Methods for checking the condition of guardrails

Abstract

A method for inspecting the condition of a guardrail (1) on a track (2) of a turnout, wherein the condition is defined by the fastening state of the guardrail and the wear state of the guardrail surface (14,24) of the guardrail (1), and the inspection vehicle (18) is equipped with at least one wheel-mounted sensor unit (21) and a free-space sensor unit (22), wherein the wheel-mounted sensor unit (22) determines at least one geometric load measurement value representing the cross-sectional shape of the load gap, and the free-space sensor unit (22) determines the no-load A method wherein at least one geometric unloaded measurement value representing the gap cross-sectional shape is obtained, and the loaded and unloaded measurement values ​​represent the gap cross-sectional shape of the gap cross-sectional shape extending between the rail (4) of the track (2) and the guardrail (1) in a loaded or unloaded state, by at least one data relating to the inclination of at least one guardrail surface (14,24) with respect to a reference plane, and / or by at least one data relating to the inclination of the tangent to one guardrail surface (14,24) with respect to a reference plane.

Description

Technical Field

[0001] The invention disclosed in this specification relates to the method described in the preamble of claim 1 or claim 2.

[0002] The invention disclosed in this specification relates to a method for inspecting the state of the guard rail of a splitter. According to conventional teachings, the state of the guard rail changes due to short-term loading and / or long-term loading, and further due to temperature effects.

[0003] The evaluation of the state of the splitter includes the evaluation of the geometry of the guard rail and the evaluation of the structure of the guard rail. The evaluation of the geometry of the guard rail also includes consideration of the wear state of the guard rail surface of the guard rail. This is because the wear state can also be represented by the shape of the guard rail. The evaluation of the structure of the guard rail includes the evaluation of the direct or indirect fastening of the guard rail to the bolster.

[0004] European Patent Application Publication No. 2165915 does not constitute the prior art related to the method according to the present invention. European Patent Application Publication No. 2165915 only discloses a method for non-contact detection of the cross-section of a track in any load state of the track. However, since the method according to the present invention includes functional features for detecting the cross-section of the track in both the load state and the no-load state, European Patent Application Publication No. 2165915 does not constitute the relevant prior art.

[0005] European Patent Application Publication No. 1415885 also does not constitute the prior art related to the method according to the present invention described below. European Patent Application Publication No. 1415885 also relates to any load state, while the method according to the present invention is based on the functional feature of obtaining the measured values in both the load state and the no-load state.

[0006] Furthermore, International Publication No. 2012161759 does not uniquely suggest obtaining cross-sectional data of the track under loaded and unloaded conditions; therefore, International Publication No. 2012161759 cannot be considered relevant prior art.

[0007] European Patent Application Publication No. 2269887 relates to determining the trajectory geometry of a deviating trajectory under load. Therefore, European Patent Application Publication No. 2269887 does not constitute relevant prior art.

[0008] The disclosure of the method according to the present invention describes a wheel-mounted sensor unit and a free-space sensor unit. Unless otherwise specified, the term "sensor unit" refers to both the wheel-mounted sensor unit and the free-space sensor unit. Furthermore, load-measured values ​​and unload-measured values ​​are described. Unless otherwise specified, the term "measured value" refers to both the load-measured value and the unload-measured value.

[0009] The method described below is based on geometric measurement values ​​of guardrails obtained by prior art sensors or inspection systems. In particular, inspection vehicles are known that enable the determination of measurement values ​​representing the load and unloaded states of the track. Below, an inspection vehicle that enables the determination of measurement values ​​for evaluating the condition of a guardrail using the method according to the present invention is described.

[0010] When the inspection vehicle passes over the rails, a load is applied to the rails in a substantially vertical direction. When the inspection vehicle passes over the rails, a load is applied to the guardrails in a substantially horizontal direction.

[0011] The invention disclosed herein sets the problem of providing a method adapted for evaluating the condition of the guardrail of a railway switch.

[0012] According to the present invention, this is achieved by obtaining at least one geometric load measurement value representing the cross-sectional shape of the loaded gap by means of a wheel placement sensor unit, obtaining at least one geometric unloaded measurement value representing the cross-sectional shape of the unloaded gap by means of a free space sensor unit, the load measurement value and the unloaded measurement value representing the cross-sectional shape of the gap cross-section extending between one rail of the track and the guard rail in a loaded state or an unloaded state by means of at least one data regarding the inclination of at least one guard rail surface with respect to a reference plane or the inclination of a tangent of one guard rail surface with respect to the reference plane, in a calculation unit, determining a difference value between at least one unloaded measurement value and at least one load measurement value, in the calculation unit, comparing the difference value with a preset limit value, and in the calculation unit, if the difference value is below the limit value, determining an appropriate state (ordnungsgemaesser Zustand) of the guard rail, and if the difference value is greater than the limit value, determining an inappropriate state (nicht ordnungsgemaesser Zustand) of the guard rail.

[0013] According to the present invention, this is achieved by obtaining at least one geometric load measurement value representing the cross-sectional shape of the loaded gap by means of a wheel placement sensor unit, by means of a calculation unit, loading at least one geometric load database measurement value and / or at least one geometric unloaded database measurement value from a database, the load measurement value represents the cross-sectional shape of the gap cross-section extending between the rail of the track and the guard rail in a loaded state at a point in time t, and the load database measurement value and the unloaded database measurement value represent the cross-sectional shape of the gap cross-section extending between the rail of the track and the guard rail in a loaded state or an unloaded state at a point in time t0 < t, - by means of at least one data regarding the inclination of at least one guard rail surface with respect to a reference plane, and / or -By at least one data point relating to the inclination of the tangent line of one guardrail surface with respect to a reference plane, and / or -By at least one data point regarding the distance dimension between one guardrail surface and one rail surface of the rail It represents, In the calculation unit, the difference between the database measurement value and at least one load measurement value is calculated. In the calculation unit, the difference value is compared with a pre-set limit value. In the calculation unit, this can also be achieved by determining the appropriate state of the guardrail if the difference value is less than or equal to the limit value, and by determining the inappropriate state of the guardrail if the difference value is greater than the limit value.

