD measurement value and at least one LOAD-FREE measurement value, each describing the angle between a surface of the check rail, in particular the check rail surface, and a reference plane.

[0031] In addition, it is stated that a value of the inclination of the check rail is determined by determining LOAD measured values ​​and LOAD-FREE measured values ​​describing different distances of a surface of the check rail, in particular the check rail surface, to a reference plane.

[0032] The invention provides that at least the inclination is determined in both the first and second proposed solutions. The second proposed solution also provides that a distance measurement between the rail and the check rail is determined. The distance measurement can be determined in a plane parallel to the track sleeper.

[0033] The invention provides for a comparison of the measured values. In the first solution, a difference value is determined between the LOAD measured value and the LOAD-FREE measured value.

[0034] This determines a change in the measured value between the load-free state of the track and a loaded state based on measured values ​​determined at a time t.

[0035] In the second solution, a difference value is determined between the LOAD-FREE database measurement value and / or the LOAD database measurement value and the LOAD measurement value.

[0036] This determines a change in the measured value between the state of the track at a time tO and a loaded state based on measured values ​​determined at a time t.

[0037] The time tO is before the time t .

[0038] The LOAD measured values ​​and also the LOAD-FREE measured values ​​can be determined at a variety of points in time.

[0039] The first proposed solution may also include determining the difference at several points in time t and evaluating the condition of the check valve by approximating the determined differences to a limit value. The second proposed solution may also include evaluating the condition of the check valve by approximating the differences to a limit value.

[0040] The limit value can be specified by a standard.

[0041] The user can use contact measuring systems, such as an inspection gauge, or non-contact measuring methods, such as line-intersection sensors, to determine the measured values. The method according to the invention can be characterized in that the reference plane is a horizontal or vertical plane and / or the reference plane is defined by points on the top edge of the rails of the track.

[0042] The use of a horizontal or vertical as a reference plane has the advantage that this reference plane is defined independently of any property of the track, in particular of the substructure.

[0043] Defining the reference plane by the top edge points of the rails has the disadvantage that it defines a reference plane that depends on the properties of the track, particularly the substructure and the prevailing load condition. However, this does not necessarily influence the determination of the inclination of the check rail surface. Using this reference plane can be advantageous because it is also used to determine other measured values, such as the track gauge.

[0044] The rail top edge points can be wheel contact points as defined by relevant standards for determining a track gauge.

[0045] The method according to the invention can be characterized in that load measurement values ​​are determined with the WHEEL SUPPORT sensor units, which load measurement values ​​describe at least one geometric load gap cross-sectional partial shape of the gap cross-sectional shape in the loaded state at a time t, and load-free measurement values ​​are determined with the CLEARANCE sensor unit, which load-free measurement values ​​describe the geometric load T FREE I gap cross-sectional partial shape of the gap cross-sectional shape in the unloaded state at a time t.

[0046] The method according to the invention can be characterized in that LOAD-FREE database measured values ​​or LOAD database measured values ​​are loaded with the computing unit, which LOAD-FREE database measured values ​​or LOAD database measured values ​​describe the geometric LOAD-FREE gap cross-sectional shape of the gap cross-sectional shape in the loaded or unloaded state at a time tO < t .

[0047] The expert looks at these process steps together depending on the implementation of the first solution or the second solution.

[0048] Determining the gap cross-section or a partial area advantageously provides information about the actual shape of the check rail surface and the distance of the check rail surface from the reference plane. If the reference plane is defined by the rail opposite the check rail surface, determining the gap cross-section provides information about the spacing of the check rail, in particular the check rail surface, from the aforementioned rail, in particular the rail surface.

[0049] The database measurements can be viewed as information about the desired shape of the check rail surface and the distance of the check rail surface from the reference plane. The aforementioned distance ratios between the check rail surface and the rail can be distances between these at different elevations.

[0050] The method according to the invention is not limited to determining the inclination of a surface of the check rail, such as a check rail surface. For example, contour lines can be used to define partial gap cross-section regions of the gap cross-section, from which partial gap cross-section shapes are determined in the loaded and unloaded states.

[0051] The gap cross-sectional area can also extend over the entire gap cross-sectional area between the rail and the check rail.

[0052] The above-mentioned comparison of the measured values ​​in this embodiment concerns the comparison of the gap cross-sections.

[0053] The method according to the invention can be characterized in that the WHEEL SUPPORT sensor unit is used to determine LOAD measured values ​​or the CLEARANCE sensor unit is used to determine LOAD-FREE measured values ​​at several altitudes from the threshold, or the computing unit is used to load LOAD database measured values ​​or LOAD-FREE database measured values ​​at the altitudes from the threshold from the database.

[0054] The measured values ​​can, for example, be distances between the check rail and a plane, as described above. Wear of a check rail creates an indeterminate surface shape. The user selects elevations in order to describe the cross-sectional shape of the check rail, particularly the surface in the worn state, with sufficient accuracy through measured values. The unworn state can be known from a database.

