CA1330120C - Device for determining the condition of railway switches or railway crossings - Google Patents
Device for determining the condition of railway switches or railway crossingsInfo
- Publication number
- CA1330120C CA1330120C CA000600845A CA600845A CA1330120C CA 1330120 C CA1330120 C CA 1330120C CA 000600845 A CA000600845 A CA 000600845A CA 600845 A CA600845 A CA 600845A CA 1330120 C CA1330120 C CA 1330120C
- Authority
- CA
- Canada
- Prior art keywords
- sensor
- rail
- frog
- sensors
- tongue
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
- B61L23/045—Rail wear
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
- B61L1/02—Electric devices associated with track, e.g. rail contacts
- B61L1/06—Electric devices associated with track, e.g. rail contacts actuated by deformation of rail; actuated by vibration in rail
Abstract
A b s t r a c t The inventive device for determining the condition of railway switches or railway crossings comprising sensors for monitoring the end position of tongue rails has a sensor within the area of the theoretical frog point of a frog , said sensor giving on occasion of a mechanical collision with the wheel flange or with the running surface of the wheel a signal allowing to conclude a premature wear within the area of the frog.
Description
The invention refers to a device for determining the condition of railway switches or railway crossings comprising sensors for monitoring the end position of tongue rails, in particular for the diagnosis of the wear and for laying down maintenance intervals.
Monitoring devices for the spatial position of swivelable rails can, for example, be derived from AT-PS 358 625. The known monitoring devices having been used in connection with railway switches and railway crossings were restricted to provide repeating signals for the end positions of swivelable rails, so that the track can be given free -after the correct end position of the swivelable rails has ~ -been acknowledged. Such devices were primarily used in remote control devices and, respectively, in interlocking posts or local control devices, and from EP-A-153 900 it has already become known to incorporate into the control of the ~-end position also the surveyance of the switch drive means.
Premature wear of switch parts can only insufficiently be recognized by such devices and it is in particular not possible to establish with the known devices a diagnosis ~-~
system which is capable to determine data being important for the operation of the switch at a distance from the switch drive means itself and, respectively, from the ends of the tongue rails and which is in particular capable to recognize a premature wear. ~ ;
~ , :
The invention provides a device of the initially mentioned type by means of which it becomes additionally - ~ ; ;
possible to - ~ -- 1 - ,~ ~',, .:
- ~i ~.~; . .. ,, . . , , . ;. , ; I
obtain data concerning the condition of the switch, in particular concerning the wear of the switch. For solving this task, the device according to the invention essentially consists in that a sensor is arranged within the area of the S theoretical frog point for determining deviations of the wheel motion in lateral direction and/or in height direction.
On account of a sensor being provided within the area of the theoretical frog point for sensing deviations of the wheel motion in lateral direction and/or in height direction, it becomes now possible to determine an inadmissible wear or, respectively, variations of the guide width which may result in premature wear of the frog. While the known sensors for determining the end position of the tongue rails may in usual manner be designed as inductive proximity switches, because the signal indicating once the arrival at the end position is sufficient for giving free the track and need not be checked while the switch is travelled upon, such a sensor arranged within the area of the theoretical frog point must be designed in such a manner that it transmits reliable signals also if the switch is just travelled upon. For this reason, the arrangement according to , -- 2 - i , -:` 1330120 the invention is in a simple manner selected such that the sensor is designed as a switch, the actuating member of which is supported for being swivelable around ~ crossing axis extending in essentially normal relation to the plane of the rail surface or extending essentially in parallel relation to the plane of the rail surface and extending in direction of the angle bisector of the frog. Such a simple switch can be actuated by swivelling the actuating member ~
around its respective swivelling axis and can be given a ~ ;
correspondingly strong design and can be shielded against disturbing influences of electromagnetic fields. .-In a particularly simple manner, the actuating member of - -the switch can be given a conical shape and conically flares -from the up~er edge in downward direction and from the front ;
end in direction to the frog point~ As long as no excessive wear takes place, such an actuating member for the switch is -contacted neither by the wheel flange of the wheels nor by . ~ :
the running surfaces of the wheelsand the switch is thus not actuated as lon~ as sucH a colIision of the wheel flange or, ~ 20 respectively, of the running surface with the actuating member - does not take place. For the purpose of detecting deviations in height direction, shifting movement of the actuating ~ -~
member in vertical direction can be admitted in addition to the swivelability of the actuating member, and the ~ -25 arrangement can advantageously be selected such that a ~ ~ ~
further pressure sensor ~or sensing vertical forces is ~ -connected ~ith the bearing support of the actuating member. -~
', '~ ' ~`` 133012~ ~
Monitoring devices for the spatial position of swivelable rails can, for example, be derived from AT-PS 358 625. The known monitoring devices having been used in connection with railway switches and railway crossings were restricted to provide repeating signals for the end positions of swivelable rails, so that the track can be given free -after the correct end position of the swivelable rails has ~ -been acknowledged. Such devices were primarily used in remote control devices and, respectively, in interlocking posts or local control devices, and from EP-A-153 900 it has already become known to incorporate into the control of the ~-end position also the surveyance of the switch drive means.
Premature wear of switch parts can only insufficiently be recognized by such devices and it is in particular not possible to establish with the known devices a diagnosis ~-~
system which is capable to determine data being important for the operation of the switch at a distance from the switch drive means itself and, respectively, from the ends of the tongue rails and which is in particular capable to recognize a premature wear. ~ ;
~ , :
The invention provides a device of the initially mentioned type by means of which it becomes additionally - ~ ; ;
possible to - ~ -- 1 - ,~ ~',, .:
- ~i ~.~; . .. ,, . . , , . ;. , ; I
obtain data concerning the condition of the switch, in particular concerning the wear of the switch. For solving this task, the device according to the invention essentially consists in that a sensor is arranged within the area of the S theoretical frog point for determining deviations of the wheel motion in lateral direction and/or in height direction.
