EP1614602B1 - Dispositif pour mesurer des données d'état d'un train de roues d'un véhicule roulant sur rails - Google Patents

Dispositif pour mesurer des données d'état d'un train de roues d'un véhicule roulant sur rails Download PDF

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Publication number
EP1614602B1
EP1614602B1 EP05014004A EP05014004A EP1614602B1 EP 1614602 B1 EP1614602 B1 EP 1614602B1 EP 05014004 A EP05014004 A EP 05014004A EP 05014004 A EP05014004 A EP 05014004A EP 1614602 B1 EP1614602 B1 EP 1614602B1
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European Patent Office
Prior art keywords
rail
distance
wheel
measuring
status data
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Not-in-force
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EP05014004A
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German (de)
English (en)
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EP1614602A1 (fr
Inventor
Fritz Ehmke
Peter Groll
Ralph Müller
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Schenck Process Europe GmbH
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Schenck Process GmbH
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Publication of EP1614602A1 publication Critical patent/EP1614602A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/12—Measuring or surveying wheel-rims

Definitions

  • the invention relates to a device for measuring state data on a rolling wheel of a scooter-bound vehicle according to the preamble of patent claim 1.
  • the geometry of the wheel-rail contact significantly determines the driving behavior of rail vehicles and at the same time significantly influences the wear on the wheelsets and the rails.
  • the track position, curves and, of course, the running behavior in the transverse direction (sinusoidal run) can lead to greatly differing wear. If it comes to the flange start-up (in curves or at high speeds), forces must be transmitted safely between wheel flange and rail. A "climbing" of the wheel flange is undesirable. Vehicle and track operators are therefore always interested in knowing the status data of rolling wheelsets in order to prevent damage to the track and the vehicle, to increase safety on the rail networks, to control maintenance intervals or to give the vehicle operators damaging, defective wheelsets with higher overriding charges strain.
  • the status data for wheel sets or wheels could previously only be determined quasi-statically in repair shops.
  • the wheel profile was scanned manually with gauges and characterized the wear on the treads and flange margins determined.
  • the rail vehicle had to be transported to a special repair shop and made accessible so that the wheel profile could be scanned manually.
  • Such a measuring method is very complicated and in particular for the comprehensive control of overrunning rail vehicles with some different vehicle operators hardly feasible.
  • a dynamic monitoring device of railway wheels which measures the out-of-roundness of all rolling over a track track wheelsets.
  • a monitoring device is clamped on both rails of the track section, which consists essentially of a strip which is arranged along the rail, that a mecanicrollendes vehicle this moves with the flange vertically downwards.
  • the strip is supported by several inclined leaf springs, which hold the strip at rest in a certain starting position parallel to the running surface of the rail.
  • a displacement transducer is mounted, which measures the distance of the depressed by the wheel flange strip and an electronic evaluation device supplies.
  • At least one full Rohmmusicung is detected by the bar or more such strips behind each other as a measuring section and determined by the electronic evaluation device, if a wheel is out of round.
  • a monitoring device should be able to determine a runout of 0.1 mm, but should only be suitable for slow crossing speeds of specified 8 km / h. Even if this monitoring device can not only be used for measuring out-of-roundness, but can also detect any difference in diameter, it is obviously unsuitable for nationwide monitoring of the wheelsets of fast-moving train connections.
  • a measuring device for rail vehicle wheels which detects the depth of flats regardless of the driving speed.
  • a so-called auxiliary rail is mounted in parallel to the rail at this isolated, which is an electrical capacitor forms whose capacity assumes a certain value when rolling over a wheel. In this case, the capacity changes abruptly when rolling past a flat, from which then the flat is derivable.
  • Such a monitoring device is due to the necessary pulse-like capacitance change suitable only for a flat spot detection, so that other changes to the vehicle wheels are not measurable. So it is particularly often necessary to determine the wear-related abrasion on the entire tread of the rail vehicle, because this damage to the track or security hazards should be prevented.
  • a device for measuring state data on a rolling wheelset of a rail-bound vehicle For example, a device for measuring state data on a rolling wheelset of a rail-bound vehicle is known. For detecting the flange height vertically below the passing wheel flange of the rail vehicle at least one non-contact measuring distance sensor is provided. This distance sensor is connected to an evaluation device which determines at least the wear of the horizontal rail wheel running surface from a distance value. The device further comprises at least one incorporated in the rail head non-contact distance sensor, which detects the distance to the horizontal Schienenradlauf configuration. However, this device is exclusively designed to determine state data of individual wheels.