[0055] The determination of a gap cross-sectional shape or a sub-area thereof is described above. This may involve determining several distances between a check rail surface and the reference plane.

[0056] The method according to the invention can be characterized in that at least one LOAD measurement value, which LOAD measurement value describes the LOAD gap cross-sectional shape as a diagonal, is determined with the WHEEL SUPPORT sensor unit.

[0057] The method according to the invention can be characterized in that at least one LOAD-FREE measured value is determined with the CLEARANCE sensor unit, which LOAD-FREE measured value describes the LOAD-FREE gap cross-sectional shape as a diagonal.

[0058] The method according to the invention can be characterized in that the computing unit loads LOAD database measured values ​​or LOAD-FREE database measured values ​​from the database, which LOAD database measured values ​​or LOAD-FREE database measured values ​​describe the LOAD gap cross-sectional shape or LOAD-FREE gap cross-sectional shape as a diagonal. The person skilled in the art will combine these method steps depending on the implementation of the first solution or the second solution.

[0059] The inclination of the check rail, in particular the surface of a check rail, can be described by the diagonals extending in the gap cross-section.

[0060] The method according to the invention can be characterized in that the LOAD measurement value is determined over the extension length of the check rail or a rail of the track using the WHEEL SUPPORT sensor unit.

[0061] The method according to the invention can be characterized in that the FREE SPACE sensor unit is used to determine the LOAD-FREE measured value over the length of the check rail or a rail of the track.

[0062] The method according to the invention can be characterized in that the computing unit determines from the database LOAD database measured values ​​or LOAD-FREE database measured values ​​over the extension length of the check rail or the rail of the track.

[0063] The person skilled in the art will consider these process steps depending on whether the first solution or the second solution is implemented.

[0064] The method according to the invention can be characterized in that at least one LOAD measurement value is determined at a point on the wheel guide or the rail using the WHEEL SUPPORT sensor unit.

[0065] The method according to the invention can be characterized in that at least one LOAD-FREE measurement value is determined using the CLEARANCE sensor unit. The method according to the invention can be characterized in that LOAD database measurement values ​​or LOAD-FREE database measurement values ​​are loaded from the database using the computing unit at a point on the check rail or the rail. The person skilled in the art will combine these method steps depending on the implementation of the first solution or the second solution.

[0066] The point can be defined by a standard.

[0067] The method according to the invention can be characterized in that a first LOAD measured value and a first LOAD-FREE measured value are determined at a first point in time and a second LOAD measured value and a second LOAD-FREE measured value are determined at a second point in time, wherein the first point in time is different from the second point in time.

[0068] The method according to the invention can be characterized in that the first time and the second time are after the time tO.

[0069] Determining measured values ​​at different points in time has the advantage of allowing changes over time to be identified. Furthermore, predictive engineering can be performed based on the measured values ​​and assumptions. The first measured value can be stored in a database and describe a reference state.

[0070] The method according to the invention can be characterized in that the first LOAD measured value and the first LOAD-FREE measured value are determined with a measuring vehicle which travels along the track in a first direction of travel, and the second LOAD measured value and the second LOAD-FREE measured value are determined with a measuring vehicle which travels along the track in a second direction of travel.

[0071] Driving through a switch in different directions creates different load conditions on the switch, particularly in the check rail. These different load conditions can be detected using the method according to the invention by the measuring vehicle driving through the track at a first point in time in a first direction of travel and at a second point in time in a second direction of travel, and determining the measured values ​​described above.

[0072] The first direction of travel and the second direction of travel can be oriented in the same track direction.

[0073] The first direction of travel and the second direction of travel can be oriented in opposite track directions.

[0074] The invention is further explained with reference to the following embodiments shown in the figures:

[0075] Fig. 1 shows a schematic plan of a switch,

[0076] Fig. 2 shows a cross-section of a rail and a guide rail of a track of a switch schematically,

[0077] Fig. 3 shows a cross-section of a rail and a guide rail of a track of a switch schematically,

[0078] Fig. 4, Fig. 5, Fig. 6 shows a measuring vehicle for carrying out the method according to the invention.

[0079] The embodiments shown in the figures merely illustrate possible embodiments. It should be noted at this point that the invention is not limited to these specifically illustrated embodiments, but rather combinations of the individual embodiments with one another and a combination of an embodiment with the general description given above are also possible. These further possible combinations do not need to be explicitly mentioned, since these further possible combinations are within the skill of the person skilled in this technical field based on the teaching of technical action based on the invention in question.

[0080] The scope of protection is determined by the claims. However, the description and the drawings must be used to interpret the claims. Individual features or combinations of features from the various embodiments shown and described may represent independent inventive solutions. The problem underlying the independent inventive solutions can be derived from the description.

