Rail measurement trolley

Abstract

The invention relates to a rail measurement trolley having at least one first guide element (2) for guiding the measurement trolley (1) along a direction of travel (7) on a rail (8) and having at least one supporting element (9) for holding rail measurement devices (10), wherein the supporting element (9) extends along a rail longitudinal direction and is coupled to the at least one first guide element (2) such that the supporting element (9) can be guided along the rail (8) by means of the guide element (2). The measurement trolley (1) comprises a first inertial sensor arrangement (11) and at least one second inertial sensor arrangement (12) for measuring movements of the supporting element (9), wherein the first inertial sensor arrangement (11) is assigned to a first reference point (4) on the supporting element (9) and the second inertial sensor arrangement (12) is assigned to a second reference point (5) on the supporting element (9), and wherein the first reference point (4) and the second reference point (5) are arranged on the supporting element (9) spaced apart from each other in a defined position (6) along the rail longitudinal direction such that the defined position (6) of the first and second reference points (4, 5) to each other can also be used to determine a respective current position of the supporting element (9) that can be used to correct rail parameters being measured.

Description

[0001] RAIL MEASURING CAR

[0002] The invention relates to a rail measuring car and a method for measuring rails, switches and other infrastructure installed in the track.

[0003] Rail measuring cars and vehicles, as well as stationary rail measuring devices, are state-of-the-art and widely used. They are used to determine a wide variety of rail parameters, including track geometry, rail defects, surface irregularities, etc., and to determine rail parameters for compliance with specified standards, as well as for rail reworking and maintenance.

[0004] AT 520526 B1 discloses a rail vehicle with a vehicle frame that can be moved along the rails of a track supported on rail bogies. It comprises a first measuring platform with a first inertial measuring system for detecting a track path and a first spatial curve. A second measuring platform is arranged on the rail vehicle, which comprises a second inertial measuring system for detecting a second spatial curve and at least one sensor device for detecting surface points of a track section. The second measuring platform and the second inertial measuring system detect the movement of the sensor device in three-dimensional space.

[0005] WO 2018183392 A1 discloses a system for measuring track geometry, comprising an inertial measurement unit connected to a frame of the system and including at least one gyroscope. The inertial measurement unit is attached to a beam extending between the wheels of a track that are opposite one another.

[0006] US2021114637 A1 discloses a system for monitoring a track, comprising a distance measurement imager mounted on a railcar to provide distance measurements for at least one rail of a track on which the railcar travels. Furthermore, an inertial measurement unit can be arranged in the region of the imager, by means of which the movements of the railcar are recorded.

[0007] AT 17971 Ul discloses a rail vehicle having a vehicle frame which is supported on rail bogies and can be moved on rails of a track, and a measuring platform having a first inertial measuring system for recording track position data, as well as a second inertial measuring system for measuring a movement of the measuring platform, wherein both inertial measuring systems are coupled to a computer having an algorithm for evaluating recorded track position data.

[0008] A disadvantage of state-of-the-art rail measuring devices is that, on the one hand, they often require multiple measuring units to determine the rail or track conditions for stationary measurements, and thus several different measurement processes must be performed on the rail, which leads to longer downtimes and interruptions to the track, as well as higher personnel requirements. On the other hand, mobile measuring devices have the disadvantage that they often result in inaccurate measurements due to the vulnerabilities of the measuring sensors while the train is moving, which leads to significant losses in measurement quality.

[0009] The object of the present invention was to overcome the disadvantages of the prior art and to provide a rail measuring device and a measuring method by means of which a user is able to carry out precise rail measurements and yet keep downtime and maintenance costs as low as possible.

[0010] This object is achieved by a device and a method according to the claims.

[0011] The rail measuring carriage according to the invention comprises at least one first guide element, wherein the at least one guide element is provided for guiding the measuring carriage along a direction of travel on a rail (to be measured).

[0012] Furthermore, the measuring carriage comprises at least one (rigid) support element for holding (or mounting) rail measuring devices, wherein the support element extends along a rail longitudinal direction and is coupled to the at least one first guide element, so that the support element can be guided along the rail by means of the guide element.is also mounted relative to the rail,) and is characterized in that the measuring carriage comprises a first inertial sensor system and at least one second inertial sensor system for measuring movements of the support element, wherein the first inertial sensor system is assigned to a first reference point on the support element and the second inertial sensor system is assigned to a second reference point on the support element, and wherein the first reference point and the second reference point are arranged on the support element at a distance from one another along the longitudinal direction of the rail in a fixed position (at a distance), so that by means of the fixed position of the first and second reference points relative to one another, a respective (current, inertial) position of the support element relative to the rail can also be determined.

[0013] Thus, the reference points of the two inertial sensors are located in a (pre)determined geometric relationship to the support element and form a rigid reference base or reference position for the support element (relative to one rail), so that using the current positions of a respective reference point, the orientation of the support element is known via this relationship between the two points or is defined by this relationship. Thus, with a respective vertical displacement of a respective reference point, the rotation of the support element between the two reference points can be mathematically determined, or the current position of the support element can be mathematically expressed. In other words, the inclination and position of the support element relative to the rail to be measured (in the direction of travel) are determined using the two reference points and their specified positions relative to one another.

[0014] By assigning the first and second reference points on the support element extending in the longitudinal direction of the rail, it is possible to assign the inertial sensors to only one rail (of a track) and perform highly precise measurements in this regard. This allows the inertial sensors to detect the position of the support element independently of the other rails of a track. Using the two spaced-apart inertial sensors on the support element for the rail to be measured—arranged in the longitudinal direction of the rail—the movement profile of the support element can be recorded in relation to the rail to be measured, largely unaffected by other factors, thus enabling particularly precise measurement value correction of the measuring devices.

[0015] In comparison to the measuring units of the state of the art, which are equally influenced by both rails of a track, significantly more precise measurements can be carried out using the measuring carriage according to the invention.

[0016] By means of the inventive design, it is possible to record or monitor the movement sequence of the support element itself (relative to the rail) and thus to create a movement profile based on the recorded inertial movements. This allows all further recorded measured values, regardless of the specific design of the measuring device(s) to be mounted on the support element, to be corrected with regard to the movements of the measuring device(s) during travel in order to obtain highly precise measurement results by incorporating the movement of the support element itself. The at least one guide element itself is preferably designed in the form of a rolling and / or sliding element and for supporting or mounting the measuring carriage on the rail. In this case, reference should generally be made to the means known from the prior art for mounting or guiding such measuring carriages on a rail.