On account of a sensor being provided within the area of the theoretical frog point for sensing deviations of the wheel motion in lateral direction and/or in height direction, it becomes now possible to determine an inadmissible wear or, respectively, variations of the guide width which may result in premature wear of the frog. While the known sensors for determining the end position of the tongue rails may in usual manner be designed as inductive proximity switches, because the signal indicating once the arrival at the end position is sufficient for giving free the track and need not be checked while the switch is travelled upon, such a sensor arranged within the area of the theoretical frog point must be designed in such a manner that it transmits reliable signals also if the switch is just travelled upon. For this reason, the arrangement according to , -- 2 - i , -:` 1330120 the invention is in a simple manner selected such that the sensor is designed as a switch, the actuating member of which is supported for being swivelable around ~ crossing axis extending in essentially normal relation to the plane of the rail surface or extending essentially in parallel relation to the plane of the rail surface and extending in direction of the angle bisector of the frog. Such a simple switch can be actuated by swivelling the actuating member ~
around its respective swivelling axis and can be given a ~ ;
correspondingly strong design and can be shielded against disturbing influences of electromagnetic fields. .-In a particularly simple manner, the actuating member of - -the switch can be given a conical shape and conically flares -from the up~er edge in downward direction and from the front ;
end in direction to the frog point~ As long as no excessive wear takes place, such an actuating member for the switch is -contacted neither by the wheel flange of the wheels nor by . ~ :
the running surfaces of the wheelsand the switch is thus not actuated as lon~ as sucH a colIision of the wheel flange or, ~ 20 respectively, of the running surface with the actuating member - does not take place. For the purpose of detecting deviations in height direction, shifting movement of the actuating ~ -~
member in vertical direction can be admitted in addition to the swivelability of the actuating member, and the ~ -25 arrangement can advantageously be selected such that a ~ ~ ~
further pressure sensor ~or sensing vertical forces is ~ -connected ~ith the bearing support of the actuating member. -~
', '~ ' ~`` 133012~ ~
., .
According to an alternative embodiment for a sensor arranged within the area of the theoretical frog point, the arrangement is preferably such that the sensor is formed of two .spring leaves being connected one with the other under an acute angle and having fixed to their side surfaces wire strain gauges and having their free ends fixed on a base plate, in particular on a sleeper~ On account of the sensor comprising two s~ring lea~es ~ being connected one with the other to include therebetween an acute angle and having fixed to their side surfaces wire strain gauges, the direction as well as the degree of a dev$ation of the wheel motion can continuously be determined. It is in particular possible to unambiguously determine the direction in which the sensor is loaded, because, when arranging wire strain gauges on the side surfaces of the spring leaveS~one of the wire straln gauges is sub~ected to tension load and the other is subiected to pressure load~ If, in contrast there~ -to, both wire strain gauges are subjected to load in the same ~ , sense, it can be concluded a deviation of the wheel motion ~-~ 20 in height direction. ~n case of a theoretically possible `~ exactly vertlcal load on the spring leaves~no signal can be derived from the sensor because the resistance of the wire -.
; strain gauges-is simultaneously varied in the same sense.
~ ,. .
There must alwavs exist at least one horizontal component of the load, which is the case at any rate on account of the inclination of the running surface of the wheels ~f rail - . : - -vehicles~ so that also deviations in height directi~on can --` 1330120 .,:
reliably be detected.
On account of such a design of the sensor, the construction can further be simplified and the expenditure --for evaluating the sensor signals is reduced. It becomes in particular possible to obtain with a minimum number of sensors a nearly complete informatlon on the wear condition and to make simultaneously statements on inadmissible deviations of the wheel motion in lateral direction and in height direction. Furthermore, it is possible to detect the degree of such deviations r 50 that the respective admissible limit values for the deviation can, in this manner, be defined via the evaluating circuit lndependent from the design ~ -~
of the sensor. ~ ~-For the purpose of obtainlng great output signals with wire strain gauges of maximum simplicity also in case of small deformations, the arrangement is, in this case, prefer~
ably selected such that the free ends of the spring leaves are bent in outward direction and that the wire strain gauges are arranged on the side surfaces within the area of these 20 bends. On account of arranging the wire strain gauges within ~ -the area of the bends of the side surfaces, there are obtained - -relatively great measured signals also in case of only small ; ~ ~
bending deformation within the tip area of the sensor, so ~ ~ ;
that there results a high detection accuracy and measuring - ~ ;
accuracy. For the purpose ofprotect~n~ the wire strain gauges against weathering and against unintended damaging, the arrangement ls preferably selected such that the wire strain ': ' ' ' ':
' ' . :;~' ' '' ' '..' ~` 133~120 gauges are arranged on the mutually facing inner surfaces of the spring leaves.
In principle, the spring leaves themselves may be designed in such a manner that their outer sides are not in alignment with the lateral flanks of the frog but are staggered in inward direction, noting that, for the purpose of obtaining in such cases exact measured values, the arrange-ment must ~e such.that.a sensing head of the required width must be connected to the connecting area of the spring leaves.
The arrangement can, in this case, advantageously be selected such that the sensor has a spherical head within the connect-ing area between the spring leaves.
For the purpose of further reducing the danger of ~ .
damaglng the sensor, the arrangement is advantageously selected 15 such that the acute angle included between the spring leaves ~ --or, respectively~ the angle between the flanks of the swivel- ~.
~¦ able sensor corresponds to the flank angle of the frog point.
For further protecting the sensor and~ ln particular, : the electrical connections to the wire strain gauges, the arrangement can advantageously be further developed such that the free space existlng between the spring leaves is filled , ; with a compound of permanent elasticity, in particular synthetic resin or foamed material~
The area of the theoretical frog point extends in principle from the actual or~. respectivelyr effective frog po~nt beyond the mathematical frog point because such an area is not exactly lim~.ted~ According to the invention, it is :: :
--~ 133~120 preferred to arrange such a sensor between the mathematical or, respectively, theoretical frog point and the effective frog point, noting that such an arrangement provides the possibility to effectively protect the sensor against in- ~ :
admissible deformation. For this purpose, the arrangement is advantageously such that a rigid protecting means is arranged in direction to the theoretical frog point~ Also this rigid protecting means must, for resisting the acting load, of ~.
course have its end in front of the mathematical or, :
respectively, theoretical frog point and it must in any case reliably be taken care for the required width of the groo~e - :
through which runs the wheel flange.
According to a further preferred embodimen~ the sensor is:a non-contact sensor and is, in particular, designed as an `-- . .