[0014] This invention provides two basic solutions.

[0015] The first solution is based on determining an unloaded measurement value. This unloaded measurement value represents the gap cross-sectional shape under unloaded conditions. This gap cross-sectional shape is included in the method according to the present invention as the unloaded gap cross-sectional shape. The first solution is further based on determining a loaded measurement value.

[0016] The second solution is based on loading unloaded database detection values ​​and / or loaded database detection values ​​from the database. The second solution is further based on obtaining loaded detection values.

[0017] Therefore, both solutions are based on determining a load measurement value. This load measurement value represents the gap cross-sectional shape under load. This gap cross-sectional shape is included in the method according to the present invention as the load gap cross-sectional shape. The load gap cross-sectional shape is characterized by the fact that the rail, as an element defining the gap cross-section by one side, is loaded by a force substantially perpendicular to it. The guardrail, defining the gap cross-section by the other side, is loaded by a force substantially parallel to the track plane.

[0018] The no-load measurement value represents the gap cross-sectional shape under assumed no-load conditions. This gap cross-sectional shape is included in the method according to the present invention as the no-load gap cross-sectional shape. The no-load gap cross-sectional shape is characterized by the fact that the rail, as an element defining the gap cross-section by one side, is not loaded by substantially vertical forces. The guardrail defining the gap cross-section by the other side is loaded by forces directed substantially parallel to the track plane.

[0019] The load measurement value and the no-load measurement value can be determined at a single point in time t through just one test run.

[0020] The unloaded database measurement value or the loaded database measurement value may be obtained at a point in time t0 during a measurement run different from the measurement run used to obtain the loaded or unloaded measurement value. The database measurement value may be planned data, target data, or reference data. The unloaded database measurement value represents the unloaded state of the rail and / or guardrail at a point in time t0. The loaded database measurement value represents the loaded state of the rail and / or guardrail at a point in time t0.

[0021] The method according to the present invention may be implemented as a computer implementation method. The measured values ​​obtained or input by the sensor unit described above are transmitted to a calculation unit for subsequent processing. Processing of the measured values ​​includes, in particular, comparing each measured value with a limit value and evaluating the condition of the guardrail.

[0022] The above-mentioned gap cross-section between the rail and the guard rail is defined, for example, laterally by the surface of the rail and the surface of the guard rail. The gap cross-section is defined, for example, downwardly by a sleeper. The gap cross-section is defined, for example, upwardly by an imaginary line connecting the high points of the rail and the high points of the guard rail.

[0023] The guard rail surface may be the surface of the guard rail that faces the nearer rail and contacts the wheels of the inspection vehicle, particularly the rims, when passing through the track. The wheels may be the running wheels of the inspection vehicle or the wheels for obtaining the measured values.

[0024] The guard rail surface may be the surface of the guard rail that faces upward and contacts the wheels of the inspection vehicle, particularly the running surface of the wheels, when passing through the track. The wheels may be the running wheels of the inspection vehicle or the wheels for obtaining the measured values.

[0025] The guard rail surface may be a further surface of the guard rail. By solely obtaining the measured values representing the surface of the guard rail that is not contacted by the wheels during use, it becomes possible to evaluate the state of the guard rail solely with respect to fastening, rather than with respect to wear.

[0026] The method according to the present invention is based on the basic idea that the state of the guard rail can be reliably evaluated by specifying the inclination of the guard rail, particularly the inclination of the guard rail surface. The loosening of the fastening unit that fastens the guard rail to the sleeper of the track and the wear of the guard rail surface can also be objectively detected by the change in the inclination of the guard rail surface between the loaded state and the unloaded state.

[0027] The following describes a plurality of possibilities for measuring the inclination.

[0028] Supplementally, it is proposed that the inclination of the guardrail may be determined by obtaining at least one load measurement value and at least one no-load measurement value representing the angle between one surface of the guardrail, particularly the guardrail surface, and a reference plane.

[0029] Supplementally, it is proposed that the value of the inclination of the guardrail is determined by obtaining load measurement values and no-load measurement values representing different intervals of one surface of the guardrail, particularly the guardrail surface, with respect to the reference plane.

[0030] The present invention specifies that at least the inclination is determined in the first proposed solution means and the second proposed solution means. The second proposed solution means also specifies that the dimensional interval between the rail and the guardrail is determined. This dimensional interval may be determined in a plane parallel to the bolster of the track.

[0031] The present invention specifies the comparison of measurement values.

[0032] In the first proposed solution means, a difference value between the load measurement value and the no-load measurement value is determined. Thereby, based on the measurement value obtained at a point in time t, the change in the measurement value between the no-load state and the load state of the track is determined.

[0033] In the second proposed solution means, a difference value between the no-load database measurement value and / or the load database measurement value and the load measurement value is determined. Thereby, based on the measurement value obtained at a point in time t, the change in the measurement value between the state of the track at a point in time t0 and the load state is determined.

[0034] The point in time t0 is located before the point in time t.

[0035] The load measurement value and the no-load measurement value may be obtained at a number of points in time.

[0036] The first proposed solution may include calculating the difference at multiple time points t and evaluating the condition of the guardrail by approximating the calculated difference to a limit value. The second proposed solution may also include evaluating the condition of the guardrail by approximating the difference to a limit value.

[0037] The limit values ​​may be predetermined by the standard.

[0038] The user may use a contact-type measurement system, such as an inspection gauge, or a non-contact measurement method, such as a wire cutting sensor, to obtain the measured value.

[0039] The method according to the present invention may be characterized in that the reference plane is a horizontal or vertical plane, and / or the reference plane is defined by the upper edge points of the rails of the track.

[0040] Using a horizontal or vertical plane as a reference plane has the advantage that this reference plane is defined independently of the characteristics of the track, especially the substructure.