[0017] The support element, which is designed to accommodate or hold measuring devices, is coupled to this at least one guide element and is assumed to be rigid with respect to the inertial measurement, so that the interference transmitted from the guide element to the support element can be determined or ascertained at any time (with respect to a moving state). Structurally, the support element is preferably a type of support beam, with the support element mounted essentially horizontally relative to the rail. With regard to the coupling of the support element to the guide element, it should be noted that, in principle, additional components can be arranged between them.

[0018] The movements of the support element can thus be recorded relative to the rail being measured. This allows the support element to be decoupled from other influencing factors, allowing the movements relative to the rail being measured to be optimally recorded.

[0019] With respect to a track, the support element is decoupled from another, opposite rail in such a way that it has no rigid connection to possible other components of the measuring carriage, e.g. another support element, which another support element can be mounted on the opposite rail by means of additional guide elements.

[0020] With regard to the inertial measurement, the current inertial position of the support element is determined by integrating the respective acceleration signals of the two inertial sensors. This means that two points of the support element in space are known. Based on the geometric relationships of the sensors to each other (e.g., a straight line passing through the two spaced points), and based on their fixed position to each other, both the height position of the support element with respect to each of the two sensors and its inclination with respect to each other are determined. This makes it possible to determine the position of any number of distance sensors (in the form of measuring devices) on the support element without having to increase the number of inertial sensors. The acquisition interval of the inertial sensors can, in principle, be adapted to the respective measuring devices used.Preferably, it can be provided that this interval can be adapted or set to a measuring interval of a measuring device. A particular advantage of the measure according to the invention is that all measured values ​​determined with the measuring carriage can be recorded continuously and at a relatively high speed. Furthermore, it is possible to record all measurements relevant for rail reworking in a single pass in accordance with standards. A measuring carriage according to the invention can preferably be moved at speeds in a range of approximately 6 m / min to 20 km / h during measuring, although even higher speeds are also conceivable. In comparison, for measuring the quality index (EN 13231-2) there is currently only one approved measuring device in the state of the art, which can measure “stationarily” over a distance of just 150 mm.State-of-the-art mobile acoustic roughness measuring devices (EN 15610) only allow measurements at speeds up to 4 km / h.

[0021] The inertial sensors used in the rail measuring carriage can preferably be mounted on the support element itself, or on other components of the measuring carriage that are rigidly connected to the support element. A rigid connection means that the components connected to the support element have a uniform, unadulterated motion profile (due to the rigid connection).

[0022] The rail measuring carriage can comprise interfaces and brackets or other fastening and coupling means for the support element for accommodating measuring devices, so that all types of (rail) measuring devices can be retrofitted. Thus, the measuring carriage, in its basic design and equipment, can be set up to record the movements of the support element using inertial sensors and to transmit them to at least a readable storage unit and / or to evaluate them with a computing unit. This also makes it possible to simply provide the inertial values ​​for retrofitted measuring devices, so that, based on the determined inertial movements of the support element, a sensor or measured value correction can subsequently be made for the retrofitted measuring devices in an external system, if, for example, these are not compatible with the measures provided on the measuring carriage or if the measuring carriage, for example,would not be designed for calculating additional, larger amounts of data. One possible embodiment provides for a computing unit to be provided which is connected or connectable to the first and at least second inertial sensors (or optionally to a memory unit on which the detected inertial values ​​are stored), and the computing unit is configured to combine a respective movement of the support element relative to the first and second reference point detected by means of the first and at least second inertial sensors, such that a translational movement and a rotation of the support element (relative to the rail) relative to the first and second reference point can be determined.

[0023] A computing unit connected to the inertial sensors can particularly preferably be arranged on the rail measuring vehicle. Furthermore, the computing unit can have user interfaces, input devices, a display, etc. In particular, the rail measuring vehicle can also be an autonomously operated vehicle, so that all controls and drive systems relevant for rail measurement are integrated into the rail measuring vehicle. Furthermore, the vehicle can also be centrally controlled by the computing unit.

[0024] The computing unit can also be implemented as an external system in a control center or a towing vehicle, which receives the measurement signals from the inertial sensors and / or can read them from the aforementioned storage unit. Furthermore, a computing unit in the form of a mobile device is also possible, which can be connected to the measuring vehicle (or inertial sensors and measuring devices), including a smartphone or the like.

[0025] Preferably, at least one vibration damper can be arranged between the support element and the at least one first guide element, such that the support element is dampened relative to the respective guide element or its vibrations caused by the rail to be traveled on. Vibration dampening enables improved detection of inertial movements, as interference caused by irregularities in the rail would be transmitted via the guide element to the support element and can be reduced to such an extent that they no longer have a relevant influence on the measurement results. This measure is particularly advantageous for canceling out high-frequency vibrations or high interference frequencies. In this way, short wavelengths of the rail can be suppressed on the sensors. Low interference influences, on the other hand, can be detected with high precision by the inertial sensor technology and can thus be taken into account in the measurement or when including them.For the sake of completeness, it should be mentioned that in a design with multiple guide elements, such vibration damping is provided between each of the guide elements and the support element. The component to be damped can preferably be in a range above 200 Hz.

[0026] The vibration damping can be implemented, for example, in the form of an elastomer, silicone, or the like. The vibration damping preferably has both spring and damping properties. Among other things, wire rope dampers, metal cushion dampers, bellows cylinders, as well as active damping techniques, as well as other measures known from the prior art, can also be provided. In principle, vibration damping can be arranged between the support element and all other elements of the measuring carriage (with the exception of the sensors).

[0027] Preferably, the first inertial sensor system and / or the second inertial sensor system can be designed as an acceleration sensor, wherein the acceleration sensor is configured to detect a vertical acceleration of the support element. According to one embodiment, only (or exclusively) vertically measuring acceleration sensors can also be used as the first and second inertial sensors.

[0028] The solution according to the invention can be implemented with simple means using simple acceleration sensors arranged at a distance from one another in the longitudinal direction of the rail. For example, these can be implemented using vertically measuring accelerometers.

[0029] Furthermore, the frequency range to be measured by the acceleration sensors can be influenced by the aforementioned vibration damping (e.g., in the form of wire rope dampers), as the vibration damping cancels out higher frequencies. This allows the use of sufficiently precise sensors for low frequency ranges.

[0030] Furthermore, it can be particularly preferably provided that at least one laser distance sensor is attached to the support element as a measuring device, in particular a point laser.

[0031] In particular, by combining this with the previously described vibration damping, measurements can be performed at low and high frequencies. Combining the acceleration data with the laser data allows the complete primary profile of the rail to be measured, i.e., at all frequencies.

[0032] Furthermore, several laser distance sensors can be provided in the form of a sensor arrangement, so that, for example, several measuring tracks (of a rail) are made possible by means of the several laser distance sensors.