[0081] In the figures, the following elements are identified by the preceding reference symbols:

[0082] 1 wheel handlebar

[0083] 2 tracks

[0084] 3 additional tracks

[0085] 4 rail

[0086] 5 Rail

[0087] 6 point on wheel bearing

[0088] 7 Track cross-section

[0089] 8 Switch heart

[0090] 9 Threshold

[0091] 10 Mounting unit wheel control 1

[0092] 11 Wheel check support 12 Screw for fastening the wheel check 1 to the

[0093] Wheel guide support stand 11

[0094] 13 Screw for fastening the wheel guide support bracket 11 to the threshold 9

[0095] 14 (vertical) check rail surface

[0096] 15 Turning the check rail support 11

[0097] 16 Tilting the steering arm 1

[0098] 17 Split section

[0099] 18 measuring vehicle

[0100] 19 Direction of travel

[0101] 20 Direction of travel

[0102] 21 WHEEL SUPPORT sensor unit

[0103] 22 FREE SPACE sensor unit

[0104] 23 Wheel of the measuring vehicle 18

[0105] 24 (horizontal) wheel handlebar surface

[0106] The following figure description describes a comparison of LOAD measured values ​​and NO-LOAD measured values ​​determined at time t. The following figure description can also be applied to the proposed solution described above, based on a comparison of LOAD measured values ​​with NO-LOAD database measured values ​​or LOAD database measured values. In this case, the person skilled in the art replaces the term "NO-LOAD measured value" with the term "NO-LOAD database measured value" or "LOAD database measured value". The above information on the type of measured values ​​applies.

[0107] Regarding Figure 1:

[0108] Figure 1 shows a plan view of a switch in which a track 2 and another track 3 are crossed. The method according to the invention is explained below with reference to the check rail 1 of track 2. The method according to the invention is also applicable to the other check rail of track 3, which is not provided with a reference symbol in Figure 1.

[0109] The method according to the invention is characterized in that measured values ​​are determined which measured values ​​allow conclusions to be drawn about the condition of the wheel guide 1 in general, in particular the fastening of the wheel guide

[0110] 1 and / or the wear of the wheel guide 1 .

[0111] The check rail 1 is attached to a sleeper 9 of the switch by a fastening unit 10. It is shown in the figure

[0112] 2 and Figure 3 show the fastening of the check rail 1 to the threshold 9 in detail. The condition of the check rail 1, which is relevant for a state of use and to be assessed by the method according to the invention, is determined, on the one hand, by a proper fastening device.

[0113] During use, the check arm 1 experiences wear or abrasion on its check arm surfaces 14, 24. At least one check arm surface 14, 24 may be deformed by material removal and / or by deformation of the check arm 1.

[0114] The condition of the check arm 1, which is relevant for a usage condition and is to be evaluated by the method according to the invention, is determined, on the other hand, by the shape of at least one check arm surface 14, 24. The method according to the invention has the object of evaluating the condition of the check arm 1 using an efficient, repeatable, and objective method.

[0115] To carry out the method according to the invention, the track 2 is traversed by at least one measuring vehicle 18 (see Figures 4, 5, 6) in at least one direction of travel 19, 20. The details of such a measuring vehicle 18 are described by way of example in the description of Figures 4, 5, and 6.

[0116] To carry out the method according to the invention, the measuring vehicle 18 comprises at least one WHEEL SUPPORT sensor unit 21 and one CLEARANCE sensor unit 22.

[0117] The WHEEL SUPPORT sensor unit 21 has a WHEEL SUPPORT measuring area adjacent or adjacent to a wheel support surface of a wheel 23 of the measuring vehicle 18 on the respective rail 4, 5. Thus, the WHEEL SUPPORT sensor unit 21 determines load measurement values ​​relating to the loaded condition of the track 2, in particular of the rail 4 and the check rail 1. In a measuring vehicle 18 with multiple wheels 23, a WHEEL SUPPORT sensor unit 21 can be arranged adjacent or adjacent to a wheel support surface of the respective wheel 23 of the measuring vehicle 18 in order to provide load measurement values ​​relating to the loaded area of ​​the track 2. A wheel support sensor 21 can thus be arranged—as seen in the direction of travel 19, 20—before and after a wheel 23, and in the case of multiple wheels 23, also between the wheels 23. The wheels 23 can be arranged on a bogie.

[0118] The CLEARANCE sensor unit 22 has a CLEARANCE measuring range at a distance from a wheel support surface of a wheel 23 of the measuring vehicle 18. The expert selects the distance using current theory such that the CLEARANCE sensor unit 22 determines LOAD-FREE measurement values ​​of the unloaded state of the track 2, in particular of the rail 4 and the check rail 1.

[0119] The method according to the invention is characterized in that at least one geometric LOAD measured value describing a LOAD gap cross-sectional shape is determined with the WHEEL SUPPORT sensor unit 21 and at least one geometric LOAD-FREE measured value describing a LOAD-FREE gap cross-sectional shape is determined with the CLEARANCE sensor unit 22, which LOAD measured value and LOAD-FREE measured value describe the gap cross-sectional shape of a gap partial cross-section 17 extending between a rail 4 of the track 2 and the check rail 1 in the loaded state or in the unloaded state by at least one indication of an inclination of at least one check rail surface 14, 24 to a reference plane.