[0041] Defining the reference plane by the upper edge point of the rails of the track has the disadvantage that the reference plane is determined according to the characteristics of the track, especially the substructure, and the resulting load conditions; however, this does not necessarily affect the determination of the inclination of the guardrail surface. The use of this reference plane can be advantageous because it is also used when determining further measurement values, such as the track gauge.

[0042] The upper edge point of the rail may be a wheel contact point as defined by the relevant standards for determining the track gauge.

[0043] The method according to the present invention is The wheel-mounted sensor unit obtains a load measurement value that represents at least one geometrically specific load gap cross-sectional shape of the gap cross-sectional shape at a given point t under load conditions. The free space sensor unit obtains a no-load measurement value representing the geometric no-load gap cross-sectional partial shape of the gap cross-sectional shape in the no-load state at a point in time t. This may be characterized.

[0044] The method according to the present invention may be characterized in that the calculation unit loads a no-load database measurement value or a load database measurement value representing the geometric no-load gap cross-sectional shape of the gap cross-sectional shape in the load state or no-load state at a point in time t0 < t.

[0045] A person skilled in the art groups the method steps according to the implementation of the first solution means or the second solution means.

[0046] By obtaining the gap cross-section or the partial region, advantageously, data regarding the actual shape of the guardrail surface and the distance of the guardrail surface from the reference plane is provided. In the case where the reference plane is defined by a rail located opposite the guardrail surface, by obtaining the gap cross-section, data regarding the spacing situation of the above-described rail, particularly the guardrail with respect to the rail surface, particularly the guardrail surface, is provided.

[0047] The database measurement value may be regarded as data regarding the target shape of the guardrail surface and the distance of the guardrail surface from the reference plane.

[0048] The above-described spacing situation between the guardrail surface and the rail may be the distance between them at different height positions.

[0049] The method according to the present invention is not limited to obtaining the inclination of one surface of the guardrail, for example, one guardrail surface. For example, a gap cross-sectional partial region of the gap cross-section for obtaining the gap cross-sectional partial shape in the load state and no-load state may be defined by a height line.

[0050] The gap cross-sectional region may extend across the entire gap cross-sectional region between the rail and the guardrail.

[0051] The comparison of the measured values ​​described above, in this embodiment, relates to a comparison of the cross-sectional area of ​​the gap.

[0052] The method according to the present invention determines load measurement values ​​by a wheel-mounted sensor unit or no-load measurement values ​​by a free-space sensor unit at multiple height positions starting from the sleeper, or The calculation unit loads either load database measurement values ​​or unload database measurement values ​​from the database at height positions relative to the railway ties. It can be characterized by this.

[0053] As mentioned above, the measurement value may be, for example, the distance between a guardrail and a plane.

[0054] Wear on the guardrail provides an undefined surface shape. The user selects a height position to adequately represent the cross-sectional shape of the guardrail, particularly the surface, in the worn state using measured values. The unworn state may be known from a database.

[0055] As mentioned above, determining the cross-sectional shape of the gap or a portion thereof is necessary. This may involve determining multiple distances between a single guardrail surface and a reference plane.

[0056] The method according to the present invention may be characterized by obtaining at least one load measurement value that represents the cross-sectional shape of the load gap as a diagonal using a wheel-mounted sensor unit.

[0057] The method according to the present invention may be characterized by determining at least one unloaded measurement value that represents the unloaded gap cross-sectional shape as a diagonal using a free-space sensor unit.

[0058] The method according to the present invention may be characterized by a calculation unit loading load database measurement values ​​or unload database measurement values ​​from a database, which represent the load gap cross-sectional shape or the unloaded gap cross-sectional shape as diagonals.

[0059] Those skilled in the art will be able to combine the steps of this method according to the implementation of the first solution or the second solution.

[0060] The inclination of a guardrail, particularly the inclination of its surface, may be represented by diagonals extending within the cross-sectional area of ​​the gap.

[0061] The method according to the present invention may be characterized by determining load measurement values ​​by a wheel-mounted sensor unit over the extended length of the guardrail or rail of the track.

[0062] The method according to the present invention may be characterized by obtaining unloaded measurement values ​​using a free-space sensor unit over the extended length of the guardrail or rail of the track.

[0063] The method according to the present invention may be characterized by a calculation unit obtaining load database measurement values ​​or unload database measurement values ​​from a database over the extended length of the guardrail or rail of the track.

[0064] Those skilled in the art will be able to combine the steps of this method according to the implementation of the first solution or the second solution.

[0065] The method according to the present invention may be characterized by obtaining at least one load measurement value at a point on a guardrail or rail using a wheel-mounted sensor unit.

[0066] The method according to the present invention may be characterized by obtaining at least one no-load measurement value using a free-space sensor unit.

[0067] The method according to the present invention may be characterized by a calculation unit loading load database measurement values ​​or unloaded database measurement values ​​at a point on a guardrail or rail from a database.

[0068] Those skilled in the art will be able to combine the steps of this method according to the implementation of the first solution or the second solution.

[0069] The points may be defined by standards.

[0070] The method according to the present invention may be characterized in that a first load measurement value and a first no-load measurement value are determined at a first time point, and a second load measurement value and a second no-load measurement value are determined at a second time point, and the first time point is different from the second time point.

[0071] The method according to the present invention may be characterized in that the first time point and the second time point are located later in time than time point t0.

[0072] Identifying different measurement values ​​at different points in time has the advantage of allowing us to observe changes over time. Furthermore, predictive engineering can be performed based on the measurement values ​​and assumptions. The first measurement value may be stored in a database and may represent a baseline state.

[0073] The method according to the present invention may be characterized by determining a first load measurement value and a first no-load measurement value by an inspection vehicle traveling along the track in a first direction of travel, and determining a second load measurement value and a second no-load measurement value by an inspection vehicle traveling along the track in a second direction of travel.

