SYSTEM AND METHOD FOR RECORDING PROPERTIES OF AT LEAST ONE WHEEL OF A RAIL VEHICLE

Abstract

A system for detecting properties of at least one wheel of a rail vehicle, where the system is arrangeable at at least one first rail, where the system has at least one first detection device, where the first detection device is configured to detect at least one first region of a wheel of a rail vehicle passing on the first rail; a system and a method for establishing properties of a wheel and/or a wheelset of a rail vehicle, in which the accuracy of the established properties of the wheel and/or of the wheelset is increased in comparison with systems and/or methods known from the prior art, is realized by virtue of the first detection device being a plenoptic camera.

Claims

1. A system for detecting properties of at least one wheel of a rail vehicle, wherein the system is arrangeable at at least one first rail, wherein the system has at least one first detection device, wherein the first detection device is configured to detect at least one first region of a wheel of a rail vehicle passing on the first rail, wherein the first detection device is a plenoptic camera.

2. The system as claimed in claim 1, wherein the plenoptic camera has at least one main lens and at least one structured film layer or a lens raster between the main lens and at least one image sensor.

3. The system as claimed in claim 1, wherein the plenoptic camera has an image sensor comprising a plurality of detector layers arranged in succession, in particular wherein at least one detector layer is at least partly transparent.

4. The system as claimed in claim 1, wherein at least a second detection device, in particular a second plenoptic camera, is present and wherein the second detection device is configured to at least partly detect a second region on the wheel, preferably wherein at least a third detection device, in particular a third plenoptic camera, is present, and wherein the third detection device is configured to at least partly detect a third region on the wheel.

5. The system as claimed in claim 1, wherein at least one first radiation source for emitting radiation in a certain wavelength range is comprised and wherein at least one detection device is embodied to detect the radiation in the wavelength range of the first radiation source.

6. The system as claimed in claim 1, wherein the system is configured to simultaneously implement detecting with the first detection device and/or the second detection device and/or the third detection device.

7. The system as claimed in claim 1, wherein at least one brake detection device is present and wherein the brake detection device is embodied as a plenoptic camera.

8. The system as claimed in claim 1 wherein at least one trigger device is present, wherein the trigger device is directed to the wheel arranged on the rail and wherein a detection with at least one detection device is triggerable by the trigger device.

9. A method for establishing properties of a wheel of a rail vehicle, in particular using a system as claimed in claim 1, further comprising: detecting at least a first region of a wheel arranged on a rail using at least one detection device that is embodied as a plenoptic camera and producing at least one first image data record.

10. The method as claimed in claim 9, further comprising: calculating a model data record using the first image data record, wherein the model data record is representable as a three-dimensional, at least partial model of the first wheel.

11. The method as claimed in claim 10, further comprising: calculating a profile data record using the model data record, wherein the profile data record is calculated by transforming the model data record into a plane and wherein the profile data record is representable as an at least partial, two-dimensional profile of the first wheel.

12. The method as claimed in claim 11, further comprising: comparing the profile data record to at least one further profile data record that is stored in a database, wherein changes in the geometric properties of the wheel are detected on the basis of this comparison.

13. The method as claimed in claim 9, further comprising: projecting radiation into at least the first region using at least one first radiation source.

14. The system as claimed in claim 1 wherein the plenoptic camera is configured for detecting properties of a wheel of a rail vehicle standing on, or moving along, a rail.

Description

[0038] In detail, there now are a multiplicity of options for designing and developing the system and the method. In this respect, reference is made to the patent claims following patent claims 1 and 9 and to the following description of preferred exemplary embodiments in conjunction with the drawing. In the drawing:

[0039] FIG. 1 shows an exemplary embodiment of a system in a perspective view, FIG. 2 shows an exemplary embodiment of a system in a sectional view,

[0040] FIG. 3 shows an exemplary embodiment of a system in a plan view,

[0041] FIG. 4 shows an exemplary embodiment of a system in a side view,

[0042] FIG. 5 shows an exemplary embodiment of a system in a side view,

[0043] FIG. 6 shows an exemplary embodiment of a system in a view from the front,

[0044] FIG. 7 shows an exemplary embodiment of a system in a plan view,

[0045] FIG. 8 shows an exemplary embodiment of a schematic procedure of a method,

[0046] FIG. 9 shows an exemplary overview of an overview of the geometric properties of the wheel,

[0047] FIG. 10 shows an exemplary three-dimensional representation of a model data record, and

[0048] FIG. 11 shows an exemplary two-dimensional representation of a profile data record.

[0049] FIG. 1 shows a system 1 for detecting properties of at least one wheel 2a, 2b of a rail vehiclenot illustrated. The system 1 comprises a first system part 3a and a second system part 3b, which have completely identical embodiments. The first system part 3a serves to detect properties of a first wheel 2a and the second system part 3b serves to detect the properties of a second wheel 2b of a wheelset. The first system part 3a and the second system part 3b are identical, which is why reference is only made to the first system part 3a below.