  • a device for measuring state data on a rolling wheel of a rail vehicle in which at least one non-contact distance sensor is provided for detecting the flange height vertically below the passing wheel flange of the rail vehicle wheel.
  • This distance sensor is connected to an evaluation device, which consists of a distance value at least the wear of the horizontal Rail wheel running surface determined.
  • this measuring device is only used to determine the flange height, so that no conclusion on the wear on the rails is possible.
  • a device for determining the transverse dimension of two wheels of a rail vehicle is known.
  • a device for determining the axial distance of two wheels mounted on an axle of a rail vehicle is disclosed.
  • the measuring device has two non-contact measuring horizontally arranged distance sensors at the level of the passing vehicle wheels between the rails, which detect the horizontal distances to the vertical vehicle wheel end faces.
  • the axial distance between the vehicle wheels is determined by an evaluation device from the detected distances. This device is used for tracking inspection, with no status data of the wheels can be determined therefrom.
  • a device for measuring state data on a rolling wheelset of a rail-bound vehicle is known.
  • at least one non-contact distance sensor is provided for detecting the flange height vertically below the passing wheel flange of the rail vehicle wheel.
  • the distance sensor is connected to an evaluation device, which determines at least the wear of the horizontal Schienenradlauf construction from a distance value.
  • the device further comprises at least one further non-contact distance sensor, which detects the distance to the horizontal Schienenradlauf construction.
  • the horizontal distance to the vertical Radstirn preparation is also detected by non-contact measuring horizontally arranged distance sensors along at least one track between the rails the horizontal distance and the track between two opposite determined on an axle arranged wheels using the evaluation device. Since this device mainly serves to determine the condition data of wheels, it is not suitable for obtaining conclusions about the condition of the rail running surface.
  • the invention is therefore based on the object to improve a device for state data acquisition on a rolling wheelset of a rail vehicle so that can be detected reliably and with the simplest means in addition to the wear on the wheels wear and tear on the rails.
  • the invention has the advantage that can be measured by the non-contact distance sensors on the inner Radstirn vom the transverse or axial displacement of the continuous wheelset.
  • a permissible shaft run (sinusoidal run) or a damage-dependent reciprocal flange start-up can be determined as a so-called zig-7ack run at a fast driving speed of a train.
  • This can be detected in particular with high precision if the axially and horizontally arranged distance sensors are provided on a measuring path of the length of at least one wheel revolution.
  • distance sensors on a measuring path of the length of at least one wheel circumference can also be calculated at the same time the transit speed and is advantageously monitoring a predetermined speed limit monitored.
  • the invention additionally has the advantage that when a so-called zigzag run is detected, the speed is less subject to damage can be specified, through which the safety of rail traffic is increased and at the same time the wear on the rail network can be reduced.
  • the invention also has the advantage that even with only one distance sensor below the passing vehicle wheel per rail, the individual wheelsets can be monitored even at fast crossing on wear-prone excessive wear. This is basically possible in the entire track network, so that the track network can be protected nationwide against such harmful rail vehicles. It has been found to be advantageous that the individual wheels are worn evenly in their tread most evenly, so that even from a single distance measurement of the wheel flange on the tread wear of the respective rail vehicle wheel can be closed and at default of a limit the defective wheelsets are immediately detectable. As a result, not only the safety on the rail network can be improved, but at the same time the wear on the rail running surfaces is significantly herabsetzbar. Since the invention proceeds from a contactless measuring system, it is largely maintenance-free, has little interference and can be reliably operated for a long time.
  • the measuring device Due to the arrangement of the distance sensors below the flange directly adjacent to the rails, the measuring device is advantageously very space-saving to install and can be provided practically at any point in the track network.
  • sensors can be used by the non-contact displacement measurement, which make the measuring device largely insensitive to contamination, dust, temperature fluctuations and mechanical damage.
  • Due to the reference size of the wheel flange height a very high accuracy in the measurement of the tread wear is achieved by a simple displacement measurement with distance sensors, since the flange diameter the rail vehicle wheels is not subject to wear and is usually produced with a manufacturing accuracy of +/- 0.3 mm.
  • the measuring accuracy is also increased, since a measuring distance of approximately 4 m results, which is preferably equipped with at least four distance sensors, from which an average tread wear can be calculated with the aid of an electronic evaluation device.
  • non-contact distance sensors are additionally provided on the inner Radstirn vom provided by the advantageously still the transverse or axial displacement of the continuous wheelset can be measured.