[0033] Regarding the arrangement of the inertial sensors, it can be provided that, with respect to the direction of travel, the first reference point (or also the inertial sensors) is arranged at a first end of the support element, and the second reference point is arranged at a second end of the support element, opposite the first end. Furthermore, the reference points can be arranged at the same height relative to the rail or a support plane of the guide element.

[0034] The support element extending in the longitudinal direction of the rail or along the direction of travel can essentially have the shape of a beam or a longitudinal member. Furthermore, the reference points can be arranged on a straight line on the support element that is parallel to the longitudinal direction of travel or the rail.

[0035] Preferably, at least one measuring device can be arranged on the support element, wherein the measuring device is designed, inter alia, to measure at least one of the following rail parameters;

[0036] - longitudinal waviness of the rail;

[0037] - acoustic roughness of the rail;

[0038] - a rail quality index;

[0039] - Rail defects

[0040] - clearance profile;

[0041] - a cross-section of the rail;

[0042] - a rail head height;

[0043] - a rail removal.

[0044] For general understanding, reference should be made to the measuring devices known from the prior art, which are arranged on a support element according to the invention and can be combined with the acceleration measurements. In principle, all measuring devices which are intended for measuring rails and can be arranged on the support element are suitable. Furthermore, measuring devices which are only introduced in the future for measuring rails can in principle also be corrected with the measurements of the inertial sensors (and thus retrofitted on a measuring carriage according to the invention). As mentioned, the measuring devices can preferably be laser distance sensors, for example. The measuring devices are preferably also in a rigid relationship with the support element with regard to their receptacle or holder.

[0045] In a further development, the measuring carriage may further comprise an inclination sensor, wherein the inclination sensor is configured to determine the position of the support element transverse to the direction of travel and / or in the direction of travel. The inclination sensor can be used to assist in determining the general track position and the position of the measuring carriage.

[0046] Furthermore, it can be provided that the measuring carriage has a measuring carriage set for each of two rails of a track, wherein a respective measuring carriage set for a respective rail comprises at least the following elements;

[0047] - the at least one first guide element; and

[0048] - the support element coupled to the at least one first guide element; and

[0049] - the first and at least second inertial sensors.

[0050] With this design, it is possible to measure both rails of a track over time using the same measuring method and preferably to evaluate them using the same computing unit.

[0051] At this point, it should be noted that the respective support elements of the measuring carriage (for each rail) are decoupled from each other. This means that the support elements are not rigidly connected to each other, preventing them from interfering with each other.

[0052] For example, each support element can be decoupled from the other rail via damping arrangements, springs, etc. on the measuring carriage and arranged on a common measuring carriage for the respective measurement of the two rails. Such decoupling can also be provided for a measuring carriage which is designed to measure one rail and is supported on additional elements. A possible further development provides for the respective measuring carriage sets to be connected to one another via cross-connecting elements, wherein the cross-connecting elements can be elastically changed with respect to an extension between the measuring carriage sets transversely to the direction of travel, so that the respective support elements of the measuring carriage sets are decoupled from one another. The cross-connecting elements can be designed in the form of a telescopic rod or damped or spring-loaded connecting elements.

[0053] At this point it should be mentioned that the cross-connecting elements are dimensioned in such a way that their properties can hold the two sets of measuring carriages in the measuring carriage together, but that they do not influence each other with regard to their movements on the respective rails via the cross-connecting elements and are therefore dampened relative to each other or decoupled with regard to their displacements relative to the rail. The cross-connecting elements can preferably also have vibration damping or the like. For the sake of completeness it should also be mentioned that such cross-connecting elements can be provided in a measuring carriage which is only designed for measuring one rail and is guided or supported on the other rail, for example, so that the support element is decoupled from the further arrangement for guiding the measuring carriage.

[0054] Furthermore, the object mentioned at the outset is achieved by a method according to the invention for measuring rails according to the claims, comprising the steps;

[0055] - Provision of the rail measuring car,

[0056] - Moving the rail measuring carriage on a rail along the direction of travel of the measuring carriage;

[0057] - detecting inertial values ​​of the at least one support element with respect to the respective movement of the first reference point and the second reference point by means of the first and second inertial sensors during the movement of the rail measuring carriage;

[0058] - - Calculating a respective inclination and position with respect to the translational movement and the rotation of the at least one support element at a respective detection time of the inertial values ​​by combining the detected inertial values ​​of the first and second inertial sensors by means of the computing unit.

[0059] As already mentioned, the position and inclination of the support element in space can thus be calculated based on the known positions of the two inertial sensors. The computing unit has at least one storage unit (e.g., a data logger) for storing the recorded inertial values, as well as an output value unit for calculating the respective inclination and position values ​​for the individual recording times (and, if necessary, storing / archiving the calculated values ​​in the storage unit).

[0060] As mentioned at the beginning, between the steps of recording the inertial values ​​and calculating the respective inclination and position, the recorded values ​​can also be simply saved so that the calculation or merging can be carried out at a later time.

[0061] When using measuring devices, the following steps can be provided:

[0062] - Providing at least one rail measuring device on the support element of the rail measuring carriage.

[0063] - detecting at least one rail measurement value by means of the at least one measuring device while the rail measuring carriage is moving along the direction of travel;

[0064] - Calculating a rail parameter using the recorded rail measurement value, whereby the calculated inclination and position of the support element at the time of recording the rail measurement value is combined with the rail measurement value, so that a current orientation and position of the measuring device on the support element relative to the rail is taken into account.

[0065] Based on the known position of the measuring device on the support element, and taking into account the orientation and mounting location of the measuring device on the support element, a rail measurement value determined with the measuring device can be corrected using the previously calculated inclination and position in order to obtain highly precise rail parameters. Thus, the provision of the measuring device also includes assigning a unique position on the support element for the calculation (with regard to geometric relationships and the resulting time delay when moving along a rail). The adjustment of the rail values ​​for calculating the rail parameters using the calculation from the inertial values ​​can preferably be carried out simultaneously with the measurement during the movement by performing a continuous measurement value correction.A measuring device arranged on the support element can thus preferably also be connected to the computing unit for data purposes.

[0066] A possible further development provides that at least two measuring devices are provided on the support element, and at least one rail measurement value is recorded simultaneously by each of the at least two measuring devices, and the respective rail parameters are calculated using the respective rail measurement values, wherein the current inclination and position of the support element at the time the respective rail measurement values ​​are recorded are merged with the respective rail measurement values. In this regard, each measuring device is assigned a respective measurement position (with respect to the reference points) on the support element, which is taken into account in the evaluation or during the merging. This step can also be performed by the computing unit.The at least two measuring devices can preferably be two different measuring devices that record different parameters of the rail. Reference is made, for example, to the previously mentioned different measuring devices or to those measuring devices known from the prior art.