[0120] The inclination of at least one check rail surface 14, 24 to a reference plane is a meaningful value about the condition of the check rail 1 with regard to the attachment of the check rail 1 to the threshold 9 and / or with regard to the wear condition of the check rail 1.

[0121] Alternatively or in addition to the inclination of at least one check rail surface 14, 24, the inclination of a geometric variable describing the shape of the check rail surface 14, 24, such as a tangent or secant, can also be determined. For the sake of clarity, these geometric variables are not shown in Figure 2. A person skilled in the art can also apply the method described here to the determination of measured values ​​using the geometric variables mentioned as examples.

[0122] In an advantageous manner, the method according to the invention can be used to make a statement about the standard-compliant condition of the wheel check 1 with regard to both criteria using a single value describing the inclination of at least one wheel check surface 14, 24, in particular the surface facing a rail 4.

[0123] A computing unit determines a difference between at least one LOAD-FREE measured value and at least one LOAD measured value, and the computing unit compares the difference with a predefined limit value. The absolute values ​​of the aforementioned measured values ​​can be compared with the limit value.

[0124] The limit value can be specified by a user. The limit value can be a standard value. The limit value can be determined, in particular, depending on the properties of the switch and / or the properties of the measuring carriage 18.

[0125] If the computing unit detects a difference value less than or equal to the limit value, the state of the check valve 1 is determined to be in the proper state of the check valve 1. If the computing unit detects a difference value greater than the limit value, the state of the check valve 1 is determined to be in the improper state of the check valve 1.

[0126] In a further embodiment, a protocol can be created which includes the aforementioned measured values, if applicable, the limit value, and the determined condition of the check rail 1 in a form that can be read and captured by a person and / or in the form of a machine-readable code. The protocol can be in paper form or stored electronically. The method according to the invention can be characterized in that the reference plane is defined by the top edge points of the rails 4, 5 of the track 2.

[0127] In an advantageous manner, the reference plane defined by the rail top edge points can serve as a reference plane for several measurements.

[0128] Alternatively or additionally, the reference plane can be defined as a horizontally or vertically extending plane.

[0129] The LOAD measurement value is determined under a load applied to track 2 by the measuring vehicle 18. It is conceivable that, due to the load applied by the measuring vehicle 18, track 2 experiences a varying degree of subsidence in the area of ​​the rails 4, 5, or that the inclination of the reference plane in the loaded state depends on the condition of the track bed. To exclude this possible influencing factor, a horizontal plane can be selected as the reference plane.

[0130] Instead of the horizontal or vertical as the reference plane, another, clearly and repeatably definable plane can also be defined as the reference plane. A similar effect is achieved by the additional planes.

[0131] The method according to the invention can be characterized in that the LOAD measured value is determined with the WHEEL SUPPORT sensor unit 21 and the LOAD-FREE measured value is determined with the CLEARANCE sensor unit 22 over the extended length of the check rail 1 or the rail 4 of the track 2. In this advantageous embodiment of the method according to the invention, the aforementioned measured values ​​are determined as a function of the position of the respective sensor unit 21, 22 above the check rail 1. The measured values ​​can be displayed in the computing unit as a function of the position of the respective sensor unit 21, 22 when carrying out the respective measurement and thus as a function of the extended length of the check rail 1 and, equivalently, the rail 4.

[0132] On the branch track, track 2, sudden transverse movements of a wheelset and thus sudden loads on check rail 1 with local peaks are triggered by discontinuities in the switch track. The impact of a wheel on check rail 1 also triggers a vibration process. The plot of the aforementioned measured values ​​over the length of check rail 1 demonstrates precisely this.

[0133] The method according to the invention can be characterized in that the LOAD measurement value is determined with the WHEEL SUPPORT sensor unit 21 and the LOAD-FREE measurement value is determined with the CLEARANCE sensor unit 22 at a point 6 of the check rail 1 or the rail 4. Point 6 can be part of a track cross-section, which track cross-section is created at right angles to the track axis of the track 2 with a predetermined width of the switch frog.

[0134] The method according to the invention can be characterized in that a first LOAD measured value and a first LOAD-FREE measured value are determined at a first point in time and a second LOAD measured value and a second LOAD-FREE measured value are determined at a second point in time, wherein the first point in time is different from the second point in time.

[0135] The first point in time may be before the second point in time. The method according to the invention is characterized by its repeatability, which allows a temporal observation of a changing state of the check valve 1. Such a temporal observation further allows a predictive evaluation of the check valve 1 based on determined measured values ​​and assumptions made using current theory.

[0136] The above-mentioned protocol may include a time indication.