[0074] By passing through the switches in different directions, different load conditions are provided for the switches, particularly for the guardrails. These different load conditions may be detected in the application of the method according to the present invention, by having the inspection vehicle travel along the track in a first direction at a first time point and in a second direction at a second time point to obtain the aforementioned inspection values.

[0075] The first direction of travel and the second direction of travel may be oriented toward the same trajectory direction.

[0076] The first direction of travel and the second direction of travel may be oriented in opposite directions.

[0077] The present invention will be further described based on the following embodiments shown in the drawings. [Brief explanation of the drawing]

[0078] [Figure 1] This is a schematic diagram of a railway switch. [Figure 2] This is a schematic cross-sectional view of the rails and guardrails of the track at the turnout. [Figure 3] This is a schematic cross-sectional view of the rails and guardrails of the track at the turnout. [Figure 4] This figure shows a vehicle used for carrying out the method according to the present invention. [Figure 5] This figure shows a vehicle used for carrying out the method according to the present invention. [Figure 6] This figure shows a vehicle used for carrying out the method according to the present invention. [Modes for carrying out the invention]

[0079] The embodiments shown in the drawings are merely examples of possible embodiments, and it should be noted that the present invention is not limited to these specifically illustrated embodiments, but rather combinations of the individual embodiments and combinations of one embodiment with the general description above are also possible. It is not necessary to explicitly describe these further possible combinations, for these further possible combinations are within the scope of the ability of those skilled in the art, based on the teachings relating to the technical actions of the invention.

[0080] The scope of protection is defined by the claims. However, the specification and drawings may be used to interpret the claims. The individual features or combinations of features of the various embodiments illustrated and described can themselves constitute independent solutions of the present invention. The problems underlying these independent solutions of the present invention can be understood from the specification.

[0081] The following elements are indicated in the drawing by the reference numerals preceding them:

[0082] 1 Guardrail 2 orbits 3 Further Trajectories 4 rails 5 rails 6. Points on the guardrail 7 Trajectory cross section 8. Branch Crossing 9 pillars 10 Fastening Unit Guardrail 1 11 Guardrail support base 12 Screws for fastening guardrail 1 to guardrail support base 11 13 Screws for fastening the guardrail support base 11 to the sleeper 9 14. Guardrail surface (vertical direction) 15 Rotation of guardrail support base 11 16. Tilting of guardrail 1 17 Cross section of gap part 18 Inspection Vehicles 19 Direction of travel 20 Direction of travel 21 Wheel-mounted sensor unit 22 Free-space sensor unit 23 Wheels of inspection vehicle 18 24 (Horizontal) Guardrail Surface

[0083] The following diagrams describe a comparison between the load-measured value and the unload-measured value obtained at time t. The following diagrams may be applied to the proposed solution described above, based on a comparison between the load-measured value and the unload-database-measured value or the load-database-measured value. In this case, those skilled in the art will replace the term "unload-measured value" with the term "unload-database-measured value" or "load-database-measured value." The above description may apply to the type of measurement value.

[0084] Regarding Figure 1: Figure 1 shows a diagram of a turnout, where track 2 and another track 3 intersect. The method according to the present invention will be described below based on the guardrail 1 of track 2. The method according to the present invention is also applicable to other guardrails of track 3 that are not indicated by reference numerals in Figure 1.

[0085] The method according to the present invention is characterized by obtaining measurement values ​​that enable estimation of the condition of the guardrail 1, in general, and in particular the fastening condition of the guardrail 1 and / or the wear condition of the guardrail 1.

[0086] The guardrail 1 is fastened to the sleeper 9 of the turnout by fastening unit 10. Figures 2 and 3 show in detail how the guardrail 1 is fastened to the sleeper 9. The condition of the guardrail 1 to be evaluated by the method according to the present invention, in relation to its usage, is given, firstly, by the orderly fastening device.

[0087] Under normal use, the guardrail 1 will experience abrasion or wear on its surfaces 14, 24. At least one of the guardrail surfaces 14, 24 will be deformed due to material loss and / or deformation of the guardrail 1.

[0088] The condition of the guardrail 1 to be evaluated by the method according to the present invention, which is related to its usage, is also given by the shape of at least one of the guardrail surfaces 14, 24. The method according to the present invention sets the objective of evaluating the condition of the guardrail 1 in an efficient, repeatable, and objective manner.

[0089] To carry out the method according to the present invention, the track 2 is traveled in at least one of two directions 19, 20 by at least one inspection vehicle 18 (see Figures 4, 5, and 6). Details of such an inspection vehicle 18 are described illustratively in the description of the drawings relating to Figures 4, 5, and 6.

[0090] The inspection vehicle 18 is equipped with at least one wheel-mounted sensor unit 21 and a free-space sensor unit 22 in order to carry out the method according to the present invention.

[0091] The wheel-mounted sensor unit 21 has a wheel-mounted inspection area adjacent to or next to the wheel-mounting surface of the wheels 23 of the inspection vehicle 18 on each of the rails 4, 5. Therefore, the wheel-mounted sensor unit 21 can obtain load measurement values ​​regarding the load state of the track 2, particularly the rails 4 and guardrails 1. In the inspection vehicle 18 with multiple wheels 23, one wheel-mounted sensor unit 21 may be positioned adjacent to or next to the wheel-mounting surface of each wheel 23 of the inspection vehicle 18, thereby providing load measurement values ​​regarding the load area of ​​the track 2. Therefore, the wheel-mounted sensors 21 may be positioned in front of and behind a single wheel 23 when viewed in the travel directions 19, 20, and in the case of multiple wheels 23, they may also be positioned between the wheels 23. The wheels 23 may be mounted on a bogie.

[0092] The free-space sensor unit 22 has a free-space inspection area at a predetermined distance from the wheel mounting surface of the wheels 23 of the inspection vehicle 18. Those skilled in the art will apply conventional teachings to select the distance such that the free-space sensor unit 22 can obtain unloaded inspection values ​​of the track 2, particularly the rails 4 and guardrails 1, under no-load conditions.