IR-sensor~ Qn account of using such a non-contact sensor, in ., ,. ~ ....
particular an IR-sensor, it becomes in a simple manner possible :
to determine the distance between the ~sensor and the wheel - - .
ln vertical direction as well as in horizontal direction, so ..
that a wear of the rails within the area of the frog point ; 20 can be :~concluded from a fall below certain limit values of -: -the distance~ . .. :
In principle, it would be also conceiveable to determine :. -the distance by using non-contact induction transmitters, :~
noting that on account of the electromagnetic stray fields produced by electric locomotives a great expenditure would become necessary for reliably separating a signal from disturbing effects~
~ 1330120 A complete picture of the functionally condition of the railway switch can be obtained by means of additional sensors being partially known per se. As such additional sensors there can be used usual inductive or capacitive proximity switches because these additional lnformations need only be measured in a static condition but not when the rail-way switch is travelled upon, For the purpose of recognizing a premature wear it is particularly advantageous if there are . . .
additlonally ~rovided at a distance from the end of the tongue rall sensors known per se for monitoring the minimum distance of the stock rail from the tongue rail. Such additional sensors arranged at a distance from the end of the tongue rail provide information on the narrowest passage, which up till now was only checked at irregular intervals or, respectively, was only visually checked.
Beside monitoring the end posltions of the tongue rails by sensors provided on a control link or by checking the contact of the tongue rail and evaluating this contact as an ~;~
end position signal, it is particularly advantageous for an inventive device intended for the diagnosis of the functional condition, if the arrangement is selected such that there is connected with the current supply for the drive means of the rail~ay switch a means, in partlcular an ammeter, detecting the current input, the measured values of this means being monitored during the time of the switching operation and being indicated in an indlcating device~ ~uch continuous monitoring of the current input of the switch drive means during the 133~120 g switching operation allows to conclude at an early time on inadmissible wear phenomenae or, respecti~ely, on insufficient lubrication. ~f, for example, the current input is reduced in an atyp$cal manner, this may indicate a fracture of the 5 tongue or of the control link, and, if the current input is ~
increasing in an atypical manner, one may conclude lacking :.
lubrication, icing or mechanical damage.
A complete picture of the operating condition of a rail-way switch can only be obtained if the screw connection between : ~
10 the frog point. and the wing rails is monitored if this type of : .: .
frog is used. For this purpose, the arrangement is advantageous- . ;
ly such that additional sensors for monitoring the fixation of :
the frog screws are, in particular, arranged ~etween the screw -~
.
head and the washer or on the screw head and are connected : .
with an evaluating circuit via measuring conduits.
The sensors, kna~.n per se, for monitoring the end position of the tongue rails, can/in connection with the device for performing a diagnosis process for railway switches~advantageous-ly be designed and used such that the sensors for monitoring ~ .
the end position of the tongue rails are, in a manner knownper se, designed as non-contact sensors, in particular as . inductive sensors or IR-sensors, and that the signal indicat- ~.
$ng the contact of the tongue rail on a ætock r~il as well as the signal indicating a distance from the contacting position is supplied to an evaluating circuit, On account of the signal indicating the contact of the tongue rails on a stock rail :
as well as the signal indicating a distance from the contact : ~ !
position being evaluated, a wear on the engaging surface of the tongue and, respectively, a foreign body having entered can also within this area be recognized by evaluating the value indicated for the distance.
According to a preferred embodiment, the arrangement is ~ --selected such that by providing mechanical sensors for moni-toring the contacting position of the tongue rail over the whole length, a conclusion on the wear condition and, respectively, the penetration of foreign bodies between stock rail and tongue rail becomes possible by evaluating the distance from the contacting position, so that the condition of the tongue rail can be checked over a wide range and the wear of the tongue rail is not only checked on its tip area.
A further possibility for checking results, in a pre-ferred embodiment, if by arranging a non-contact sensor or, respectively, a mechanical sensor within the narrowest passage between the stock rail and the tongue rail there is recognized a reduction of the distance below the limit value in continuous operation and damaging of the components can b~
prevented by starting preventive measures in time.
, In the following, the invention is further explained ~ ~
with reference to the drawings, in which: '--Figure 1 shows schematically an overall arrangement of a diagnosis device according to the invention; -~
- 10 - ~ ,"~
~''''.'''."``'' ',';
133~12~
Figure 2 shows in an enlarged scale a frog of a railway ;~
switch having arranged in its tip area a switch according to the invention;
Figure 3 shows a section in direction of the angle bi~
sector of the frog through a first embodiment of an inventive sensor with the actuating member being removed; ;
Figure 4 shows in longitudinal direction of the rail a view of the switch according to Figure 3, the actuating member being located within the area of the frog point; -Figure 5 shows in a greater scale a view of a modified embodiment of the sensor according to the invention; and Figure 6 shows a side elevation of the sensor according to Figure 5 in direction of the arrow VI together with a protective means being arranged in close proximity. ;
In Figure 1, there is indicated a railway switch 1, the -tongue rail 2 of which is shown in a position giving free the -track 3 which further extends in straight direction. Within the area of the ends of the tongue rails, there is acting the usual switch drive means for railway switches and the known security means. Within this area, there can be provided -` -sensors for the tongue position as well as for the smallest passage at a distance from the ends of the tongue rails. The -associated signal conduit is schematically indicated by 4 and connected with an evaluating circuit 5. The switching force of the drive means for the railway switch and in particular the current consumption of the drive means for the railway -, :
. ~ , --` 1330120 switch can equally be evaluated ~y the e~aluating clrcuit 5, the associated control conduits beIng designated by 6. In addition, there is schematically lndicated by a slgnal conduit 7J
a remote supervision of the insulated jolnt or, optionally, of a railway switch heatlng means, The sensors used wlthin this area are all of usual type and described in detail in the literature, so that a detailed ': .
illustration can be omitted in the present case~ -Within the area of th'e frog 8, there can,. as will be 10 explained later in greater detail, be checked the guide width, ~ :
the guide rai]. groove and the wear of the height, réspectivelyJ
~: via signal condhlts 9. Mbasured v~lues for the correct screw connection of the froq can be supplied~via a signal conduit 10 to the evaluP.ting `~
circult 5. The signals of the'evaluating circuit 5 can be `~ 15 processed with~n a master computer 11 and be lndicated, if requlred, via an indicating device 12 or be recorded~
The sensor arrangement provided within the area of the -~'i .'.~
; frog a ~s shown in greater detail in Flgure 2. The area of the .
. ~ . frog'is shown ln Figure 2 at a greater scale, noting that an : .20 axea of an outwardly located track rail is indlcated with .:-'.-.''-.. "''.. -'-.
: a guide xall 13 at a non-correct scale~ A knee rall ~5 is '~
; located adjacent the frog 8, notlng that there is first pro~
. vided a catching opening 14 tapering to the inlet width a ' ; .- .'.