  • a permissible shaft run sinusoidal run
  • a damage-dependent alternating flange start-up can be determined as a so-called zig-zag run when the speed of a train is fast. This can be detected in particular with high precision if the axially and horizontally arranged distance sensors are provided on a measuring path of the length of at least one wheel revolution.
  • the invention also has the advantage that, when a so-called zigzag run is detected, a less damage-prone speed can be predetermined by which the safety of the rail traffic is increased and, at the same time, the wear on the rail network can be reduced.
  • a plurality of distance sensors are arranged radially offset in the rail profile, whereby the wheel profile is scanned at least on the running surfaces.
  • these distance sensors are provided for profile measurement in bores or transverse crevices of the rail head and sealed sealed, so that the distance sensors protected and the rail recesses do not interfere with the fürfahrvorgang.
  • an override shoe is additionally provided laterally on the rail, which bridges over a partial interruption of the rail, so that even with fast crossings no so-called joints occur.
  • FIG. 1 The drawing shows a section of a rail area is shown, in which next to a rail 1 below a participationrollenden rail vehicle 2, a contactless distance sensor 3 is arranged, which forms an electronic evaluation device 4, a measuring device for measuring the wear on the horizontal Radlauf vom as state data of a rail vehicle wheel 2 ,
  • Rail vehicle wheels 2 that have been newly manufactured or newly repaired have very accurate manufacturing dimensions that are suitable as reference dimensions.
  • commonly used rail vehicle wheels 2 of locomotives of the German Federal Railways AG usually have a tread diameter D L of 1250 mm, which are manufactured with a tolerance of +/- 0.3 mm.
  • Such rail vehicle wheels 2 have on a tread face for guiding on the rail 1 a flange 6 in the amount of 28 mm, so that therefrom results in a flange diameter D s of 1.306 mm.
  • Such a flange 6 is subject to its flange 7 no wear and thus is suitable for an accuracy of +/- 0.3 mm as a reference.
  • the rail height Sy is known, from the distance of the flange 6 and a reference point to the rail height Sy the wear or the wear on the horizontal wheel tread 5 can be determined.
  • the invention therefore proposes to measure when crossing a rail vehicle respectively the distance of the flange 6 from a reference to rail height Sy contactless and from the Laufzanabrieb or wear Sa or the average tread diameter D L by means of an electronic Evaluation device 4 to calculate. Therefore, at least one distance sensor 3 is preferably arranged in the inner region between the two rails 1 below the vorbcirollenden wheel flanges 6 next to each rail 1. These are non-contact measuring transducers which preferably operate on the inductive measuring principle or represent microwave or ultrasonic transducers. In a specific embodiment, such a distance sensor 3 could also be embedded in the rail head or be provided horizontally next to the rail 1 and from there scan the flange height Sn.
  • Such contactless displacement transducers are widely used in industrial Messtcchnik and have in particular at small distances up to 50 mm high accuracies of +/- 0.1 mm.
  • Such an inductive displacement sensor is used as a distance sensor 3 on at least one of the sleepers 10, preferably adjacent to each of the two rails 1 arranged, wherein the measuring head 8 must have at least a distance of the maximum allowable wear or, for example, of 10 mm from the rolling flange collar 7 of a novel set of wheels 14 and rail vehicle wheel 2.
  • Such an inductive distance sensor 3 measures by the inductive influence of the ferromagnetic flange 6 the distance Sx between its measuring head 8 as a measuring surface and the wheel flange 7.
  • a threshold 10 connected to an electrical evaluation device 4, which detects the roll over a wheelset 14, the distance values Sx and caches.
  • the tread wear Sa of each rail vehicle wheel 2 can be measured directly when rolling over the train and displayed in a connected display device 11.
  • a known target value of the tread diameter D L of z. B. 1,250 mm but also the actual tread diameter D L is calculated.
  • the two tread diameters D L and Lauffestverschl respectively satisfy Sa of a wheelset 14 to detect deviations within the wheelset 14, which indicates a non-uniform wear, flat or ovality, which is particularly risky and damaging to the Glcissystem and should be detected in any case early.
  • a limit value for the maximum allowable abrasion value Sa of, for example, 8 mm can be entered into the evaluation device 4, bci a rail vehicle is basically no longer roadworthy and also provides for a special wear on the track system. Such exceeding of this limit value can also be signaled immediately and when achcr number of axles the damaged wheelset in the train is also immediately identifiable. For a registered train but can also be determined wear classes are determined to specify the train a certain maximum speed or to calculate from a wear-dependent override fee.
  • the angle of the Achswolf can be determined transversely to the direction of travel, which must not exceed a certain angle value in a straight-ahead or in the so-called wave ,
  • a measuring section of the length Su of at least one wheel circumference provided, which preferably contains four non-contact distance sensors (A1, A2, A3, A4).
  • the rail vehicle wheel 2 or its wheel flange 6 is scanned radially on its entire circumference, wherein the distance sensor A1 and A4 would basically have to measure the same flange center distance Sx.