[0093] The method according to the present invention is The wheel-mounted sensor unit 21 obtains at least one geometric load measurement value representing the cross-sectional shape of the load gap. The free-space sensor unit 22 obtains at least one geometric unloaded measurement value that represents the unloaded gap cross-sectional shape. The load-measured and unload-measured values ​​represent the cross-sectional shape of the gap portion cross-section 17 extending between the rail 4 of the track 2 and the guardrail 1 in a loaded or unloaded state, using at least one data point relating to the inclination of at least one guardrail surface 14,24 with respect to a reference plane. It is characterized by the following.

[0094] The inclination of at least one guardrail surface 14,24 with respect to a reference plane is a significant value relating to the condition of the guardrail 1 in relation to the fastening of the guardrail 1 to the sleepers 9 and / or the wear condition of the guardrail 1.

[0095] In addition to the inclination of at least one guardrail surface 14,24, the inclination of geometric quantities representing the shape of the guardrail surface 14,24, such as tangents and secants, may be determined. For clarity, these geometric quantities are not shown in Figure 2. Those skilled in the art may apply the methods described herein to determine the measured values ​​representing the geometric quantities described exemplified.

[0096] Advantageously, by the method according to the present invention, a determination regarding the conformity of the guardrail 1 to both criteria may be made via a single value representing the inclination of at least one guardrail surface 14,24, particularly the inclination of the surface facing the rail 4.

[0097] In the calculation unit, the difference between at least one unloaded measurement value and at least one loaded measurement value is calculated, and this difference value is compared with a preset limit value in the calculation unit. The absolute value of the aforementioned measurement values ​​may be compared with the limit value.

[0098] The limit value may be pre-set by the user. The limit value may be a standard value. The limit value may be determined in particular according to the characteristics of the turnout and / or the characteristics of the inspection vehicle 18.

[0099] In the calculation unit, if the difference value is confirmed to be less than or equal to the limit value, the state of guardrail 1 is determined to be the appropriate state for guardrail 1. In the calculation unit, if the difference value is confirmed to be greater than the limit value, the state of guardrail 1 is determined to be the disordered state for guardrail 1.

[0100] In further embodiments, a protocol may be created that includes the above-mentioned measurement values, optionally limit values, and the determined state of guardrail 1 in a form that can be read and understood by a person and / or in the form of a machine-readable code. This protocol may exist in paper form or be stored in electronic form.

[0101] The method according to the present invention may be characterized in that the reference plane is defined by the upper edge points of the rails 4 and 5 of the track 2.

[0102] Advantageously, the reference plane defined by the upper edge point of the rail may be used as a reference plane for multiple inspections.

[0103] Alternatively or supplementarily, the reference plane may be defined as a plane extending horizontally or vertically.

[0104] The load measurement value is determined under the load applied to track 2 by the inspection vehicle 18. Based on the load applied by the inspection vehicle 18, it is assumed that track 2 will experience different settlements in the areas of rails 4 and 5, or that the inclination of the reference plane in space will be affected by the condition of the roadbed under load. In order to eliminate these assumed influencing factors, a horizontal plane may be selected as the reference plane.

[0105] Instead of a horizontal or vertical plane as the reference plane, a further plane that can be uniquely and repeatedly defined may be defined as the reference plane. This further plane can produce a similar effect.

[0106] The method according to the present invention is Load values ​​are determined by the wheel-mounted sensor unit 21 along the extended length of the guardrail 1 or rail 4 of track 2, and no-load values ​​are determined by the free-space sensor unit 22. It can be characterized by this.

[0107] In this advantageous embodiment of the method according to the present invention, the above-mentioned measurement values ​​are determined according to the positions of each sensor unit 21, 22 above the guardrail 1. In the calculation unit, the measurement values ​​may be displayed according to the positions of each sensor unit 21, 22 at the time each measurement is performed, and consequently according to the extending length of the guardrail 1 and, equivalently, the rail 4.

[0108] On the branch line, which is track 2, discontinuities in the turnout track cause sudden lateral motion of the wheelset due to the localized nose, and consequently, sudden loads on guardrail 1. The wheels entering guardrail 1 further generates vibrations. The display of the aforementioned measurement values ​​over the extended length of guardrail 1 clearly illustrates this.

[0109] The method according to the present invention is At one point 6 on either guardrail 1 or rail 4, a load measurement value is obtained by the wheel-mounted sensor unit 21, and a no-load measurement value is obtained by the free-space sensor unit 22. Point 6 may be a part of the track cross-section formed perpendicular to the track axis of track 2 within a predetermined width of the turnout crossing.

[0110] The method according to the present invention is The first load measurement value and the first no-load measurement value are determined at the first time point. The second load measurement value and the second no-load measurement value are determined at the second time point. The first point in time is different from the second point in time. It can be characterized by this.

[0111] The first time point may be located before the second time point. The method according to the present invention is characterized by its repeatability, which allows for a temporal examination of the changes in the state of the guardrail 1. Such a temporal examination further enables a predictive evaluation of the guardrail 1 based on the obtained measurement values ​​and assumptions made by applying conventional teachings.

[0112] The protocol described above may include time data.

[0113] The method according to the present invention may be characterized in that a first load measurement value and a first no-load measurement value are determined by an inspection vehicle 18 traveling along the track 2 in a first travel direction 19, and a second load measurement value and a second no-load measurement value are determined by an inspection vehicle 18 traveling along the track 2 in a second travel direction 20.

[0114] Having trains travel on the turnout tracks 2 in different directions 19, 20 provides different load conditions on the tracks 2, and this can be documented.

[0115] The protocol described above may include data on which direction of travel (19, 20) the track 2 of the switch will be traversed.

[0116] Regarding Figure 2: The illustration of the rail 4 and guardrail 1, including the fastening unit 10, is from the source. https: / / bahnsys.uni-wuppertal.de / fileadmin / bauing / bahnsys / 2020 / 03_Weichen_Kreuzungen_Q.pdf, page 13 It originates from this.