~-~' between the frog and the knee rail~ The groove width between "~
25 frog point and knee rail Is designated by b~ The effective "~
frog point 16 is located at a distance from the theoretical '-.'. .:~........ ' .
mathematical frog point 17 which 'represents the point of .''~
- ~3 -intersection of the imaginary extensiOns of the flanks of -the frog point. A sensor 18 delivering information on an in~
admlssible wear is now arranged between the effectlve frog ~
point 16 and the mathematical frog point 17. Immediately : ~-adjacent the sensor 18 there is arranged a protectlve means 30 in direction to the mathematlcal or, respectively, theoretical frog point 17. - ~
A first embodiment of the sensor 18 has, as is shown in :;
Figures~3 and 4, an actuatlng mem~er 20 being swivelable 10 around an axls ~9. The swlvelling axls ~9 extends in parallel :
relation to the angle bisector 21 of the frog 8, as is shown in Figure 2. rrhe carrier part 22, to which the actuating :
member 20 is swivelably linked, carries a receiving opening 23 for a swltch being actuated by swivelling the actuating ~ -15 member 20. ~ddltionally, there can be provided, as is shown ; : .
in the Figures 3 and 4, a possibility to shift the carrier -:
~-~ part 22 in an essentially vertical direcien in the sense of .. :
the twin arrow 24 for the purpose of detecting devlations in , .
height direction and in particular a collision of the running -~ -` 20 face of the wheel with the switch in a reliable manner~ For ~, this purpose~ the carrier 22 is spring-loaded by a spring 25 ! ~: and a further pressure sensor 26 is provided below the carrier : , ~, ~ ~ for giving a response when the running surface Df the wheel ~ ~
~ ~ ,, - , hits the upper edge 27 of the actuating member. Excessive wear :` 25 or, respectively, non-tolerable underpassing of the guide - --~ -:
~ width 29~which is defined by the distance between the gulde -:
rail 13 and the frog B, is signalized even if the wheel flange ~.
, ~:' ' '.:
~ ~ ~ 3 0 1 2 ~
of a wheel comes into collision with the lateral flanks 28 of the actuating member 20, because the actuating member is~
in this case, swivelled about the axis 19 and the switch within the receiving opening 23 is actuated. In this embodi-5 ment, a protective means is not illustrated. -A modified embodiment of the sensor 18 being shown in Figure 5 in an enlarged scale Is formed of two spring leaves : :
31 including one with the other an acute angle C~ and having arranged~.wirestrain gauges-32 on their side surfaces located at the inner side. The free ends of the spring leaves 31 are bent in outward direction and the wire strain gauges are arranged within the area of the bent portions, noting that ,. . --: . ~
~: the free ends 33 of the spring leaves are fixed on a base plate 34, for example by means of screw connections 35~ The -~
15 acute angle included by the spring leaves 31 corresponds, in -~`. this case, essentially to the flank angle of the frog point, noting that the flanks of the frog are schematically shown in Figure 5 by the dashed lines 36. A similar contour has, ~ ln this case, the protective means 30 located adjacent the .
,~ ~; 20 sensor 18 and in direction to the mathematical frog point~
{i~ From Figure 5, there can also be derived the crowned head 37 being provided at the connecting area of the spring leaves 31.
In Figures 5 and 6 there is shown the manner of mounting .~
- the sensor 18~ which is formed of the two sprlng leaves, : : .
~`: 25 together with the Wire strain gauges arranged thereon on the common base plate 34 in greater detail~ The free ends of the springleaves 31 are, in this case, fixed in bore 38 of the .:-: : .,::~.~. ;, 1 3 3 0 1 2 0 ! ~
~ 15 -base plate 34, while the protective means 30 is connected with the base plate 34 by welding. ~ -~
For the purpose of protecting the spring leave~ 31 and in particular the wire strain gauges 32 arranged on the inner side thereof within the bent area, the free space between the spring leaves 31 is filled with a compound of permanent elasticity, in particular with synthetic resin or foamed material.
. . .
In addition to these basic informations on the wear con-dition of guide rails and, respectively, knee rail and frog, it is possible to obtain a substantially complete supervision of the functional safety of a railway switch via the other sensors schematically shown in Figure 1 and in particular via the pressure cells arranged between the washers and the heads of the frog screws and it is possible to predetermine, on account of the continuous supervision of the drive means for the railway switch and on account of the analogous :
evaluation of~the actual distances being met also in case of a non-contact- -~
ing tongue rail, at an early moment when the next maintainance work has to be made for a railway switch monitored in this manner. It is in particular the continuous measurement of the guide width by means of contacting and non-contacting measuring means which delivers additional information which can not easily be obtained when using exclusively non-contacting measuring means, It is primarily the supervision of defined limit values and guide values during travelling on the rail-way switches which allows to recognize at an early moment 1330~20 - 16 - ~
~ : "
inadmissible load of the frog point. By continuously moni-toring and checklng the pre-tension forces of the screw :
connections by means of pressure cells or wire strain gauges, self-acting loosenlng of screw connections is recognized in time if a defined limit value is underpassed. Also from the conventional manner of monitoring the tongue contact, the tongue structure and tRe tongue opening by means of magnetic fields or inductlon flelds or by means of infrared sensors, any change of the contacting behavior and, respectively, any inadmissible tmderpassing of limit values, in case of surface wear of the tongue rail can, in case of contlnuous supervision and detection, be recognized at an early time.
: . - , . ~ , :
~ Continuous supervision of the swltching forces by means of = the current consumption of the drive motor provides the .15 posslbility to recognize at an early moment wnen lubrication :.::~.~: ;:.:
has again to be effected, so that, in this manner, the . - .
.~ required amount of lubricating agent can be reduced and the contamlnation of the environments resulting from the excessive ; :~
. use of .lubricating agent ls reduced. :~
`, . :~ ,., .. .:
~j~` ',''-`` ~',
According to an alternative embodiment for a sensor arranged within the area of the theoretical frog point, the arrangement is preferably such that the sensor is formed of two .spring leaves being connected one with the other under an acute angle and having fixed to their side surfaces wire strain gauges and having their free ends fixed on a base plate, in particular on a sleeper~ On account of the sensor comprising two s~ring lea~es ~ being connected one with the other to include therebetween an acute angle and having fixed to their side surfaces wire strain gauges, the direction as well as the degree of a dev$ation of the wheel motion can continuously be determined. It is in particular possible to unambiguously determine the direction in which the sensor is loaded, because, when arranging wire strain gauges on the side surfaces of the spring leaveS~one of the wire straln gauges is sub~ected to tension load and the other is subiected to pressure load~ If, in contrast there~ -to, both wire strain gauges are subjected to load in the same ~ , sense, it can be concluded a deviation of the wheel motion ~-~ 20 in height direction. ~n case of a theoretically possible `~ exactly vertlcal load on the spring leaves~no signal can be derived from the sensor because the resistance of the wire -.