[0137] The method according to the invention can be characterized in that the first LOAD measured value and the first LOAD-FREE measured value are determined with a measuring vehicle 18, which measuring vehicle 18 travels through the track 2 in a first direction of travel 19, and the second LOAD measured value and the second LOAD-FREE measured value are determined with a measuring vehicle 18, which measuring vehicle 18 travels through the track 2 in a second direction of travel 20.

[0138] Driving through track 2 of the switch in different directions 19 , 20 creates different loading conditions on track 2 , which can be documented here .

[0139] The above-mentioned protocol may include an indication of the direction of travel 19, 20 in which track 2 of the switch is traversed. Figure 2:

[0140] The illustration of the rail 4 and the check rail 1 with the fastening unit 10 is taken from the source https : / / bahnsys . uni- wuppertal . de / fileadmin / bauing / bahnsys / 2020 / 03 Weichen Kreuz ungen Q . pdf , page 13 .

[0141] The method according to the invention is explained in particular with reference to Figure 2 and Figure 3. Figures 2 and 3 essentially show a cross-sectional view of the rail 4 (here, for example, UIC 60), the check rail 1 (here, for example, RI 1-60) and the sleeper 9.

[0142] The rail 4 is attached to the sleeper 9 .

[0143] The check rail 1 is fastened to the sleeper 9 by a fastening unit 10. The fastening unit 10 is formed by a check rail support bracket 11, to which the check rail 1 is fastened on one side by means of a screw and a nut 12. The other side of the check rail support bracket 11 is fastened to the sleeper 9 by means of screws 13 inserted into dowels (not shown in Figure 2). The exact design of the fastening unit 10 is described in the relevant literature and is not part of the disclosure of the invention.

[0144] The check valve 1 is subjected to a force Ex and / or a force Fy under normal conditions of use.

[0145] In particular, the wheel rim of a running wheel of a track vehicle can exert the force Ex on the check surface 14 when passing through the switch. In particular, the surface facing away from the running surface

[0146] Side of a wheel rim of a track vehicle at a

[0147] When passing through the switch, the force Fy is exerted on the check surface 24.

[0148] Loosening the screw with nut 12 results in the force Ex and / or the force Fy causing an inclination 16 of the loaded check rail 1, in particular of the check rail surfaces 14, 24, from the position of the unloaded check rail 1 (shown in Figure 2 and Figure 3) into a position of the loaded check rail 1 (not shown in Figure 2 and Figure 3).

[0149] The mass of the portion of the check arm 1 extending above the screw 12 is greater than the mass of the portion of the check arm 1 extending below the screw 12. After the force Fx, Fy is removed, the check arm 1 will always move into an unloaded position (shown in Figures 2 and 3), which unloaded position is different from the loaded position.

[0150] Loosening the screws 13 inserted into the dowels (not shown in Figure 3 and Figure 3) causes a rotation 15 of the check rail support bracket 11 together with the check rail 1 connected to it from a position of the unloaded check rail support bracket 11 when the check rail 1 is loaded with the force Fx and / or the force Fy.

[0151] Both the inclination 16 of the check arm 1 and the rotation 15 of the check arm support bracket 11 together with the check arm 1 can be easily determined by measuring an inclination of at least one check arm surface 14, 24. Since both the rotation 15 of the check arm support bracket 11 and the inclination of the check arm 1 comprise a rotational movement, these movements or the end positions of these movements can be measured in an advantageous manner by determining an inclination of surfaces to a reference plane.

[0152] Wear of the check arm 1 occurs as a change in the check arm surface 14, 24. The check arm surface 14, 24 can be deformed and / or a material of the check arm surface 14, 24 can be removed. Wear of the check arm surface 14, 24 can thus be detected by a change in the shape of the check arm surface 14, 24, which is advantageously achieved by determining its inclination.

[0153] In order to efficiently assess the condition of the check rail surfaces 14, 24, which are subject to wear during normal use of the check rail 1, and the condition of the fastening device 10, measured values ​​describing the inclination of at least one of the check rail surfaces 14, 24 are determined. The user can, for example, use a measuring sensor which is arranged above the gap cross-section between the check rail 1 and the rail 4 and is moved in a direction of travel 19, 20. The measuring sensor moved in this way scans at least the surface of the rail 4 and at least one check rail surface 14, 24.

[0154] While a distance measurement is always linked to the question of which points on a surface are to be measured between, the inclination can, for example, be measured at a specific elevation or in a specific cross-section (perpendicular to the image plane of Figure 2). The method according to the invention is not subject to inaccuracy in the selection of points for a distance measurement. An inclination 16 of the check rail 1 causes a change in the inclination of the check rail surfaces 14, 24 at all points and thus at each selected point of an elevation or cross-section.

[0155] As explained above, the check surface 14, 24 is subject to wear, which can make it impossible to define points on the check surface 14, 24. Since the method according to the invention determines measured values ​​describing the inclination of at least one check surface 14, 24, the problem of defining the points can be avoided.