[0117] The method according to the present invention will be explained in particular with reference to Figures 2 and 3. Figures 2 and 3 mainly show cross-sectional views of the rail 4 (for example, UIC 60 in the illustrated configuration), the guardrail 1 (for example, R1 1 to 60 in the illustrated configuration), and the sleeper 9.

[0118] Rail 4 is fastened to sleeper 9.

[0119] The guardrail 1 is fastened to the sleeper 9 by a fastening unit 10. The fastening unit 10 is formed by a guardrail support base 11, to which the guardrail 1 is fastened by a screw and nut 12 on one side of the guardrail support base 11. The other side of the guardrail support base 11 is fastened to the sleeper 9 via a screw 13 (not shown in Figure 2) inserted into a plug. The exact configuration of the fastening unit 10 is described in the relevant literature and is not part of the disclosure of this invention.

[0120] Guardrail 1 is subjected to loads Fx and / or Fy under normal operating conditions.

[0121] In particular, the rims of the rail vehicle's running wheels apply a force Fx to the guardrail surface 14 when it passes through a switch.

[0122] In particular, the side of the rail vehicle's rim opposite to the running surface applies a force Fy to the guardrail surface 24 when it passes through a switch.

[0123] As a result of the screw loosening together with the nut 12, the forces Fx and / or Fy cause the loaded guardrail 1, particularly the guardrail surfaces 14,24, to tilt 16 from the unloaded position of the guardrail 1 (shown in Figures 2 and 3) to the loaded position of the guardrail 1 (not shown in Figures 2 and 3).

[0124] The mass of the portion of guardrail 1 extending above the screw 12 is greater than the mass of the portion of guardrail 1 extending below the screw 12. After the forces Fx and Fy are removed, guardrail 1 is always moved to an unloaded position (shown in Figures 2 and 3) that is different from the loaded position.

[0125] If a load is applied to the guardrail 1 by force Fx and / or force Fy due to the loosening of the screw 13 (not shown in Figures 2 and 3) inserted into the plug, a rotation 15 will occur between the guardrail support base 11 and the guardrail 1 connected to this guardrail support base 11 from the position where no load is applied.

[0126] The tilt 16 of the guardrail 1 and the rotation 15 between the guardrail support base 11 and the guardrail 1 can be easily confirmed by measuring the inclination of at least one guardrail surface 14,24. Since both the rotation 15 of the guardrail support base 11 and the tilt of the guardrail 1 involve rotational motion, the motion or the end position of the motion can be advantageously measured by determining the inclination of the surface with respect to a reference plane.

[0127] Wear on guardrail 1 manifests as a change in the guardrail surface 14,24. The guardrail surface 14,24 deforms and / or the material of the guardrail surface 14,24 decreases. Therefore, wear on the guardrail surface 14,24 can be recognized through a change in the shape of the guardrail surface 14,24, which is advantageously done by determining the inclination of the guardrail surface 14,24.

[0128] In order to efficiently determine the condition of the guardrail surfaces 14, 24 that are exposed to wear during normal use of the guardrail 1, and the condition of the fastening device 10, a measurement value representing the inclination of at least one of the guardrail surfaces 14, 24 is required. The user may use, for example, a measurement sensor, which is positioned above the cross-sectional area of ​​the gap between the guardrail 1 and the rail 4 and moves in the travel directions 19, 20. The measurement sensor moving in this manner makes contact with at least the surface of the rail 4 and at least one of the guardrail surfaces 14, 24.

[0129] While interval inspections, in which points to be defined on the surface are inspected, are always linked to the inquiry, for example, the inclination at a defined height position or a defined cross-section (perpendicular to the image plane of Figure 2) may be inspected. The method according to the present invention does not involve inaccuracy in the selection of points for interval inspection. The tilt 16 of the guardrail 1 results in a change in the inclination of the guardrail surfaces 14,24 at all points on the height position or cross-section, and indeed at each selected point.

[0130] As described above, the guardrail surfaces 14 and 24 are exposed to abrasion, which makes it impossible to define a point on the guardrail surfaces 14 and 24. The method according to the present invention allows for the determination of a measurement value representing the inclination of at least one guardrail surface 14 or 24, thus eliminating the problem of defining a point.

[0131] As a measurement value representing the inclination of one guardrail surface 14,24, the angle α of the guardrail surface 14 or the angle β of the guardrail surface 24 with respect to the reference plane may be determined. The reference plane may be defined as a horizontal plane or a vertical plane, or as a plane passing through the upper edge point of the rail 4 of the track 2.

[0132] The inclination of the guardrail surfaces 14 and 24 may be determined by measuring values ​​that represent the distance between the guardrail surfaces 14 and 24 with respect to a reference plane. In Figure 2, for example, the distance between the corners of the guardrail surface 14 with respect to a vertical reference plane that contacts the rail surface of rail 4 is determined.

[0133] The user may compensate for and adjust possible measurement values ​​that represent the relative inclination of one or more guardrail surfaces 14,24.

[0134] The method according to the present invention is characterized by introducing objective criteria for determining the condition of the guardrail 1. The method according to the present invention includes the following: a calculation unit determines the difference between at least one no-load measurement value and at least one load measurement value; the calculation unit compares the difference value with a preset limit value; the calculation unit determines that the guardrail 1 is in an appropriate condition if the difference value is less than or equal to the limit value, and determines that the guardrail 1 is in an inappropriate condition if the difference value is greater than the limit value.

[0135] As shown in Figure 2, the inclination of the guardrail surfaces 14 and 24 may be determined by obtaining load measurements using the wheel-mounted sensor unit 21 and unload measurements using the free-space sensor unit 22 at multiple height positions starting from the sleeper 9. Figure 2 shows, for example, measurements of intervals a1 and a2 at different height positions. For example, the interval a1 of the lower edge of the guardrail surface 14 and the interval a2 of the upper edge of the guardrail surface 14 with respect to a vertical reference plane are measured. The vertical reference plane passes through, for example, the upper edge point of the rail. This upper edge point of the rail may be, for example, a point on rail 4 where the track gauge between rails 4 and 5 is measured.