; strain gauges-is simultaneously varied in the same sense.
~ ,. .
There must alwavs exist at least one horizontal component of the load, which is the case at any rate on account of the inclination of the running surface of the wheels ~f rail - . : - -vehicles~ so that also deviations in height directi~on can --` 1330120 .,:
reliably be detected.
On account of such a design of the sensor, the construction can further be simplified and the expenditure --for evaluating the sensor signals is reduced. It becomes in particular possible to obtain with a minimum number of sensors a nearly complete informatlon on the wear condition and to make simultaneously statements on inadmissible deviations of the wheel motion in lateral direction and in height direction. Furthermore, it is possible to detect the degree of such deviations r 50 that the respective admissible limit values for the deviation can, in this manner, be defined via the evaluating circuit lndependent from the design ~ -~
of the sensor. ~ ~-For the purpose of obtainlng great output signals with wire strain gauges of maximum simplicity also in case of small deformations, the arrangement is, in this case, prefer~
ably selected such that the free ends of the spring leaves are bent in outward direction and that the wire strain gauges are arranged on the side surfaces within the area of these 20 bends. On account of arranging the wire strain gauges within ~ -the area of the bends of the side surfaces, there are obtained - -relatively great measured signals also in case of only small ; ~ ~
bending deformation within the tip area of the sensor, so ~ ~ ;
that there results a high detection accuracy and measuring - ~ ;
accuracy. For the purpose ofprotect~n~ the wire strain gauges against weathering and against unintended damaging, the arrangement ls preferably selected such that the wire strain ': ' ' ' ':
' ' . :;~' ' '' ' '..' ~` 133~120 gauges are arranged on the mutually facing inner surfaces of the spring leaves.
In principle, the spring leaves themselves may be designed in such a manner that their outer sides are not in alignment with the lateral flanks of the frog but are staggered in inward direction, noting that, for the purpose of obtaining in such cases exact measured values, the arrange-ment must ~e such.that.a sensing head of the required width must be connected to the connecting area of the spring leaves.
The arrangement can, in this case, advantageously be selected such that the sensor has a spherical head within the connect-ing area between the spring leaves.
For the purpose of further reducing the danger of ~ .
damaglng the sensor, the arrangement is advantageously selected 15 such that the acute angle included between the spring leaves ~ --or, respectively~ the angle between the flanks of the swivel- ~.
~¦ able sensor corresponds to the flank angle of the frog point.
For further protecting the sensor and~ ln particular, : the electrical connections to the wire strain gauges, the arrangement can advantageously be further developed such that the free space existlng between the spring leaves is filled , ; with a compound of permanent elasticity, in particular synthetic resin or foamed material~
The area of the theoretical frog point extends in principle from the actual or~. respectivelyr effective frog po~nt beyond the mathematical frog point because such an area is not exactly lim~.ted~ According to the invention, it is :: :
--~ 133~120 preferred to arrange such a sensor between the mathematical or, respectively, theoretical frog point and the effective frog point, noting that such an arrangement provides the possibility to effectively protect the sensor against in- ~ :
admissible deformation. For this purpose, the arrangement is advantageously such that a rigid protecting means is arranged in direction to the theoretical frog point~ Also this rigid protecting means must, for resisting the acting load, of ~.
course have its end in front of the mathematical or, :
respectively, theoretical frog point and it must in any case reliably be taken care for the required width of the groo~e - :
through which runs the wheel flange.
According to a further preferred embodimen~ the sensor is:a non-contact sensor and is, in particular, designed as an `-- . .
IR-sensor~ Qn account of using such a non-contact sensor, in ., ,. ~ ....
particular an IR-sensor, it becomes in a simple manner possible :
to determine the distance between the ~sensor and the wheel - - .
ln vertical direction as well as in horizontal direction, so ..
that a wear of the rails within the area of the frog point ; 20 can be :~concluded from a fall below certain limit values of -: -the distance~ . .. :
In principle, it would be also conceiveable to determine :. -the distance by using non-contact induction transmitters, :~
noting that on account of the electromagnetic stray fields produced by electric locomotives a great expenditure would become necessary for reliably separating a signal from disturbing effects~
~ 1330120 A complete picture of the functionally condition of the railway switch can be obtained by means of additional sensors being partially known per se. As such additional sensors there can be used usual inductive or capacitive proximity switches because these additional lnformations need only be measured in a static condition but not when the rail-way switch is travelled upon, For the purpose of recognizing a premature wear it is particularly advantageous if there are . . .
additlonally ~rovided at a distance from the end of the tongue rall sensors known per se for monitoring the minimum distance of the stock rail from the tongue rail. Such additional sensors arranged at a distance from the end of the tongue rail provide information on the narrowest passage, which up till now was only checked at irregular intervals or, respectively, was only visually checked.
Beside monitoring the end posltions of the tongue rails by sensors provided on a control link or by checking the contact of the tongue rail and evaluating this contact as an ~;~
end position signal, it is particularly advantageous for an inventive device intended for the diagnosis of the functional condition, if the arrangement is selected such that there is connected with the current supply for the drive means of the rail~ay switch a means, in partlcular an ammeter, detecting the current input, the measured values of this means being monitored during the time of the switching operation and being indicated in an indlcating device~ ~uch continuous monitoring of the current input of the switch drive means during the 133~120 g switching operation allows to conclude at an early time on inadmissible wear phenomenae or, respecti~ely, on insufficient lubrication. ~f, for example, the current input is reduced in an atyp$cal manner, this may indicate a fracture of the 5 tongue or of the control link, and, if the current input is ~
increasing in an atypical manner, one may conclude lacking :.
lubrication, icing or mechanical damage.
A complete picture of the operating condition of a rail-way switch can only be obtained if the screw connection between : ~
10 the frog point. and the wing rails is monitored if this type of : .: .
frog is used. For this purpose, the arrangement is advantageous- . ;
ly such that additional sensors for monitoring the fixation of :
the frog screws are, in particular, arranged ~etween the screw -~
.
head and the washer or on the screw head and are connected : .
with an evaluating circuit via measuring conduits.
The sensors, kna~.n per se, for monitoring the end position of the tongue rails, can/in connection with the device for performing a diagnosis process for railway switches~advantageous-ly be designed and used such that the sensors for monitoring ~ .
the end position of the tongue rails are, in a manner knownper se, designed as non-contact sensors, in particular as . inductive sensors or IR-sensors, and that the signal indicat- ~.