[0067] Particularly preferably, it can subsequently be provided that a continuous repetition of the method steps takes place during the movement of the rail measuring carriage along the rail, comprising;

[0068] - Recording the inertial values;

[0069] - Calculate the respective inclination and position of the supporting element;

[0070] - detecting the at least one rail measurement value by means of the at least one measuring device;

[0071] - Calculating the rail parameters by combining the rail measurement value and the calculated inclination and position of the support element at the time the rail measurement value was acquired; and further comprising the steps:

[0072] - Merging consecutive calculated rail parameters; and

[0073] - Creating a rail measurement profile with the consecutive, calculated rail parameters for a section of a rail.

[0074] Over a longer period of time, or with respect to a section of track to be traveled, the rail measurement values ​​recorded at individual, consecutive measurement times, or the rail parameters calculated from them, can be combined to obtain an entire measurement profile for the section of track traveled. To facilitate understanding, it should be mentioned that this section can, for example, be in a range of 100m to 10km, and therefore the higher speeds achievable with the invention lead to enormous time savings. However, depending on the capacity of the storage unit for recording the data or the computing power of the computing unit, the section can also include additional track sections and can theoretically be endless.

[0075] The entire process steps can be carried out by computer, preferably with the aforementioned computing unit.

[0076] Furthermore, a system for measuring rails is proposed, which comprises at least one rail vehicle and at least one rail measuring carriage according to the invention, wherein the rail measuring carriage is coupled or can be coupled to the rail vehicle. The at least one computing unit is arranged in the rail vehicle with respect to the system and is connected or can be connected (for data purposes) to the rail measuring carriage, wherein the computing unit is configured to carry out the method steps according to the invention.

[0077] For a better understanding of the invention, it is explained in more detail using the following figures.

[0078] They show in a highly simplified, schematic representation:

[0079] Fig. 1 A rail measuring carriage according to the invention in side view;

[0080] Fig. 2 a rail measuring carriage in plan view;

[0081] Fig. 3 a rail measuring car in moving condition;

[0082] Fig. 4 shows a calculation scheme of the computing unit;

[0083] Fig. 5 a possible further development of the rail measuring carriage;

[0084] Fig. 6 shows an embodiment of a measuring carriage with a sliding element as a guide element;

[0085] Fig. 7 shows another embodiment of a measuring carriage;

[0086] Fig. 8 shows a system for measuring rails. By way of introduction, it should be noted that in the variously described embodiments, identical parts are provided with identical reference symbols or component designations. The disclosures contained throughout the description can be applied analogously to identical parts with identical reference symbols or component designations. Furthermore, the positional information chosen in the description, such as top, bottom, side, etc., refers to the directly described and illustrated figure, and in the event of a change in position, these positional information must be applied analogously to the new position.

[0087] In Fig. 1, a rail measuring carriage 1 according to the invention is shown schematically on a rail 8.

[0088] The basic structure of the measuring carriage 1 comprises at least a first guide element 2, in the form of a rolling and / or sliding element, for guiding the measuring carriage 1 along a direction of travel 7 on a rail 8, in the example shown, a first wheel. This can preferably also have the form of a rail wheel. For the sake of completeness, it should be mentioned that the direction of travel 7 is essentially a direction corresponding to the longitudinal direction L of the rail.

[0089] Furthermore, the measuring carriage can comprise a second guide element 3, as shown, for example a second wheel, but the second guide element 3 can also be designed in the form of a sliding element or the like, or can be omitted entirely. A further guide element can, for example, also rest on the rail not to be measured, but rather on a second rail of a track or on other contact surfaces or the like. Furthermore, with only one guide element 2 on a rail, the center of gravity of the measuring carriage, as well as further damping elements, can be designed such that it is mounted horizontally relative to the guide element. Furthermore, a further support element can be provided which is coupled to a rail vehicle or the like.

[0090] Furthermore, the measuring carriage 1 comprises at least one support element 9 for holding rail measuring devices 10, wherein the support element 9 extends in the longitudinal direction L of the rail and is coupled to at least one first guide element 2, such that the support element 9 can be moved with respect to a respective translational displacement of the guide element 2 relative to the rail 8, or can be guided by means of the guide element 2 along the rail to be measured. For the sake of completeness, it should be mentioned that the support element 9 extends essentially along the longitudinal direction L of the rail (or in the direction of travel 7) and, with regard to its length, for example in the case of at least two guide elements, as shown in Fig. 1, is arranged so as to extend at least between these two, but can also extend beyond them.

[0091] According to the invention, the measuring carriage 1 comprises a first inertial sensor system 11 and at least one second inertial sensor system 12, wherein the first inertial sensor system 11 is assigned to a first reference point 4 on the support element 9 and the second inertial sensor system 12 is assigned to a second reference point 5 on the support element 9. With regard to the "assignment", it is meant that the first inertial sensor system 11 is configured to measure the inertial movements of the support element 9 with respect to the first reference point 4 and the second inertial sensor system 12 is configured to measure the inertial movements of the support element 9 with respect to the second reference point 5.

[0092] Preferably, the respective inertial sensor system 11, 12 can form the respective reference point by a respective (direct) attachment or arrangement on the support element 9. A sensor holder can be provided on the support element 9, by means of which the fixed position 6 of the respective sensors or reference points is specified. Thus, the inertial sensor systems themselves are rigidly connected to the support element 9 with regard to movements or displacements.

[0093] Using the values ​​acquired from the two inertial sensors 11, 12, a respective translational movement of the support element 9 relative to the respective reference point 4, 5 relative to the rail can be detected, whereby, due to the known geometric relationship of the points, namely the arrangement of the first and second reference points 4, 5 in a fixed position 6 relative to one another, an overall movement of the support element 9 can also be determined. An arrangement of more than two inertial sensors relative to a support element 9 is also fundamentally possible by determining a further reference point on the support element 9 for each additional inertial sensor, which reference point has a fixed relationship to the other reference points.

[0094] With regard to a fixed position, it should be mentioned that the fixed position of the reference points is spaced apart in the longitudinal direction of the rail, but can be offset from one another, for example, in the vertical direction. The evaluation or merging of the respective inertial values ​​is preferably carried out by a computing unit 13, whereby this evaluation can be carried out directly or in a subsequent process, for example, by storing the recorded values ​​in a storage medium and evaluating or merging them at a later time. Such a storage medium can be arranged on the measuring carriage 1.

[0095] As mentioned at the beginning, the acquisition interval can be adapted to the specific measuring devices used, or it can depend on them. A possible range in this regard would be, for example, from 0.01 ms to 4 s, in particular 0.02 ms to 3 s.