  • the measurement accuracy can be increased considerably.
  • the drawing is provided that in addition to the radially sensing distance sensors 3 are still preferably two axially or horizontally detecting distance sensors A5, A9 are mounted in the inner region between the rails 1. These two non-contact distance sensors A5, A9 are arranged symmetrically to a rail center plane 12 and directed to the vertical end faces 13 of the flange 6. Preferably, it is the same inductively measuring distance sensors 3 as after Fig. 1 the drawing, which are used for radial distance measurement Sx. With these two axially or horizontally measuring distance sensors A5, A9, both the distance S1 to the left rail vehicle wheel 2 and the distance S2 to the right rail vehicle wheel 2 are detected in a wheel set 14 and also fed to the evaluation device 4.
  • the measuring device can also use the not permitted stops of the rail flange 6 are detected and signaled on the rail 1 with +/- 5.5 mm axial misalignment.
  • a particularly accurate monitoring of the permissible axial misalignment during straight travel and normal sinusoidal operation is in Fig. 5
  • the drawing shows where a measuring section with at least four axially or horizontally measuring distance sensors A5, A6, A7, A8 is provided. Through this measuring section of the continuous axial displacement of a wheelset 14 is measured and can be compared with predetermined limits or used for more accurate AR measurement.
  • FIG. 6 The drawing shows an embodiment is shown, in which additionally distance sensors A10, A11, A12 are provided in Schichncnkopf 9, with which the profile of the horizontal tread 5 and the vertical tread 18 of the rail vehicle 2 are scanned as additional state data.
  • distance sensors A10, A11, A12 are provided in Schichncnkopf 9, with which the profile of the horizontal tread 5 and the vertical tread 18 of the rail vehicle 2 are scanned as additional state data.
  • the radial distance sensor 3 and the axial distance sensor A5 three more distance sensors A10, A11, A12 are inserted in the rail head 9.
  • the radial distance sensor 3 could be embedded in the rail head 9 below the distance sensor A12 and scan the wheel flange height Sn.
  • the mounting position in detail is in the cut-out in Fig. 7 the drawing shown.
  • two inductive scanning sensors A10, A11 are preferably inserted into two holes 15 in the horizontal running surface 20 of the rail 1 so far that their measuring head 19 is so far from the rail running surface 20 of preferably 10 mm spaced that a very accurate measuring range results and damage is avoided.
  • These distance sensors A10, A11 measure when rolling over a rail vehicle wheel 2 the distance between the recessed sensor heads 19 and the rolling horizontal tread parts 5 of the rail vehicle wheel second
  • the evaluation device 4 determines the flange thickness and compares this with a predetermined known setpoint value. As a result, both the flange thickness, an impermissible flange thickness S3, or the damage of the flange cores 18 may be displayed in a display device 11 or signaled by other devices.
  • a measuring section of length Su at least one wheel circumference so that the entire profile of a rolling rail vehicle wheel 2 crmittclbar and evaluated for deviations from a predetermined target profile geometry in the electronic evaluation device 4.
  • the wear on the rail running surfaces 20 can be determined.
  • only one set of wheels 14 with a desired profile geometry is to be moved symmetrically over the measuring section and the tread spacing of the rail vehicle wheels 2 and the flange thickness S3 are to be measured. If a measured value falls below z.
  • the Einlassticfc the distance sensors A10 and A11 of 10 mm, this represents a wear of the horizontal rail running surface 20 is.
  • the evaluation device 4 determines a wear on the vertical rail side surface 18 when the distance values of the distance sensors A5 and A12 fall below a predetermined desired value, which results from a predetermined target flange thickness S3 plus the known distance between the two sensors A5 and A12. Due to the resulting track wear values on the associated track section, its condition values can be displayed at regular intervals and then required repair work can be initiated.
  • a preferred embodiment for determining the state data of the rail vehicle wheels 2 and the rail wear as shown 6 and 7 the drawing is in 8 and 9 the drawing shown.
  • the distance sensors A10, A11 and A12 are not in the holes, but advantageously arranged in a transverse gap 16 of the rail head 9, which is also retrofitted in a simple manner by means of a cutting device in an existing rail section 1.
  • the transverse gap width corresponds at least to the diameter of Three distance sensors A10, A11 and A12, which scan the wheel geometry similar to the sensors A10 to A12 in Fig. 6 the drawing.
  • a drive-over shoe 17 is additionally attached laterally in a rail head recess, which allows uninterrupted passage of the rail vehicle wheels 2.
  • the Abstandssensorcn A10 to A12 are preferably fixed with an elastic potting compound in the rail head 9 and are thereby also additionally protected against damaging external influences.
  • the measuring device according to the invention can also be mounted on the measuring section of a rail vehicle scale or another rail force measuring device, in which case existing power supply devices and / or a program-controlled computing device 4 can be used.
  • these status data can be linked to the detected wheel geometry values in order to increase the accuracy of these measurements.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)