$ng the contact of the tongue rail on a ætock r~il as well as the signal indicating a distance from the contacting position is supplied to an evaluating circuit, On account of the signal indicating the contact of the tongue rails on a stock rail :
as well as the signal indicating a distance from the contact : ~ !
position being evaluated, a wear on the engaging surface of the tongue and, respectively, a foreign body having entered can also within this area be recognized by evaluating the value indicated for the distance.
According to a preferred embodiment, the arrangement is ~ --selected such that by providing mechanical sensors for moni-toring the contacting position of the tongue rail over the whole length, a conclusion on the wear condition and, respectively, the penetration of foreign bodies between stock rail and tongue rail becomes possible by evaluating the distance from the contacting position, so that the condition of the tongue rail can be checked over a wide range and the wear of the tongue rail is not only checked on its tip area.
A further possibility for checking results, in a pre-ferred embodiment, if by arranging a non-contact sensor or, respectively, a mechanical sensor within the narrowest passage between the stock rail and the tongue rail there is recognized a reduction of the distance below the limit value in continuous operation and damaging of the components can b~
prevented by starting preventive measures in time.
, In the following, the invention is further explained ~ ~
with reference to the drawings, in which: '--Figure 1 shows schematically an overall arrangement of a diagnosis device according to the invention; -~
- 10 - ~ ,"~
~''''.'''."``'' ',';
133~12~
Figure 2 shows in an enlarged scale a frog of a railway ;~
switch having arranged in its tip area a switch according to the invention;
Figure 3 shows a section in direction of the angle bi~
sector of the frog through a first embodiment of an inventive sensor with the actuating member being removed; ;
Figure 4 shows in longitudinal direction of the rail a view of the switch according to Figure 3, the actuating member being located within the area of the frog point; -Figure 5 shows in a greater scale a view of a modified embodiment of the sensor according to the invention; and Figure 6 shows a side elevation of the sensor according to Figure 5 in direction of the arrow VI together with a protective means being arranged in close proximity. ;
In Figure 1, there is indicated a railway switch 1, the -tongue rail 2 of which is shown in a position giving free the -track 3 which further extends in straight direction. Within the area of the ends of the tongue rails, there is acting the usual switch drive means for railway switches and the known security means. Within this area, there can be provided -` -sensors for the tongue position as well as for the smallest passage at a distance from the ends of the tongue rails. The -associated signal conduit is schematically indicated by 4 and connected with an evaluating circuit 5. The switching force of the drive means for the railway switch and in particular the current consumption of the drive means for the railway -, :
. ~ , --` 1330120 switch can equally be evaluated ~y the e~aluating clrcuit 5, the associated control conduits beIng designated by 6. In addition, there is schematically lndicated by a slgnal conduit 7J
a remote supervision of the insulated jolnt or, optionally, of a railway switch heatlng means, The sensors used wlthin this area are all of usual type and described in detail in the literature, so that a detailed ': .
illustration can be omitted in the present case~ -Within the area of th'e frog 8, there can,. as will be 10 explained later in greater detail, be checked the guide width, ~ :
the guide rai]. groove and the wear of the height, réspectivelyJ
~: via signal condhlts 9. Mbasured v~lues for the correct screw connection of the froq can be supplied~via a signal conduit 10 to the evaluP.ting `~
circult 5. The signals of the'evaluating circuit 5 can be `~ 15 processed with~n a master computer 11 and be lndicated, if requlred, via an indicating device 12 or be recorded~
The sensor arrangement provided within the area of the -~'i .'.~
; frog a ~s shown in greater detail in Flgure 2. The area of the .
. ~ . frog'is shown ln Figure 2 at a greater scale, noting that an : .20 axea of an outwardly located track rail is indlcated with .:-'.-.''-.. "''.. -'-.
: a guide xall 13 at a non-correct scale~ A knee rall ~5 is '~
; located adjacent the frog 8, notlng that there is first pro~
. vided a catching opening 14 tapering to the inlet width a ' ; .- .'.
~-~' between the frog and the knee rail~ The groove width between "~
25 frog point and knee rail Is designated by b~ The effective "~
frog point 16 is located at a distance from the theoretical '-.'. .:~........ ' .
mathematical frog point 17 which 'represents the point of .''~
- ~3 -intersection of the imaginary extensiOns of the flanks of -the frog point. A sensor 18 delivering information on an in~
admlssible wear is now arranged between the effectlve frog ~
point 16 and the mathematical frog point 17. Immediately : ~-adjacent the sensor 18 there is arranged a protectlve means 30 in direction to the mathematlcal or, respectively, theoretical frog point 17. - ~
A first embodiment of the sensor 18 has, as is shown in :;
Figures~3 and 4, an actuatlng mem~er 20 being swivelable 10 around an axls ~9. The swlvelling axls ~9 extends in parallel :
relation to the angle bisector 21 of the frog 8, as is shown in Figure 2. rrhe carrier part 22, to which the actuating :
member 20 is swivelably linked, carries a receiving opening 23 for a swltch being actuated by swivelling the actuating ~ -15 member 20. ~ddltionally, there can be provided, as is shown ; : .
in the Figures 3 and 4, a possibility to shift the carrier -:
~-~ part 22 in an essentially vertical direcien in the sense of .. :
the twin arrow 24 for the purpose of detecting devlations in , .
height direction and in particular a collision of the running -~ -` 20 face of the wheel with the switch in a reliable manner~ For ~, this purpose~ the carrier 22 is spring-loaded by a spring 25 ! ~: and a further pressure sensor 26 is provided below the carrier : , ~, ~ ~ for giving a response when the running surface Df the wheel ~ ~
~ ~ ,, - , hits the upper edge 27 of the actuating member. Excessive wear :` 25 or, respectively, non-tolerable underpassing of the guide - --~ -:
~ width 29~which is defined by the distance between the gulde -:
rail 13 and the frog B, is signalized even if the wheel flange ~.