[0050] FIG. 1 shows that the first system part 3a comprises a first outer housing 6a and a second outer housing 6b. The system 1 is arranged on a track 5 comprising a first rail 4a and a second rail 4b. The first outer housing 6a and the second outer housing 6b are arranged on an assembly plate 7, which passes under the rail 4a and which is fastened to the rail base of the rail 4a by means of tensioning plates 8a, 8b. The first outer housing 6a and the second outer housing 6b are designed in such a way that the upper edge lies level with the rail upper edge or therebelow.

[0051] FIG. 2 shows the system part 3a in a side view with a cut first rail 4a. The assembly plate 7 passes below the rail 4a and is fastened to the rail base of the rail 4a by means of tensioning plates 8a, 8b. The outer housings 6a and 6b of the system 1 are fastened to the assembly plate 7 and, with their upper edge, are situated level with the upper edge of the rail 4a.

[0052] FIG. 3 shows a plan view of an exemplary embodiment of a system 1, in particular of a first system part 3a. The first system part 3a comprises at least one first detection device 9, which is directed to a first region 10 of the wheel 2a arranged on the rail 4a and which detects said first region, in particular at at least one trigger time. Further, the first system part 3a has a second detection device 11 for a second region 13 and a third detection device 14 for a third region 15. In addition to the detection devices 9, 11, 14, the first system part 3a has a first radiation source 16 for emitting radiation into the first region 10, a second radiation source 17 for emitting radiation into the second region 13 and a third radiation source 18 for emitting radiation into the third region 15. The first detection device 9, the second detection device 11 and the third detection device 14 are each embodied as a plenoptic camera, i.e., as a light field camera. In addition to the intensity, the plenoptic cameras also detect the direction of the incident radiation, as a result of which an at least partial three-dimensional image of the wheel 2a is producible.

[0053] The exemplary embodiment according to FIG. 3 can be gathered from FIGS. 4 to 7, wherein the electromagnetic radiation projected by the first radiation source 16, the second radiation source 17 and the third radiation source 18, in particular expanded laser beams, are illustrated in exemplary fashion.

[0054] What can be gathered from FIG. 3, FIG. 6 and FIG. 7 is that the first detection unit 9 and the second detection unit 11 are arranged on a first side 19 of the rail 4a while the third detection device 14 is arranged on a second side 20 of the rail 4a. A first trigger device 21 and a second trigger device 22 are arranged on the second side 20 of the rail 4a, said trigger devices setting the trigger time for the radiation sources 16, 17, 18 and the detection devices 9, 11, 14 according to set criteria such that an emission or projection and detection is implemented in all three regions 10, 13, 15 at the same time.

[0055] FIG. 8 shows a schematic procedure of an exemplary embodiment of a method for detecting properties of a wheel 2a of a rail vehicle, comprising the following method steps: [0056] projecting 28 radiation into at least the first region 10 using at least one first radiation source, [0057] detecting 23 at least a first region 10 of a wheel 2a arranged on a rail using at least one first detection device 9 that is embodied as a plenoptic camera and producing 24 at least one first image data record, [0058] calculating 25 a model data record using the first image data record, wherein the model data record is representable as a three-dimensional, at least partial model of the first wheel 2a, [0059] calculating 26 a profile data record using the model data record, wherein the profile data record is calculated by transforming the model data record into a plane and wherein the profile data record is representable as an at least partial, two-dimensional profile of the first wheel 2a.

[0060] The image data record contains those geometric properties of the wheel 2a in the first region 10 that can be evaluated. Preferably, this is implemented in a development of the method, specifically by virtue of calculating 25 a model data record (see FIG. 10) using the first image data record, wherein the model data record is representable as a three-dimensional, at least partial model of the first wheel 2a.

[0061] Preferably, a profile data record is subsequently calculated 26 from the model data record. The profile data record serves as a basis for determining the geometric properties of the wheel 2a, for example the height and width of the wheel flange, the profile of the tread, etc. An exemplary three-dimensional representation of the wheel 2a, specifically a model data record, can be gathered from FIG. 10; an exemplary two-dimensional representation of the profile of the wheel 2a in the region of the tread and the wheel flange, specifically the profile data record, can be gathered from FIG. 11.

[0062] FIG. 9 shows an overview of the establishable geometric properties of the first wheel 2a and of the second wheel 2b and of the properties of the first wheel 2a relative to the second wheel 2b, i.e., of the wheelset. The system 1, in particular an evaluation unit, and/or the method are, in particular, embodied and configured in such a way that all dimensions illustrated in FIG. 9 are establishable and/or established, either individually or in combination. Consequently, the system 1 and/or the method are configured to establish all dimensions illustrated in FIG. 9, either individually or in combination. In particular, the dimensions illustrated in FIG. 9 are established from the profile data record and/or the correlation of the profile data record of the first wheel 2a with the profile data record of the second wheel 2b and the arrangement of detection units 9, 11, 14.