[0096] The two inertial sensors 11, 12 can preferably be two simple acceleration sensors that measure only in the vertical direction.

[0097] The rail measuring carriage 1 can be designed as a simple rail carriage, which can be moved or pushed along the rail by an operator by hand, or it can be designed to be coupled to a towing vehicle or the like. Furthermore, its construction can be designed to measure two rails of a track, or just one rail, and can be guided on the second rail, for example, with an adjustable guide wheel or the like. Alternatively, a sliding element or the like can be provided in addition to a wheel.

[0098] The computing unit 13 is indicated in Fig. 1 and 2 as a possible external system, which is or can be connected to the inertial sensors 11, 12. The computing unit 13 can, however, also be integrated in the measuring carriage 1 and preferably have a power supply in the form of a battery or the like, as well as interfaces, wireless communication devices, etc. Furthermore, the computing unit 13 can also be integrated into at least one of the two inertial sensors 11, 12 (and connected to the other sensor). Depending on the design of the rail measuring carriage 1, the computing unit 13 can also be designed as a portable operating device, which can, for example, be connected to the measuring carriage for data transmission or can be connected wirelessly, or can also be attached to it. A device designed specifically for this purpose would be conceivable, or even a smartphone or the like.

[0099] The computing unit 13 can preferably have at least one memory unit for storing the inertial values ​​and an output value unit for evaluating the inertial values, or for calculating the inertial positions of the support element with respect to its rotation and translational movements. Regarding the calculation or correction of rail values ​​recorded (by means of measuring devices), this can also be done by the computing unit, or it can also be transmitted to another system.

[0100] Regarding the coupling, the support element 9 can have at least one vibration damper 14 relative to the guide element 2, so that it is movably coupled in such a way that, during travel on the rail, it can be damped or cushioned relative to the movements of the guide element—e.g., due to unevenness in the rail surface. Regarding the type of vibration damping, reference is made to the explanations mentioned above. The component to be damped can preferably be in a range above 200 Hz.

[0101] In addition, a vibration damper 14 can be provided for each guide element on the rail measuring carriage 1 to eliminate minor vibration influences on the sensors and thus enable highly precise measurement signal correction. For example, when using wheels, additional vibration dampers 14 can be arranged in the area of ​​the wheel bearings. Furthermore, the support element can have such a damper relative to every other component of the measuring carriage connected to the support element.

[0102] It is advantageous if the two inertial sensors 11, 12 or the reference points 4, 5 are at least slightly spaced from one another in order to detect the movements of the support element 9 with respect to the first reference point 4 and the second reference point 5. Preferably, it can be provided that the distance between the reference points is selected to be as large as possible, so that, with respect to the direction of travel 7, the first reference point 4 (with respect to a planar alignment of the measuring carriage) is arranged at a first end 33 of the support element 9 and the second reference point 5 is arranged at a second end 34 of the support element 9, opposite the first end, as shown in Fig. 1, and the arrangement of the inertial sensors directly on the support element. However, it can also be provided that at least one of the two inertial sensors 11, 12 is not arranged at one end, as indicated in Fig. 3.

[0103] At least one measuring device 10 for measuring at least one rail parameter can be arranged on the support element 9, whereby reference is also made here to measuring devices which are known from the prior art for measuring rails, switches and other infrastructure installed in the track.

[0104] By means of the design according to the invention, it is possible to correct the rail measurement values ​​recorded by means of the measuring devices based on the current inertial position of the support element 9 at each measurement time in order to obtain an actual rail value by taking into account the current position of the measuring device (or in relation to the support element) at each time point in its calculation.

[0105] The rail parameters to be determined can be recorded using different measuring devices 10, which are explained below as examples.

[0106] The measuring devices used can include direct and indirect measurement methods, or preferably non-contact measurement methods, although contact-based methods are also conceivable. Non-contact methods can be based on magnetic induction, optical or acoustic reflection, or electrical interaction, for example.

[0107] Using a laser measurement or a laser scanner, for example, a longitudinal waviness or a longitudinal profile of the rail can be recorded. Furthermore, the measuring devices can be used to determine other track geometries and the quality index. Furthermore, parameters such as acoustic roughness can also be determined in this way.

[0108] For the sake of completeness, it should be mentioned that the measuring carriage 1 can also, in principle, comprise additional measuring devices whose measured values ​​may not be combined with the values ​​of the inertial sensors. For example, determining the clearance profile would be conceivable, e.g., a laser scanner designed to measure the clearance profile essentially perpendicular to the direction of travel 7, which measuring device is preferably arranged at the front end of the measuring carriage (or support element) with respect to the direction of travel.

[0109] A measuring device for determining rail defects, such as an eddy current test, can also be additionally arranged on the measuring carriage. In this regard, an eddy current unit for generating the eddy current (as well as a sensor for detection) can form a possible measuring device on the support element 9.

[0110] Furthermore, the support element 9 or the measuring carriage 1 may additionally comprise an inclination sensor 15, wherein the inclination sensor 15 is configured to determine a position of the support element 9 or the entire measuring carriage 1 with respect to a direction 24 transverse to the direction of travel 7 and / or in the direction of travel 7, and thus additionally detects a general inclination of the support element or the measuring carriage. These inclination values ​​can also be stored and evaluated by the computing unit or additionally taken into account for the position of the measuring carriage.

[0111] When using a guide wheel, a rotary encoder can also be mounted on it, which is configured, among other things, to measure the speed of the rail measuring carriage (and is preferably connected to the computing unit). This allows the rotary encoder to be taken into account, for example, when calculating the position and inclination, if the measuring carriage is guided over the rail by hand or coupled to a towing vehicle. Furthermore, a measurement on the rail would also be conceivable, e.g., with a sliding element.

[0112] As can be seen from Fig. 2, the measuring carriage 1 can have a measuring carriage set 17 for each of two rails 8 of a track 16, wherein each measuring carriage set 17 for measuring the respective rails 8a and 8b has the features according to the invention. As can also be seen from Fig. 2, the support element 9 can preferably be arranged above the rail 8 so that they overlap in a plan view of the rail, for example, to prevent tilting of the support element 9 about an axis in the direction of travel 7.

[0113] Thus, a first measuring carriage set 17a comprises at least one first guide element 2a, as well as the support element 9a coupled to the first guide elements 2a, with first and second inertial sensors 11a, 12a. Similarly, a second measuring carriage set 17b comprises at least one first guide element 2b, as well as the support element 9b coupled to the first guide elements 2b, with first and second inertial sensors 11b, 12b. As shown, the two carriage sets 17 can be arranged mirrored to one another with regard to their structure and measuring devices. Furthermore, this can in turn have more than one guide element 2, as indicated by the second guide elements 3a, 3b.