, ~:' ' '.:
~ ~ ~ 3 0 1 2 ~
of a wheel comes into collision with the lateral flanks 28 of the actuating member 20, because the actuating member is~
in this case, swivelled about the axis 19 and the switch within the receiving opening 23 is actuated. In this embodi-5 ment, a protective means is not illustrated. -A modified embodiment of the sensor 18 being shown in Figure 5 in an enlarged scale Is formed of two spring leaves : :
31 including one with the other an acute angle C~ and having arranged~.wirestrain gauges-32 on their side surfaces located at the inner side. The free ends of the spring leaves 31 are bent in outward direction and the wire strain gauges are arranged within the area of the bent portions, noting that ,. . --: . ~
~: the free ends 33 of the spring leaves are fixed on a base plate 34, for example by means of screw connections 35~ The -~
15 acute angle included by the spring leaves 31 corresponds, in -~`. this case, essentially to the flank angle of the frog point, noting that the flanks of the frog are schematically shown in Figure 5 by the dashed lines 36. A similar contour has, ~ ln this case, the protective means 30 located adjacent the .
,~ ~; 20 sensor 18 and in direction to the mathematical frog point~
{i~ From Figure 5, there can also be derived the crowned head 37 being provided at the connecting area of the spring leaves 31.
In Figures 5 and 6 there is shown the manner of mounting .~
- the sensor 18~ which is formed of the two sprlng leaves, : : .
~`: 25 together with the Wire strain gauges arranged thereon on the common base plate 34 in greater detail~ The free ends of the springleaves 31 are, in this case, fixed in bore 38 of the .:-: : .,::~.~. ;, 1 3 3 0 1 2 0 ! ~
~ 15 -base plate 34, while the protective means 30 is connected with the base plate 34 by welding. ~ -~
For the purpose of protecting the spring leave~ 31 and in particular the wire strain gauges 32 arranged on the inner side thereof within the bent area, the free space between the spring leaves 31 is filled with a compound of permanent elasticity, in particular with synthetic resin or foamed material.
. . .
In addition to these basic informations on the wear con-dition of guide rails and, respectively, knee rail and frog, it is possible to obtain a substantially complete supervision of the functional safety of a railway switch via the other sensors schematically shown in Figure 1 and in particular via the pressure cells arranged between the washers and the heads of the frog screws and it is possible to predetermine, on account of the continuous supervision of the drive means for the railway switch and on account of the analogous :
evaluation of~the actual distances being met also in case of a non-contact- -~
ing tongue rail, at an early moment when the next maintainance work has to be made for a railway switch monitored in this manner. It is in particular the continuous measurement of the guide width by means of contacting and non-contacting measuring means which delivers additional information which can not easily be obtained when using exclusively non-contacting measuring means, It is primarily the supervision of defined limit values and guide values during travelling on the rail-way switches which allows to recognize at an early moment 1330~20 - 16 - ~
~ : "
inadmissible load of the frog point. By continuously moni-toring and checklng the pre-tension forces of the screw :
connections by means of pressure cells or wire strain gauges, self-acting loosenlng of screw connections is recognized in time if a defined limit value is underpassed. Also from the conventional manner of monitoring the tongue contact, the tongue structure and tRe tongue opening by means of magnetic fields or inductlon flelds or by means of infrared sensors, any change of the contacting behavior and, respectively, any inadmissible tmderpassing of limit values, in case of surface wear of the tongue rail can, in case of contlnuous supervision and detection, be recognized at an early time.
: . - , . ~ , :
~ Continuous supervision of the swltching forces by means of = the current consumption of the drive motor provides the .15 posslbility to recognize at an early moment wnen lubrication :.::~.~: ;:.:
has again to be effected, so that, in this manner, the . - .
.~ required amount of lubricating agent can be reduced and the contamlnation of the environments resulting from the excessive ; :~
. use of .lubricating agent ls reduced. :~
`, . :~ ,., .. .:
~j~` ',''-`` ~',
Claims (19)
1. Device for determining the condition of railway switches or railway crossings comprising sensors (18) for monitoring the end position of tongue rails (2), in particular for the diagnosis of the wear and for laying down maintenance intervals, characterized in that a sensor (18) is arranged within the area of the theoretical frog point (17) for determining deviations of wheel motion in lateral direction and/or in height direction.
2. Device as claimed in claim 1, characterized in that the sensor (18) is designed as a switch, the actuating member (20) of which is supported for being swivelable around a crossing axis (19) extending in essentially normal relation to the plane of the rail surface or extending essentially in parallel relation to the plane of the rail face and extending in direction of the angle bisector of a frog.
3. Device as claimed in claim 1, characterized in that the actuating member (20) of the switch is given a conical shape and conically flares from the upper edge in downward direction and from the front end in direction to the frog point (8).
4. Device as claimed in claim 1, 2 or 3, characterized in that a further pressure sensor (26) for sensing vertical forces is connected with the bearing support of the actuating member (20).
5. Device as claimed in claim 1, characterized in that the sensor (18) is formed of two spring leaves (31) being connected one with the other to include therebetween an acute angle (a) and having fixed on their side surfaces wire strain gauges (32) and having their free ends (33) fixed on a base plate (34), in particular on a sleeper.
6. Device as claimed in claim 5, characterized in that the free ends (33) of the spring leaves (31) are bent in outward direction and in that the wire strain gauges (32) are arranged at the side surfaces within the area of these bent portions.
7. Device as claimed in claim 5, characterized in that the wire strain gauges (32) are arranged on the mutually facing inner surfaces of the spring leaves (31).
8. Device as claimed in claim 5, characterized in that the sensor (18) has, within the connecting area of the spring leaves (31), a head (37), in particular a crowned head.
9. Device as claimed in any one of the claims 5 to 8, characterized in that the free space formed between the spring leaves (31) is filled out with a compound of permanent elasticity, in particular synthetic resin or foamed material.
10. Device as claimed in any one of the claims 2, 3, or 5 to 8, characterized in that the acute angle (.alpha.) included between the spring leaves (31) or, respectively, the angle between the flanks (28) of the swivelable sensor (18) essentially corresponds to the flank angle of the frog point.
11. Device as claimed in any one of the claims 1 to 3 or 5 to 8, characterized in that a sensor (18) is arranged between the theoretical frog point (17) and the effective frog point (16).
12. Device as claimed in any one of the claims 1 to 3 or 5 to 8, characterized in that a rigid protective means (30) is arranged in direction to the theoretical frog point (17).
13. Device as claimed in claim 1, characterized in that the sensor is designed as a non-contact sensor, in particular as an IR-sensor.
14. Device as claimed in any one of the claims 1 to 3, or 5 to 8 or 13, characterized in that sensors known per se for supervising the minimum distance of the guide rail (13) from the tongue rail (2) are additionally provided at a distance from the end of the tongue rail.
15. Device as claimed in any one of the claims 1 to 3, 5 to 8 or 13, characterized in that a means, in particular an ammeter, determining the current input is connected with the current supply of the drive means for the railway switch, the measured value of said means being monitored during the time of the switching operation and being indicated in an indicating device (12).