[0136] To improve the accuracy of determining the inclination, the inclination of at least one guardrail surface 14,24 may be determined at multiple height positions.

[0137] The interval to be measured does not necessarily have to be determined in the vertical or horizontal direction. The interval may be determined by a specified angle or diagonal. The method according to the present invention may be characterized in that the wheel-mounted sensor unit 21 determines at least one load measurement value that represents the load gap cross-sectional shape as a diagonal, and the free-space sensor unit 22 determines at least one unload measurement value that represents the unloaded gap cross-sectional shape as a diagonal.

[0138] Measurement values ​​representing the inclination of the guardrail surfaces 14,24 at a first and a second time point can be determined, in which case the first time point is different from the second time point. The different time points for which the measurement values ​​are determined may be due to the inspection vehicle 18 traveling in different directions 19,20 on the track 2 of the turnout at the aforementioned time points.

[0139] Regarding Figure 3: Figure 3 is provided for supplementary or alternative information to the description of the method according to the present invention related to Figure 2.

[0140] The inclination of the guardrail surfaces 14,24 described above may be determined by determining a measurement value representing the gap cross-sectional shape or a sub-region thereof. Determining the gap cross-sectional shape or a sub-region thereof includes determining the inclination of at least one guardrail surface 14,24, because the gap cross-sectional shape or a sub-region thereof is defined by the guardrail surfaces 14,24 as specified. The method according to the present invention includes determining a load measurement value representing at least one geometric load gap cross-sectional sub-shape of the gap cross-sectional 17 under a load condition using a wheel-mounted sensor unit 21, and determining an unload measurement value representing the geometric unloaded gap cross-sectional sub-shape of the gap cross-sectional 17 under an unload condition using a free-space sensor unit 22.

[0141] The user selects the gap section cross-section 17 to be sufficiently large, and in particular sufficiently tall and wide, in order to obtain a sufficient amount of information. Preferably, the user selects the gap section cross-section such that it extends from the guardrail surfaces 14,24 to the surface of the rail 4 over the height range of the guardrail 1. Figure 3 shows, for example, the gap section cross-section 17 defined by the surface of the rail 4, the guardrail surfaces 14,24, and height lines.

[0142] Figures 4, 5, and 6 show various inspection vehicles 18 for carrying out the method according to the present invention. Alternatively or supplementary to the use of inspection vehicles 18, the user may carry out the method according to the present invention using a manual inspection method.

[0143] Regarding Figure 4: Figure 4 schematically shows an inspection vehicle 18 for carrying out the method according to the present invention.

[0144] The inspection vehicle 18 is equipped with a free-space sensor unit 22 that has an inspection area between the wheels 23 of the inspection vehicle 18. According to conventional teaching, the unloaded state of the track 2, in particular the unloaded inspection value, is inspected by the free-space sensor unit 22.

[0145] The inspection vehicle 18 is further equipped with wheel-mounted sensor units 21 positioned in front of and behind the wheels 23 when viewed in the travel directions 19 and 20, and having inspection areas near the wheels 23. The load condition of the track 2, in particular the load measurement value, is measured by the wheel-mounted sensor units 21.

[0146] Regarding Figure 5: Figure 5 schematically shows a further inspection vehicle 18 for carrying out the method according to the present invention.

[0147] The inspection vehicle 18 is equipped with a free-space sensor unit 22 that has an inspection area between the wheels 23 of the inspection vehicle 18. According to conventional teaching, the unloaded state of the track 2, in particular the unloaded inspection value, is inspected by the free-space sensor unit 22.

[0148] The inspection vehicle 18 is further equipped with a wheel-mounted sensor unit 21 positioned in front of and behind a wheel 23 of one bogie, as viewed in the direction of travel 19, 20, and having an inspection area near this wheel 23. The wheel-mounted sensor unit 21 is positioned at the front and rear ends of the bogie as viewed in the direction of travel.

[0149] The load condition of track 2, particularly the load measurement value, is measured by wheel-mounted sensor units 21 located in front of the first wheel 23 of the bogie and behind the wheel 23 of the last bogie.

[0150] Regarding Figure 6: Figure 6 schematically shows a further inspection vehicle 18 for carrying out the method according to the present invention.

[0151] The inspection vehicle 18 is equipped with a free-space sensor unit 22 that has an inspection area between the wheels 23 of the inspection vehicle 18. According to conventional teaching, the unloaded state of the track 2, in particular the unloaded inspection value, is inspected by the free-space sensor unit 22.

[0152] The inspection vehicle 18 is further equipped with wheel-mounted sensor units 21, which have inspection areas near each wheel 23, positioned in front of, between, and behind multiple wheels 23 of a single bogie when viewed in the direction of travel 19, 20. The wheel-mounted sensor units 21 are positioned at the front end, middle, and rear end of the bogie when viewed in the direction of travel.

[0153] The load condition of track 2, particularly the load measurement value, is measured by wheel-mounted sensor units 21 located 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