Claims (11)

  1. Dispositif pour mesurer de données d'état sur un essieu monté (14) roulant d'un véhicule sur rails, sur lequel il est prévu au moins un capteur de distance (3) mesurant sans contact pour l'enregistrement de la hauteur de boudin Sn verticalement au-dessous du boudin (6) passant de la roue du véhicule sur rails (2), lequel capteur est relié à un dispositif d'analyse (4) qui détermine à partir d'une valeur de distance Sx au moins l'usure Sa de la surface de roulement horizontale de la roue sur rails (5), et sur lequel au moins un capteur de distance (A10, A11) mesurant sans contact est emboîté dans le champignon (9) d'un rail (1), lequel enregistre la distance à la surface de roulement (5) horizontale de la roue sur rails, caractérisé en ce que plusieurs capteurs de distance (A5 à A8) disposés horizontalement et mesurant sans contact sur un tronçon de mesure d'au moins une longueur de circonférence de roue Su étant prévus à la hauteur du boudin (6) passant et le long d'au moins un rail (1) entre les rails (1) de façon symétrique par rapport à un plan médian de rail (12), lesquels enregistrent la distance S1 horizontale à la surface avant de boudin (13) verticale, en ce que le dispositif d'analyse (4) détermine à partir des distances S1 enregistrées et de la distance de centre à centre So connue au plan médian de rail (12) et de la distance à la surface avant de roue Ar des valeurs de déport axial d'une roue de véhicule sur rails (2) ou d'un essieu monté (14) passant et en ce que le dispositif d'analyse (4) compare les valeurs de déport axial respectives avec des valeurs limites autorisées prédéfinies et le signale ou l'affiche en cas de dépassement d'une telle valeur limite.
  2. Dispositif pour mesurer des données d'état selon la revendication 1, caractérisé en ce qu'au moins un second capteur de distance (A9) opposé, disposé horizontalement et mesurant sans contact, est prévu à la hauteur du boudin (6) passant et le long du second rail de roulement (1) entre les rails de roulement (1) symétriquement au plan médian de rail (12), lequel enregistre la distance S2 horizontale à la surface avant de boudin (13) verticale et en ce que le dispositif d'analyse (4) détermine la distance à la surface avant de roue Ar de l'essieu monté (14) passant à partir des valeurs de distance S1 et S2 enregistrées d'au moins deux capteurs de distance (A5 - A8, A9) se faisait face à l'aide des deux distances So connues au plan médian de rail (12).
  3. Dispositif pour mesurer des données d'état selon la revendication 1 ou 2, caractérisé en ce que, pour l'enregistrement de la hauteur de boudin Sn de roues de véhicule sur rails (2) disposées sur un axe, au moins deux capteurs de distance (3) mesurant sans contact sont disposés entre les deux rails (1) de façon opposée sur une traverse (10) ou d'autres surfaces de soutien, dont les têtes de mesure (8) présentent une distance Sx d'au moins 10 mm aux sommets de boudin (7) roulant dessus de roues de véhicule sur rails (2) neuves.
  4. Dispositif pour mesurer des données d'état selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le dispositif d'analyse (4) calcule à partir des valeurs de distance Sx enregistrées au sommet du boudin (7), de la hauteur de capteur Ss sur la traverse (10) commune ou sa surface de soutien, de la hauteur de rail Sy sur la traverse (10) commune ou la surface de soutien et d'une hauteur de boudin théorique Sn ou du diamètre de boudin Ds l'usure Sa sur la surface de roulement de roue (5) horizontale ou le diamètre moyen de surface de roulement DL des roues de véhicule sur rails (2) d'un essieu monté (14).
  5. Dispositif pour mesurer des données d'état selon la revendication 4, caractérisé en ce que le dispositif d'analyse (4) compare la valeur d'usure Sa calculée ou le diamètre moyen de surface de roulement DL avec une ou plusieurs valeurs limites prédéterminées et signale leur dépassement ou l'affiche dans un dispositif d'affichage (11).