[0063] The measuring circle plane distance 29 specifies the distance between the measuring circle plane E1 of the first wheel 2a and the measuring circle plane E2 of the second wheel 2b. The measuring circle plane E1 and the measuring circle plane E2 are arranged in such a way that the axis of rotation of the first wheel 2a and the axis of rotation of the second wheel 2b pass through the measuring circle plane E1 and the measuring circle plane E2 in substantially orthogonal fashion. Further, the measuring circle plane E1 and the measuring circle plane E2 are arranged in such a way that they are spaced apart from the inner flank 31a of the first wheel 2a or the inner flank 31b of the second wheel 2b with the measuring circle plane distance-x 30 of between approximately 60 mm and 65 mm. The intersecting circle of the measuring circle plane E1, E2 and the tread 32a, 32b defines the contact ring or contact point of the wheel 2a, 2b.

[0064] The dimensions on the wheel flange 33a, 33b are determined in a sectional plane E3, which is arranged orthogonal to the measuring circle plane E1, E2 and which, in the illustrated cross section, is spaced apart from the point of intersection of the measuring circle plane E1, E2 with the tread 32a, 32b with a measuring circle plane distance-y 34 of approximately 10 mm.

[0065] The diameter 35 of the wheel 2a is likewise determined in the measuring circle plane E1. Further important dimensions of the wheel are the wheel body inner diameter 36 and the wheel body outer diameter 37, as well as the wheel tire width 38. The height 39 of the wheel tire is determined in the measuring circle plane E1 between the lower edge of the wheel tire and the point of intersection with the tread 32a.

[0066] The sectional plane E3 forms the basis for the dimensions of the wheel 2a in the region of the wheel flange 33a. The points of intersectionin the illustrated cross sectionof the sectional plane E3 with the inner flank 40a of the wheel flange 33b and the outer flank 41a of the wheel flange 33a form the starting point for the subsequent dimensions. A first wheel flange width 42 is determined as the distance between the points of intersection of the wheel flange 33a in the sectional plane E3. A second wheel flange width 43 is determined between the inner point of intersection of the wheel flange 33a with the sectional plane E3 and the inner flank 31a. A wheel flange height 44 is determined from a plane E4, in which the point of intersection of the measuring circle plane E1 with the tread 32a lies, to the upper edge of the wheel flange 33. The inclination of the inner flank 40a and of the outer flank 41a are described by the angles and . Alternatively, the inclination of the inner flank 40a can be specified by the distance 45 emerging from the inner point of intersection of the sectional plane E3 with the wheel flange 33a at its inner flank 40a and the point of intersection of the inner flank 40a at a distance 46 of between 0.9 mm and 2 mm from the upper edge of the wheel flange 33a. The flank dimension 47 specifies the distance between the outer point of intersection of the sectional plane E3 with the outer flank 41a of the wheel flange 33a and the inner flank 31a. The flank dimension 48 specifies the distance between the guide flank 49a and the inner flank 31a.

[0067] The system 1 and/or the method are embodied and configured, in particular, in such a way that the dimensions illustrated in FIG. 9 are also establishable and/or established as geometric properties of the first wheel 2a relative to the second wheel 2b, in particular by correlating the profile data record of the first wheel 2a with a profile data record of the second wheel and the geometric arrangement of the detection units 9, 11, 14.

[0068] As a result of the arrangement of the detection units 9, 11, 14 of the first system part 3a and of the second system part 3b relative to one another being known in a system 1, these information items are evaluable by the evaluation unit for appropriate evaluation purposes and are used for calculation purposes.

[0069] The measuring circle plane distance 29as already explainedspecifies the distance between the measuring circle plane E1 of the first wheel 2a and the measuring circle plane E2 of the second wheel 2b. The gage dimension 50 specifies the distance between the points of intersection of the inner flanks 40a, 40b with the sectional plane E3. The guide dimension 51 can be determined on both sides and defines the distance of the point of intersection of the sectional plane E3 with the inner flank 40a of the first wheel 2a and the inner flank 31b of the second wheel 2b. The guide circle distance 52 defines the distance of the point of intersections of the sectional plane E3 with the outer flanks 41a and 41b. The back-to-back distance 53 defines distance between the inner flanks 31a and 31b of the first wheel 2a and of the second wheel 2b.

[0070] FIG. 10 shows, in exemplary fashion, the illustrated data of the model data record, specifically an at least partial model of the wheel 2. The regions illustrated in framed fashion are actually supported by data, i.e., data calculated from the image data records. The dimensions along the axes x, y, z are specified in millimeters. The model data record comprises a multiplicity of measurement data points in a three-dimensional coordinate system, preferably as polar coordinates. The measurement data points image these as surface of the wheel 2 in the detected regions 10, 13, 15.

[0071] FIG. 11 shows, in exemplary fashion, the illustrated data of a profile data record, specifically a two-dimensional profile of the wheel 2 in the region of the tread 32 (see FIG. 9) and of the wheel flange 33. The wheel width is illustrated along the x-axis and the radius of the wheel 2a is plotted on the y-axis, respectively in millimeters. In FIG. 11, all measurement data points of the model data record from FIG. 10 have been transformed into a two-dimensional Cartesian coordinate system such that an average profile of the wheel 2 according to FIG. 11 arises in the region of the tread 32, the wheel flange 33 and the inner flank 31. Further, the data contain the diameter 35 of the wheel 2a.