[0114] Furthermore, the respective measuring carriage sets 17 can be connected to one another via cross-connecting elements 18, wherein the cross-connecting elements 18 are elastically variable with respect to an extension between the measuring carriage sets 17 transversely to the direction of travel, so that the support elements 9 of the respective measuring carriage sets 17 do not have a rigid connection to one another with regard to their relative movements - to one another or away from one another. Furthermore, with the measure according to the invention it is possible, as indicated in Fig. 2, to carry out highly accurate measurements for short and long wavelengths of the rail with respect to the measuring device 10 with only one sensor per measuring track (with the exception of the additional inertial sensors 11, 12 according to the invention), as is indicated with the measuring device 10 in the form of a sensor arrangement 30 in Fig. 2.The sensor array 30 is configured to measure three measurement tracks 31, whereby the measurements of the sensor array 30 can be corrected with respect to the three measurement tracks using the values ​​acquired by the two inertial sensors. For clarity, it should be noted that each sensor in a sensor array is also assigned a unique position with respect to the calculation.

[0115] The sensor arrangement 30 can preferably comprise several laser distance sensors as mentioned above.

[0116] Furthermore, the measuring vehicle 1 can also have a drive device 25 (e.g., electric) and be designed to be manned or autonomously driven. In this regard, the measuring vehicle 1 can have a central control device 26, as indicated in Fig. 5, or the computing unit 13 can also be designed in the form of such a control device, which is configured to control vehicle drive elements, braking devices, etc. of the measuring vehicle 1, as well as to control the measuring device(s) 10 and a further power supply unit provided for this purpose. Furthermore, the measuring vehicle can also have at least one GPS module 27, which is preferably connected to the computing unit 13 or a control device.

[0117] Fig. 3 shows a measuring carriage 1 traveling on a rail 8 with respect to its movements relative to the rail 8, with the rail unevenness being exaggerated for illustrative purposes. During the movement of the rail measuring carriage 1 along the rail 8, the support element 9 has an inclination and position 20 at the current time shown, which is caused by the coupling of the support element 9 to the at least one guide element 2 by its relative vertical movements due to unevenness of the rail.

[0118] By means of the first and second inertial sensors 11, 12, the respective movements of the support element 9 relative to the rail 8 can be detected. The rotation of the support element 9 can also be determined using the two detected movements or the specified position 6 and the associated geometric relationship, so that the current inclination and position 20 of the support element 9 (as well as any other point on the support element) can be determined at any time. Regardless of the more precise design of the measuring device 10, it is possible to combine the rail measurement value determined by the measuring device with the inclination and position 20 of the support element 9 (or the inclination and position 20 of the measuring device 10 that are directly related thereto), whereby the current orientation of the measuring device 10 at the time of measurement can be taken into account in the calculation.In this regard, a measuring angle 29 of the measuring device 10 is indicated as an example, which depends on the inclination and position 20 of the support element or is influenced by them.

[0119] Regarding the arrangement of multiple measuring devices 10, only one is shown representatively in Fig. 3, whereby preferably each measuring device 10 is assigned a unique reference position on the support element 9 with respect to the direction of travel 7 (or also transversely to the direction of travel), so that their distances 28a, 28b in the direction of travel (or also height positions) between the two reference points 4, 5 or along the extension of the support element 9 are taken into account for the calculation of the different rail measurements, as well as the different height positions of the respective measuring devices resulting from the inclination of the two. Thus, each measuring device also has a unique geometric relationship to the support element or to the inertial sensors 11, 12 (or their reference points). For completeness, it should be mentioned that a spacing of the measuring device in a direction transverse to the direction of travel (with respect to the reference points) can also be taken into account.

[0120] Furthermore, regardless of the embodiment shown, a reference line 32 is indicated in Fig. 3, which forms a connecting straight line between the two reference points 4, 5 of the inertial sensors 11, 12 and represents the geometric relationship between these two in space with regard to the fixed position 6 and behaves correspondingly to the support element 9 with regard to the translational movements and rotation. Furthermore, the vertical movement of the reference points 4, 5, or the rotation of the support element 9, is indicated by arrows. As mentioned at the beginning, the connecting straight line or the two reference points 4, 5, can be arranged relative to one another, preferably horizontally with respect to the rail (and / or parallel to the direction of travel - the same applies to the support element. Thus, the two reference points 4, 5 (or inertial sensors 11, 12) can be arranged with respect to their fixed position 6 with respect to a plane which passes through a contact surface of the guide element 2 (orby the rail) preferably have the same distance in the vertical direction.

[0121] The method for measuring rails 8 using the rail measuring carriage 1 is explained below, wherein the rail measuring carriage 1 is moved on a rail 8 along the direction of travel 7.

[0122] During the movement of the rail measuring carriage 1 along the direction of travel 7, inertial values ​​19 relating to the translational movement or displacement of the at least one support element 9 with respect to the movement of the first and second reference points 4, 5 are recorded by means of the first and second inertial sensors 11, 12; wherein the respective inclination and position 20 of the support element 9 is calculated by means of the computing unit 13 based on the recorded inertial values ​​19 relating to the translational movement and the rotation of the support element 9 at a respective recording time of the recorded inertial values ​​19.

[0123] For a section of rail to be traveled, the entire movement sequence of the support element 9 can be documented using the measurements from the inertial sensors, and a movement profile can be created regarding its translational movements and rotation over the entire section. As mentioned above, this can be done in several steps, so that these are first saved on a readable storage medium and later evaluated, or transferred directly to the processing unit 13.

[0124] In this regard, a calculation scheme is shown in Fig. 4. The measured values ​​at a time t n The recorded inertial values ​​19a of the first inertial sensor system 11 and the recorded inertial values ​​19b of the second inertial sensor system 12 are transmitted to the computing unit 13, combined and thus the inclination and position 20 of the support element 9 are calculated.

[0125] The two acceleration signals of the first and second reference points 4, 5 (or also of the support element 9 relative to the reference points 4, 5 based on their fixed positions) are recorded at the time of measurement and double-integrated to determine the respective inertial position of the support element with respect to the respective reference points 4, 5. Based on the geometric relationship between the two inertial positions (or the spatial position of the sensors) to each other, the inclination and position of the support element in space at the time of measurement can also be determined.

[0126] By means of the individually recorded inertial movements or inertial positions, a movement profile of the support element over a traveled rail section can be created, which is composed of the individual position and inclination states of the support element (caused by the movements of the measuring carriage relative to the rail) at the respective points in time.