  6. Dispositif pour mesurer des données d'état selon la revendication 4 ou 5, caractérisé en ce que, pour déterminer la valeur d'usure Sa ou le diamètre moyen de surface de roulement DL sur un tronçon de mesure d'au moins une longueur de circonférence de roue Su, plusieurs capteurs de distance (A1 à A4) espacés et mesurant sans contact sont disposés le long d'au moins un rail (1).
  7. Dispositif pour mesurer des données d'état selon l'une quelconque des revendications précédentes, caractérisé en ce que dans le champignon de rail (9) sont encastrés d'autres capteurs de distance (A 10, A12) mesurant sans distance qui enregistrent la distance à la surface intérieure du boudin (18) d'une roue de véhicule sur rails (2) passant et/ou la distance du passage de la surface de roulement (5) horizontale à la surface intérieure de boudin (18) d'une roue de véhicule sur rails (2) passant.
  8. Dispositif pour mesurer des données d'état selon l'une quelconque des revendications précédentes, caractérisé en ce que les capteurs de distance (A10, A11, A12) encastrés dans le champignon (9) sont encastrés dans des alésages (15) ou dans au moins une fente transversale (16).
  9. Dispositif pour mesurer des données d'état selon l'une quelconque des revendications 8 ou 9, caractérisé en ce que, pour le franchissement sans interruption, la fente transversale (16) est surmontée à chaque fois avec un patin de franchissement (17) sur le côté longitudinal du rail.
  10. Dispositif pour mesurer des données d'état selon l'une quelconque des revendications précédentes, caractérisé en ce que le dispositif d'analyse (4) détermine, à partir des valeurs de distance des capteurs de distance (A 10, A11, A12) encastrés dans le champignon de rail (9) et des valeurs de distance (Sx, S1, S2) radiales et/ou axiales d'au moins l'un des capteurs de distance (A1 à A9) au moins le profil d'une surface de roulement (5, 18) de la roue de véhicule sur rails (2) et/ ou en supplément également des données d'état du boudin (6).
  11. Dispositif pour mesurer des données d'état selon la revendication 10, caractérisé en ce que le dispositif d'analyse (4) détermine l'usure d'au moins l'une des surfaces de roulement de rail (20) à partir des valeurs de distance déterminées lors du roulement d'un nouvel essieu monté (14) et affiche à cet effet une valeur d'usure ou signale son dépassement si des valeurs limites sont prédéfinies.
EP05014004A 2004-07-10 2005-06-29 Dispositif pour mesurer des données d'état d'un train de roues d'un véhicule roulant sur rails Not-in-force EP1614602B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102004033432A DE102004033432B4 (de) 2004-07-10 2004-07-10 Vorrichtung zur Messung von Zustandsdaten an einem rollenden Radsatz eines schienengebundenen Fahrzeugs

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EP1614602A1 EP1614602A1 (fr) 2006-01-11
EP1614602B1 true EP1614602B1 (fr) 2011-05-04

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EP05014004A Not-in-force EP1614602B1 (fr) 2004-07-10 2005-06-29 Dispositif pour mesurer des données d'état d'un train de roues d'un véhicule roulant sur rails

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EP (1) EP1614602B1 (fr)
AT (1) ATE508029T1 (fr)
DE (2) DE102004033432B4 (fr)

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RU2696412C2 (ru) * 2014-10-16 2019-08-01 Сименс Аг Эстеррайх Диагностика состояния колес рельсового транспортного средства
EP4293317A1 (fr) * 2023-02-21 2023-12-20 NSH-CTI Machine Tool (Jiangxi) Co., Ltd. Dispositif de mesure haute précision en ligne et procédé pour mesurer des paramètres de taille complète d'un ensemble de roues d'un véhicule de transport ferroviaire

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ATE508029T1 (de) 2011-05-15
DE102004033432B4 (de) 2012-07-12

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