[0156] The angle alpha of the check rail surface 14 or the angle beta of the check rail surface 24 relative to a reference plane can be determined as a measured value describing the inclination of a check rail surface 14, 24. The reference plane can be defined as a horizontal plane or vertical planes or as a plane passing through the top edge points of rails 4 of track 2.

[0157] The inclination of the check rail surface 14, 24 can also be determined using measured values ​​describing the distances of the check rail surface 14, 24 from a reference plane. Figure 2 shows, by way of example, the distances of the corners of the check rail surface 14 from a vertical reference plane contacting the rail surface of the rail 4.

[0158] The user can compare the possible measured values ​​describing the inclination of one or more check rail surfaces 14, 24 to one another. The method according to the invention is characterized by the introduction of objective criteria according to which objective criteria the condition of the check rail 1 is assessed. The method according to the invention includes determining a difference value between the at least one LOAD-FREE measured value and the at least one LOAD measured value in a computing unit, and comparing the difference value with a predetermined limit value in the computing unit, wherein the computing unit determines that the check rail 1 is in a proper condition if the difference value is less than or equal to the limit value, and determines that the check rail 1 is in an improper condition if the difference value is greater than the limit value.

[0159] As shown in Figure 2, the inclination of the check rail surface 14, 24 can be determined by using the WHEEL SUPPORT sensor unit 21 to determine LOAD measured values ​​and the CLEARANCE sensor unit 22 to determine LOAD-FREE measured values, each at several heights starting from the sleeper 9. As an example, Figure 2 shows the measurement of distances a1, a2 at different heights. As an example, the distance a1 of the lower edge of the check rail surface 14 and the distance a2 of the upper edge of the check rail surface 14 to a vertical reference plane are measured. The vertical reference plane runs, for example, across a top edge of the rail. The top edge of the rail can, for example, be the point on the rail 4 by means of which top edge of the rail point is used to measure a track width between the rails 4, 5.

[0160] To increase the accuracy of the determination of the inclination, the inclination of at least one wheel check surface 14, 24 can also be determined at several heights. The measured distances do not have to be determined vertically or horizontally. Distances at defined angles or diagonals can also be determined. The method according to the invention can be characterized in that at least one LOAD measured value, which LOAD measured value describes the LOAD gap cross-sectional shape as a diagonal, is determined with the WHEEL SUPPORT sensor unit 21, and at least one LOAD-FREE measured value, which LOAD-FREE measured value describes the LOAD-FREE gap cross-sectional shape as a diagonal, is determined with the CLEARANCE sensor unit 22.

[0161] The measured values ​​describing the inclination of the check rail surface 14, 24 can be determined at a first time and at a second time, wherein the first time is different from the second time. The different times of determining the measured values ​​can result from the fact that at the aforementioned times the measuring vehicle 18 is moved in different directions 19, 20 on track 2 of the switch.

[0162] Regarding Figure 3:

[0163] In addition or as an alternative to the description of the method according to the invention with reference to Figure 2, reference is made to Figure 3.

[0164] The aforementioned inclination of the check rail surface 14, 24 can also be determined by determining measured values ​​describing the gap cross-sectional shape or sub-regions thereof. Determining the gap cross-sectional shape or sub-regions thereof includes determining the inclination of at least one check rail surface 14, 24, since the gap cross-section or sub-regions thereof are, by definition, limited by the check rail surfaces 14, 24. The method according to the invention can comprise using the WHEEL SUPPORT sensor unit 21 to determine LOAD measured values, which LOAD measured values ​​describe at least one geometric LOAD gap cross-sectional partial shape of the gap cross-section 17 in the loaded state, and using the CLEARANCE sensor unit 22 to determine LOAD-FREE measured values, which LOAD-FREE measured values ​​describe the geometric LOAD-FREE gap cross-sectional partial shape of the gap cross-section 17 in the unloaded state.

[0165] The user selects the gap partial cross-section 17 to be sufficiently large, in particular sufficiently high and wide, in order to obtain a sufficient amount of information. The user preferably selects the gap partial cross-section such that it extends over the height range of the check rail 1 and from the check rail surface 14, 24 to the surface of the rail 4. Figure 3 shows an example of a gap cross-section 17 which is delimited by the surface of the rail 4, the wheel bearing surfaces 14, 24 and by contour lines.

[0166] Figures 4, 5, and 6 show different measuring vehicles 18 for carrying out the method according to the invention. Alternatively or in addition to the use of a measuring vehicle 18, the user can also carry out the method according to the invention using manual measuring methods.

[0167] Regarding Figure 4:

[0168] Figure 4 schematically shows a measuring vehicle 18 for implementing the method according to the invention. The measuring vehicle 18 comprises a CLEARANCE sensor unit 22 with a measuring range between the wheels 23 of the measuring vehicle 18. Following current teaching, an unloaded state of the track 2, in particular, LOAD-FREE measurement values, are measured with the CLEARANCE sensor unit 22.