[0127] Likewise, during the movement of the rail measuring carriage 1 along the direction of travel 7 at a measuring time t n the recording of at least one rail measurement value 21 by means of the at least one measuring device 10, which can preferably also be transmitted to the computing unit 13, or at least stored in a readable storage medium. For completeness, it should be mentioned that measured values ​​recorded in this way may be provided with a "time stamp" so that this can be combined with the correct position and inclination values.

[0128] Using these measured values, a rail parameter 22 is calculated based on the recorded rail measurement values ​​21 at the measurement time t ncalculated, wherein the calculated inclination and position 20 of the support element 9 at the time of recording the rail measurement value 21 is combined with this rail measurement value 21, so that a current orientation and position of the measuring device 10 on the support element 9 relative to the rail 8 is taken into account.

[0129] This calculation can be carried out by means of individual calculations simultaneously at the respective points in time in the form of a measured value or sensor correction, as well as by merging all of the recorded and stored measured values ​​over a section of the route with the entire (calculated) movement profile of the load-bearing element.

[0130] When using at least two measuring devices 10 on the support element 9, it can preferably be provided that the inclination and position determined at a time for all measuring devices 10 arranged on the support element 9 are used to determine the respective rail parameters.

[0131] Thus, at least one rail measurement value 21 is simultaneously recorded by each of the at least two measuring devices 10, and the respective rail parameters 22 are calculated based on the respective rail measurement values ​​21 by the computing unit 13, wherein the current inclination and position 20 of the support element 9 at the time of recording the respective rail measurement values ​​21 is combined with these respective rail measurement values ​​21. Regarding the assignment of the respective measuring devices on the support element for the calculation (at the time of measuring the inertial values), reference should be made to the previously mentioned unique position.

[0132] As indicated in Fig. 4, at least one second measuring device 10a can be provided in this regard, which is set up or designed to detect at least one further rail measurement value 21a, wherein for calculating the respective rail parameters 22 and 22a, the respective rail measurement values ​​21 and 21a at the measurement time t n with the same determined inclination and position 20 of the supporting element at this time t n be merged (taking into account their positions on the supporting element).

[0133] As also evident from Fig. 4, a measurement profile 23 of a track section can be created based on the calculated rail parameters 22 from several (consecutive) measurement points in time. A rail measurement profile 23 of the entire track section can be created by combining consecutive rail parameters 22 (at least of the same category). This process can be performed for the recorded measured values ​​of a respective measuring device, as well as the parameters calculated from them, or for several measuring devices and parameters together.

[0134] For the sake of completeness, it should be mentioned that when using a measuring car 1 with two car sets 17, it can also be provided that these calculations are carried out for both rails simultaneously in order to create an overall profile for a track 16.

[0135] As shown in Fig. 6, the measuring carriage 1 can have only one guide element 2 for guiding the measuring carriage along the rail 8 to be measured.

[0136] The guide element 2 is designed as a sliding element, although it can also be in the form of a wheel. Preferably, the aforementioned vibration damping can again be provided between the guide element 2 and the support element 9. Furthermore, the measuring carriage 1 can have such a design for two rails of a track, or only for one rail 8. Furthermore, regardless of the embodiment of the guide element 2 shown, a computing unit 13 is indicated, in the form of a portable or mobile device that can be connected to the measuring carriage or the inertial sensors.

[0137] As mentioned at the beginning, it may be a manually operated measuring carriage 1, which can be guided by an operator along the rail 8

[0138] Fig. 7 shows a further possible embodiment of a measuring vehicle 1 according to the invention, which can be coupled, for example, to a towing vehicle or the like.

[0139] As indicated, the measuring carriage 1 can have a coupling element 35 or the like, by means of which the measuring carriage 1 is coupled to a towing vehicle and by means of which it can be moved together with the towing vehicle. For the sake of completeness, it should be mentioned that such a measuring carriage can also have multiple guide elements and can be designed in the form of a (measuring) bogie with, for example, four wheels, or other devices known from the prior art. If necessary, such a configuration can also be provided for only one of the rails 8 of a track 16.

[0140] This merely illustrates or clarifies that a design of a measuring carriage 1 according to the invention can be constructed in accordance with the numerous embodiments known from the prior art and is provided with a support element 9 according to the invention or the first and at least second inertial sensors 11, 12, so that a movement with respect to the respective reference points 4, 5 for determining the respective inclinations and positions of the support element 9 or the measuring devices to be attached thereto can be precisely determined in order to perform highly precise measurements. Likewise, the vibration dampers mentioned above can be arranged on any type of measuring carriage between the support element and all other components of the carriage, in particular also between the coupling element and the support element.

[0141] Fig. 8 shows a system for measuring rails 8, comprising a rail vehicle 36 which is equipped with at least one rail measuring carriage 1 according to the invention and can be moved on the rail.

[0142] The rail vehicle 36 can be permanently connected to the rail measuring car 1 and thus encompass it, or it can simply be coupled to it. The same applies to a data connection between the measuring car and the rail vehicle (or its computing unit).

[0143] The computing unit 13 is preferably arranged in the rail vehicle 36 or can be formed by part of the control system of the rail vehicle 36. Advantageous in this regard is that the computing unit 13 is thus not exposed to the vibrations of the measuring carriage 1, nor to weather influences and the like. The measuring carriage 1 itself can be designed according to the previously described embodiments, with reference to the description of the preceding embodiments.

[0144] The embodiments show possible embodiments, whereby it should be noted at this point that the invention is not limited to the specifically illustrated embodiments thereof, but rather various combinations of the individual embodiments with each other are also possible and this possibility of variation lies within the skill of the person skilled in the art in this technical field due to the teaching of technical action by means of the objective invention.

[0145] All information on value ranges in this description is to be understood as including any and all sub-ranges thereof, e.g. the information 1 to 10 is to be understood as including all sub-ranges starting from the lower limit of 1 and the upper limit of 10, ie all sub-ranges begin with a lower limit of 1 or greater and end with an upper limit of 10 or less, e.g. 1 to 1.7, or 3.2 to 8.1, or 5.5 to 10.

[0146] For the sake of clarity, it should be noted that some elements have been shown not to scale and / or enlarged and / or reduced in size to improve understanding of the structure.