1. A method for inspecting the condition of the guardrail (1) of the track (2) of a turnout, The aforementioned state is determined by the fastening state of the guardrail and the wear state of the guardrail surface (14, 24) of the guardrail (1). The guardrail (1) is fastened to the sleeper (9) of the turnout by a fastening device. The track (2) of the aforementioned switch, including the guardrail (1), is driven by an inspection vehicle (18) in the direction of travel (19, 20). The inspection vehicle (18) is equipped with at least one wheel-mounted sensor unit (21) and a free-space sensor unit (22), The wheel-mounting sensor unit (21) has a wheel-mounting inspection area adjacent to or next to the wheel-mounting surface of the wheels of the inspection vehicle (18) on each rail (4, 5). The free-space sensor unit (22) has a free-space inspection area, spaced apart from the wheel mounting surface of the inspection vehicle (18). In the method, The wheel-mounted sensor unit (21) obtains at least one geometric load measurement value representing the cross-sectional shape of the load gap, The free-space sensor unit (22) obtains at least one geometric unloaded measurement value representing the unloaded gap cross-sectional shape. The load measurement value and the no-load measurement value are determined by the shape of the cross-sectional gap of the gap extending between the rail (4) and the guard rail (1) of the track (2) in the loaded or no-load state. By at least one data point relating to the inclination of at least one guardrail surface (14, 24) with respect to a reference plane, and / or At least one data point relating to the inclination of the tangent line of one guardrail surface (14, 24) with respect to the reference plane It represents, In the calculation unit, the difference between the at least one unloaded measurement value and the at least one loaded measurement value is calculated. In the calculation unit, the difference value is compared with a preset limit value. In the calculation unit, if the difference value is less than or equal to the limit value, the appropriate state of the guardrail (1) is determined, and if the difference value is greater than the limit value, the inappropriate state of the guardrail (1) is determined. A method characterized by the following features.

2. A method for inspecting the condition of the guardrail (1) of the track (2) of a turnout, The aforementioned state is determined by the fastening state of the guardrail and the wear state of the guardrail surface (14, 24) of the guardrail (1). The guardrail (1) is fastened to the sleeper (9) of the turnout by a fastening device. The track (2) of the aforementioned switch, including the guard rail (1), is driven by an inspection vehicle (18) in the direction of travel (19, 20) at a temporary point t. The inspection vehicle (18) is equipped with at least one wheel-mounted sensor unit (21), The wheel-mounting sensor unit (21) has a wheel-mounting inspection area adjacent to or next to the wheel-mounting surface of the wheels of the inspection vehicle (18) on each rail (4, 5). In the method, The wheel-mounted sensor unit (21) obtains at least one geometric load measurement value representing the cross-sectional shape of the load gap, The computing unit loads at least one geometric load database measurement and / or at least one geometric unload database measurement from the database. The load measurement value represents the cross-sectional shape of the gap extending between the rail (4) and the guardrail (1) of the track (2) under the load condition at a specific point in time t, and also, The load database measurement values ​​and the no-load database measurement values ​​represent the cross-sectional shape of the gap extending between the rail (4) and the guard rail (1) of the track (2) in a loaded or no-load state at a time point t0 < t. - By at least one data point relating to the inclination of at least one guardrail surface (14, 24) with respect to a reference plane, and / or - By at least one data point relating to the inclination of the tangent line of one guardrail surface (14, 24) with respect to the reference plane, and / or - By at least one data point relating to the distance dimension between one guardrail surface (14, 24) and one rail surface of the rail (4) It represents, In the calculation unit, the difference between the database measurement value and the at least one load measurement value is calculated. In the calculation unit, the difference value is compared with a preset limit value. In the calculation unit, if the difference value is less than or equal to the limit value, the appropriate state of the guardrail (1) is determined, and if the difference value is greater than the limit value, the inappropriate state of the guardrail (1) is determined. A method characterized by the following features.

3. The aforementioned reference plane is a horizontal plane or a vertical plane, and / or The aforementioned reference plane is defined by the upper edge points of the rails (4, 5) of the track (2). The method according to claim 1 or 2, characterized in that...

4. The wheel-mounted sensor unit (21) determines a load measurement value that represents at least one geometrically specific load gap cross-sectional shape of the gap cross-sectional shape in the load state at a given point t, The free-space sensor unit (22) determines an unloaded measurement value that represents at least one geometric unloaded partial shape of the gap cross-sectional shape in the unloaded state at a given point t, or The calculation unit loads from the database unloaded database measurement values ​​or loaded database measurement values ​​that represent the geometric unloaded cross-sectional shape of the gap under load or unloaded conditions at a given point t0 < t. The method according to any one of claims 1 to 3, characterized in that

5. At multiple height positions starting from the aforementioned sleeper (9), the wheel-mounted sensor unit (21) determines the load measurement value, and the free-space sensor unit (22) determines the no-load measurement value. The calculation unit loads the load database measurement value or the unloaded database measurement value from the database at the height position starting from the sleeper (9). The method according to any one of claims 1 to 4, characterized in that

6. The wheel-mounted sensor unit (21) obtains at least one load measurement value that represents the cross-sectional shape of the load gap as a diagonal, The free-space sensor unit (22) obtains at least one unloaded measurement value that represents the unloaded gap cross-sectional shape as a diagonal, The calculation unit loads load database measurement values ​​or unload database measurement values ​​from the database, which represent the load gap cross-sectional shape or unloaded gap cross-sectional shape as diagonals. The method according to any one of claims 1 to 5, characterized in that

7. The load measurement value is determined by the wheel-mounted sensor unit (21) over the extended length of the guardrail (1) or rail (4) of the track (2), and the no-load measurement value is determined by the free-space sensor unit (22). The calculation unit obtains from the database load database measurement values ​​or unload database measurement values ​​over the extended length of the guardrail (1) or rail (4) of the track (2). The method according to any one of claims 1 to 6, characterized in that

8. At one point on the guardrail (1) or the rail (4), the wheel-mounted sensor unit (21) obtains at least one load measurement value, and the free-space sensor unit (22) obtains at least one no-load measurement value. The calculation unit obtains a load database measurement value or an unloaded database measurement value at a point on the guardrail (1) or rail (4) from the database. The method according to any one of claims 1 to 7, characterized in that

9. The first load measurement value and the first no-load measurement value are determined at the first time point. The second load measurement value and the second no-load measurement value are determined at the second time point. The first time point described above is different from the second time point described above. The first time point and the second time point are located after time point t0 in terms of time. The method according to any one of claims 1 to 8, characterized in that

10. The first load measurement value and the first no-load measurement value are determined by an inspection vehicle (18) traveling along the track (2) in a first direction of travel (19). The second load measurement value and the second no-load measurement value are determined by a measurement vehicle (18) traveling along the track in the second direction of travel (20). The method according to any one of claims 1 to 9, characterized in that

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