[0169] The measuring vehicle 18 further comprises a WHEEL SUPPORT sensor unit 21 arranged in front of and behind the wheel 23 as viewed in the direction of travel 19, 20, with a measuring range close to the wheel 23. A loaded condition of the track 2, in particular LOAD measurement values, is measured with the WHEEL SUPPORT sensor unit 21.

[0170] Regarding Figure 5:

[0171] Figure 5 schematically shows a further measuring vehicle 18 for carrying out the method according to the invention.

[0172] The measuring vehicle 18 comprises a free space sensor unit 22 with a measuring range between the wheels 23 of the measuring vehicle 18. Following current theory, an unloaded state of the track 2, in particular, unloaded measurement values, are measured with the free space sensor unit 22.

[0173] The measuring vehicle 18 further comprises a wheel support sensor unit 21 arranged in front of and behind a wheel 23 of a bogie, as seen in the direction of travel 19, 20, with a measuring range close to the wheel 23. A wheel support sensor unit 21 is arranged at the front end and at the rear end of the bogie, as seen in the direction of travel.

[0174] A loaded condition of track 2, in particular LOAD measurements, is measured with the WHEEL SUPPORT sensor unit 21 in front of the first wheel 23 of the bogie and behind the wheel 23 of the last bogie. Figure 6:

[0175] Figure 5 schematically shows a further measuring vehicle 18 for carrying out the method according to the invention.

[0176] The measuring vehicle 18 comprises a free space sensor unit 22 with a measuring range between the wheels 23 of the measuring vehicle 18. Following current theory, an unloaded state of the track 2, in particular, unloaded measurement values, are measured with the free space sensor unit 22.

[0177] The measuring vehicle 18 further comprises a wheel support sensor unit 21 arranged in front of, between, and behind the wheels 23 of a bogie, as seen in the direction of travel 19, 20, with a measuring range close to the respective wheel 23. A wheel support sensor unit 21 is arranged at the front end, in the middle, and at the rear end of the bogie, as seen in the direction of travel.

[0178] A loaded condition of the track 2, in particular LOAD measurement values, are measured with the WHEEL SUPPORT sensor unit 21 in front of the first wheel 23 of the bogie, between the wheels 23 of the bogie and behind the wheel 23 of the last bogie.

Claims

Patent claims 1. Method for checking the condition of a check rail (1) of a track (2) of a switch, which condition is defined by a fastening condition of the check rail and a wear condition of the check rail surface (14, 24) of the check rail (1), which check rail (1) is fastened to a sleeper (9) of the switch by means of a fastening device, wherein the track (2) of the switch comprising the check rail (1) is traversed in a direction of travel (19, 20) by a measuring vehicle (18), which measuring vehicle (18) comprises at least one wheel support sensor unit (21) and one clearance sensor unit (22), wherein the wheel support sensor unit (21) has a wheel support measuring area adjacent or adjacent to a wheel support surface of a wheel of the measuring vehicle (18) on the respective rail (4, 5), wherein the clearance sensor unit (22) has a clearance measuring area at a distance from a wheel support surface of a wheel of the measuring vehicle (18), characterized in thatthat with the WHEEL SUPPORT sensor unit (21) at least one geometric LOAD measured value describing a LOAD gap cross-sectional shape and with the CLEARANCE sensor unit (22) at least one geometric LOAD-FREE measured value describing a LOAD-FREE gap cross-sectional shape is determined, which LOAD measured value and LOAD-FREE measured value describe the gap cross-sectional shape of a gap located between the rail, (4) of the track (2) and the check rail (1) in the loaded state or in the unloaded state by at least one indication of an inclination of at least one check rail surface (14, 24) to a reference plane and / or by at least one indication of an inclination of a tangent of a check rail surface (14, 24) to the reference plane, wherein a difference value between the at least one LOAD-FREE measured value and the at least one LOAD measured value is determined in a computing unit and the difference value is compared with a predetermined limit value in the computing unit, wherein a proper condition of the check rail (1) is determined in the computing unit if the difference value is less than or equal to the limit value and an improper condition of the check rail (1) is determined in the computing unit if the difference value is greater than the limit value.