[0147] Rail measuring carriage 32 Reference line First guide element 33 First end Second guide element 34 Second end First reference point 35 Coupling element Second reference point 36 Rail vehicle Fixed position L Longitudinal direction of rail Direction of travel Rail Support element Measuring device First inertial sensor Second inertial sensor Computing unit Vibration damping Inclination sensor Track

[0148] Measuring carriage set cross connection elements inertial value

[0149] Inclination and position Rail measurement value Rail parameters Rail measurement profile Direction

[0150] Drive device Control device GPS module Distance Measuring angle Sensor arrangement Measuring track

Claims

Patent claims 1. Rail measuring carriage (1), comprising; - at least one first guide element (2), wherein the at least one guide element (2) is provided for guiding the measuring carriage (1) along a direction of travel (7) on a rail (8) to be measured; - at least one support element (9) for holding rail measuring devices (10), wherein the support element (9) extends along a rail longitudinal direction and is coupled to the at least one first guide element (2) so that the support element (9) can be guided along the rail (8) by means of the guide element (2);characterized in that the measuring carriage (1) comprises a first inertial sensor system (11) and at least one second inertial sensor system (12) for measuring movements of the support element (9), wherein the first inertial sensor system (11) is assigned to a first reference point (4) on the support element (9) and the second inertial sensor system (12) is assigned to a second reference point (5) on the support element (9), and wherein the first reference point (4) and the second reference point (5) are arranged on the support element (9) at a distance from one another along the longitudinal direction of the rail in a fixed position (6), so that by means of the fixed position (6) of the first and second reference points (4, 5) relative to one another, a respective position of the support element (9) relative to the rail (8) can also be determined.

2. Rail measuring carriage (1) according to claim 1, characterized in that a computing unit (13) is provided, wherein the computing unit (13) is connected or connectable to the first and at least second inertial sensor system (11, 12), and the computing unit (13) is designed to combine a respective movement of the support element (9) relative to the first and second reference point (4, 5) detected by means of the first and at least second inertial sensor system (11, 12), so that a translational movement and a rotation of the support element (9) relative to the first and second reference point (4, 5) can be determined relative to one another.

3. Rail measuring carriage (1) according to claim 1 or 2, characterized in that at least one vibration damping is arranged between the support element (9) and the at least one first guide element (2).

4. Rail measuring carriage (1) according to one of claims 1 to 3, characterized in that with respect to the direction of travel (7), the first reference point (4) is arranged at a first end of the support element (9) and the second reference point (5) is arranged at a second end of the support element (9) opposite the first end.

5. Rail measuring carriage (1) according to one of claims 1 to 4, characterized in that the first inertial sensor system (11) and / or the second inertial sensor system (12) is designed as an acceleration sensor, wherein the acceleration sensor is configured to detect a vertical acceleration of the support element.

6. Rail measuring carriage (1) according to one of claims 1 to 5, characterized in that at least one laser distance sensor is attached to the support element (9) as a measuring device (10).

7. Rail measuring carriage (1) according to one of claims 1 to 6, characterized in that at least one measuring device (10) is arranged on the support element (9), wherein the measuring device (10) is designed to measure at least one of the following rail parameters; - a longitudinal waviness of the rail (8); - a transverse profile of the rail (8); - an acoustic roughness of the rail (8); - a rail quality index (8); - a track position.

8. Rail measuring carriage (1) according to one of claims 1 to 7, characterized in that the measuring carriage (1) further comprises an inclination sensor (15), wherein the inclination sensor (15) is designed to determine a position of the support element (9) transversely to the direction of travel (7) and / or in the direction of travel (7).

9. Rail measuring carriage (1) according to one of claims 1 to 8, characterized in that the measuring carriage (1) has a measuring carriage set (17) for each of two rails (8) of a track (16), wherein a respective measuring carriage set (17) is provided for a respective Rail (8) comprises at least the following elements; - the at least one first guide element (2); and - the support element (9) coupled to the at least one first guide element (2); and - the first and at least second inertial sensors (11, 12) which are assigned to a first and second reference point (4, 5) on the support element (9).

10. Rail measuring carriage (1) according to claim 9, characterized in that the respective measuring carriage sets (17) are connected to one another via transverse connecting elements (18), wherein the transverse connecting elements (18) are elastically variable with respect to an extension between the measuring carriage sets (17) transversely to the direction of travel, so that the supporting elements (9) of the respective measuring carriage sets (17) are decoupled from one another.

11. Method for measuring rails (8), comprising the steps; - Providing a rail measuring carriage (1) according to one of claims 1 to 10 - moving the rail measuring carriage (1) on a rail (8) along the direction of travel (7) of the measuring carriage; - detecting inertial values (19) of the at least one support element (9) with respect to the respective movement of the first reference point (4) and of the second reference point (5) by means of the first and second inertial sensors (11, 12) during the movement of the rail measuring carriage (1); - Calculating a respective inclination and position (20) with respect to the translational movement and the rotation of the at least one support element (9) at a respective detection time of the inertial values (19) by combining the detected inertial values (19) of the first and second inertial sensors (11, 12) by means of a computing unit (13).

12. Method according to claim 11, characterized by the steps - Providing at least one measuring device (10) on the support element (9) of the rail measuring carriage (1). - detecting at least one rail measurement value (21) by means of the at least one Measuring device (10) during the movement of the rail measuring carriage (1) along the direction of travel (7); - Calculating a rail parameter (22) using the recorded rail measurement value (21), wherein the calculated inclination and position (20) of the support element (9) at the time of recording the rail measurement value (21) is combined with the rail measurement value (21), so that a current orientation and position of the measuring device (10) on the support element (9) relative to the rail (8) is taken into account.

13. Method according to claim 12, characterized by - Providing at least two measuring devices (10) on the support element (9); - simultaneous recording of at least one rail measurement value (21) by means of each of the at least two measuring devices (10), - Calculating the respective rail parameters (22) using the respective rail measurement values (21), wherein the current inclination and position (20) of the support element (9) at the time of recording the respective rail measurement values (21) are combined with the respective rail measurement values (21).

14. Method according to one of claims 11 to 13, characterized by; continuously repeating the method steps during the movement of the rail measuring carriage (1) along the rail (8), comprising; - Recording of inertial values (19); - Calculating the respective inclination and position (20) of the supporting element (9); - detecting the at least one rail measurement value (21) by means of the at least one measuring device (10); - Calculating the rail parameters (22) by combining the rail measurement value (21) and the calculated inclination and position (20) of the support element (9) at the time of recording the rail measurement value (21); and further comprising the steps; - merging consecutive calculated rail parameters (22); and - Creating a rail measurement profile (23) with the successive, calculated rail parameters (22) with respect to a section of a rail.

15. System for measuring rails (8), comprising; - at least one rail vehicle (36); - at least one rail measuring carriage (1) according to one of claims 1 to 10, wherein the rail measuring carriage (1) is coupled or can be coupled to the rail vehicle (36); - at least one computing unit (13), wherein the computing unit (13) is arranged in the rail vehicle and the computing unit (13) is connected or connectable to the rail measuring car (1); and wherein the computing unit (13) is configured to carry out the method according to one of claims 11 to 14.

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