2. Method for checking the condition of a check rail (1) of a track (2) of a switch, which condition is defined by a fastening condition of the check rail and a wear condition of the check rail surface (14, 24) of the check rail (1), which check rail (1) is fastened to a sleeper (9) of the switch by means of a fastening device, wherein the track (2) of the switch comprising the check rail (1) is traversed in a direction of travel (19, 20) at a time t with a measuring vehicle (18), which measuring vehicle (18) comprises at least one WHEEL SUPPORT sensor unit (21), wherein the WHEEL SUPPORT sensor unit (21) has a WHEEL SUPPORT measuring area adjacent or adjacent to a wheel support surface of a wheel of the measuring vehicle (18) on the respective rail (4, 5), characterized in that with the WHEEL SUPPORT sensor unit (21) at least one geometric LOAD measured value describing a LOAD gap cross-sectional shape is determined and with a computing unit at least one geometric LOAD database measured value and / or geometric LOAD-FREE database measured value is loaded from a database,which LOAD measured value is the gap cross-sectional shape of a gap cross-section extending between the rail (4) of the track (2) and the check rail (1) in the loaded state at a time t and which LOAD database measured value and LOAD-FREE database measured value is the gap cross-sectional shape of a gap cross-section extending between the rail (4) of the track (2) and the check rail (1) in the loaded state or in the unloaded state at a time tO < t, - by at least one indication of an inclination of at least one wheel guide surface (14, 24) to a reference plane and / or - by at least one indication of an inclination of a tangent of a wheel guide surface (14, 24) to the reference plane and / or - by at least one indication of a distance measure between a wheel guide surface (14, 24) and a rail surface of the rail (4) describe, wherein in a computing unit a difference value between the database measured value and the at least one LAST measured value is determined and in the computing unit the difference value is compared with a predetermined limit value, wherein in the computing unit a proper condition of the wheel guide (1) is determined if the difference value is less than or equal to the limit value and an improper condition of the wheel guide (1) is determined if the difference value is greater than the limit value.

3. Method according to one of claims 1 to 2, characterized in that the reference plane is a horizontal plane or a vertical plane and / or the reference plane is defined by rail top edge points of rails (4, 5) of the track (2).

4. Method according to one of claims 1 to 3, characterized in that with the WHEEL SUPPORT sensor units (21) LOAD measured values are determined, which LOAD measured values describe at least one geometric LOAD gap cross-sectional partial shape of the gap cross-sectional shape in the loaded state at a time t, with the CLEARANCE sensor unit (22) LOAD-FREE measured values are determined, which LOAD-FREE measured values describe the geometric LOAD-FREE gap cross-sectional partial shape of the gap cross-sectional shape in the unloaded state at a time t, or with the calculation unit from the database LASTFREI- Database measured values or LOAD database measured values are loaded, which LOAD-FREE database measured values or LOAD database measured values describe the geometric LOAD-FREE gap cross-sectional shape of the gap cross-sectional shape in the loaded or unloaded state at a time tO < t .

5. Method according to one of claims 1 to 4, characterized in that with the WHEEL SUPPORT sensor unit (21) LOAD measured values and with the CLEARANCE sensor unit (22) LOAD-FREE measured values are determined in each case at several altitudes from the threshold (9), with the computing unit LOAD database measured values and LOAD-FREE database measured values are loaded from the database in the altitudes from the threshold (9).

6. Method according to one of claims 1 to 5, characterized in that with the WHEEL SUPPORT sensor unit (21) at least one LOAD measured value, which LOAD measured value describes the LOAD gap cross-sectional shape as a diagonal, and with the CLEARANCE sensor unit (22) at least one LOAD FREE measured value, which LOAD FREE measured value describes the LOAD FREE gap cross-sectional shape as a diagonal, are determined and loaded with the computing unit from the database LOAD database measured values or LOAD FREE database measured values, which LOAD database measured values or LOAD-FREE database measured values describe the LOAD gap cross-sectional shape or LOAD-FREE gap cross-sectional shape as a diagonal.

7. Method according to one of claims 1 to 6, characterized in that the LOAD measured value is determined with the WHEEL SUPPORT sensor unit (21) and the LOAD FREE measured value is determined with the CLEARANCE sensor unit (22) in each case over the extension length of the check rail (1) or the rail (4) of the track (2) and the computing unit determines LOAD database measured values or LOAD FREE database measured values over the extension length of the check rail (1) or the rail (4) of the track (2) from the database.

8. Method according to one of claims 1 to 7, characterized in that at least one LOAD measurement value is determined with the WHEEL SUPPORT sensor unit (21) and at least one LOAD-FREE measurement value is determined at a point on the check rail (1) or the rail (4) with the CLEARANCE sensor unit (22), and LOAD database measurement values or LOAD-FREE database measurement values are determined at a point on the check rail (1) or the rail (4) with the computing unit from the database.

9. Method according to one of claims 1 to 8, characterized in that a first LOAD measured value and a first LOAD-FREE measured value at a first time and a second LOAD measured value and a second LOAD-FREE measured value are determined at a second time, wherein the first time is different from the second time, wherein the first time and the second time are after the time tO.

10. Method according to one of claims 1 to 9, characterized in that the first LOAD measured value and the first LOAD-FREE measured value are determined with a measuring vehicle (18) which Measuring vehicle (18) travels through the track (2) in a first direction of travel (19), and the second LOAD measured value and the second LOAD-FREE measured value are determined with a measuring vehicle (18), which measuring vehicle (18) travels through the track in a second direction of travel (20).

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