16. Device as claimed in any of the claims 1 to 3, 5 to 8 or 13, characterized in that pressure sensors for supervising the fixation of the frog screws are additionally arranged, in particular between screw head and washers, and are connected via measuring conduits with an evaluating circuit (5).
17. Device as claimed in any one of the claims 1 to 3, 5 to 8 or 13, characterized in that the sensors for monitoring the end position of the tongue rails (2) are, in a manner known per se, designed as non-contact sensors, in particular as inductive sensors or IR-sensors, and in that the signal indicating the contact of the tongue rail on a stock rail as well as the signal indicating a distance from the contact position is supplied to an evaluating circuit (5).
18. Device as claimed in any one of the claims 1 to 3, 5 to 8 or 13, characterized in that, by arranging mechanical sensors for supervising the contact of the tongue rail over the total length, conclusions on the wear condition or, respectively, the penetration of foreign bodies between stock rail and tongue rail (2) are possible by evaluating the distance from the contacting position.
19. Device as claimed in any one of claims 1 to 3, 5 to 8 or 13, characterized in that, by arranging a non-contact sensor or, respectively, a mechanical sensor within the area of the narrowest passage between stock rail and tongue rail (2), there is recognized underpassing of the limit value for the distance in continuous operation and there can be prevented damaging of a component by starting measures in time.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT139588A AT396843B (en) | 1988-05-27 | 1988-05-27 | Device for detecting the condition of points (switches) or crossings |
| ATA1395/88 | 1988-05-27 | ||
| AT0270888A AT399401B (en) | 1988-05-27 | 1988-11-03 | DEVICE FOR DETECTING THE CONDITION OF RAILS OR CROSSINGS |
| ATA2708/88 | 1988-11-03 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1330120C true CA1330120C (en) | 1994-06-07 |
Family
ID=25595736
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000600845A Expired - Fee Related CA1330120C (en) | 1988-05-27 | 1989-05-26 | Device for determining the condition of railway switches or railway crossings |
Country Status (14)
| Country | Link |
|---|---|
| US (1) | US4986498A (en) |
| EP (1) | EP0344145B1 (en) |
| JP (1) | JPH0818556B2 (en) |
| AT (2) | AT399401B (en) |
| AU (1) | AU608981B2 (en) |
| CA (1) | CA1330120C (en) |
| DE (1) | DE58907323D1 (en) |
| ES (1) | ES2052970T3 (en) |
| FI (1) | FI90847C (en) |
| LV (1) | LV10518B (en) |
| MD (1) | MD311C2 (en) |
| NO (1) | NO174090C (en) |
| RU (1) | RU2013262C1 (en) |
| UA (1) | UA25968A1 (en) |
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| US5116006A (en) * | 1989-09-11 | 1992-05-26 | Ocampo Salvador C | Safety detector for railroad switch points with remote contact mechanism |
| US5192038A (en) * | 1989-09-11 | 1993-03-09 | Ocampo Salvador C | Safety detector for railroad switch points with visual indicator mechanism |
| AT399851B (en) * | 1991-05-08 | 1995-08-25 | Vae Ag | METHOD FOR MONITORING THE CONDITION OF RAILS |
| AT399483B (en) * | 1992-06-17 | 1995-05-26 | Voest Alpine Eisenbahnsysteme | DEVICE FOR DETECTING DEVIATIONS OF THE CYCLING FOR RAILWAYS OR CROSSINGS |
| EP0575942A3 (en) * | 1992-06-23 | 1995-10-25 | Hitachi Ltd | Display apparatus and method |
| AT399696B (en) * | 1992-11-04 | 1995-06-26 | Alcatel Austria Ag | SWITCH DRIVE |
| FR2745543B1 (en) * | 1996-02-29 | 1998-05-22 | Cogifer | RAILWAY NETWORK MONITORING SYSTEM |
| AT407983B (en) * | 1996-03-12 | 2001-07-25 | Vae Ag | DEVICE FOR DETECTING THE POSITIONS OF SWIVELABLE PARTS OF A SWITCH |
| US5806809A (en) * | 1997-03-12 | 1998-09-15 | Danner; Don D. | Railroad switch point position sensing system and method |
| AT407982B (en) * | 1999-07-15 | 2001-07-25 | Vae Ag | DEVICE FOR DETECTING DEVIATIONS OF A CYCLING FOR RAILWAYS OR CROSSINGS |
| US6427949B1 (en) * | 2001-01-23 | 2002-08-06 | Alstom Signaling, Inc. | Contactless point detection system for railroad switch |
| US10308265B2 (en) | 2006-03-20 | 2019-06-04 | Ge Global Sourcing Llc | Vehicle control system and method |
| US9733625B2 (en) | 2006-03-20 | 2017-08-15 | General Electric Company | Trip optimization system and method for a train |
| US6588710B1 (en) * | 2002-07-19 | 2003-07-08 | Philip A. Taylor | Railroad trackwork switch point position status indicator |
| KR100501463B1 (en) * | 2002-11-07 | 2005-07-18 | 경봉기술(주) | Monitoring system for point machine and methods thereof |
| US9950722B2 (en) | 2003-01-06 | 2018-04-24 | General Electric Company | System and method for vehicle control |
| AT6379U3 (en) * | 2003-05-09 | 2005-06-27 | Vae Eisenbahnsysteme Gmbh | DEVICE FOR REMOTELY MONITORING SOFT DRIVES |
| US7513335B2 (en) * | 2003-05-29 | 2009-04-07 | Tranergy Corporation | Railroad switch lubricator |
| DE102004014282C5 (en) * | 2004-03-22 | 2008-06-12 | Db Netz Ag | Diagnosis and condition monitoring in the overflow area of switches, rigid frogs and crossings |
| US9956974B2 (en) | 2004-07-23 | 2018-05-01 | General Electric Company | Vehicle consist configuration control |
| EP1897778B8 (en) * | 2005-05-13 | 2011-09-21 | Railtech Sufetra, S.A. | Method and device for checking the tightness of railway track anchors |
| US7575201B2 (en) * | 2005-08-18 | 2009-08-18 | General Electric Company | System and method for detecting a change or an obstruction to a railway track |
| US9828010B2 (en) | 2006-03-20 | 2017-11-28 | General Electric Company | System, method and computer software code for determining a mission plan for a powered system using signal aspect information |
| JP2009053937A (en) * | 2007-08-27 | 2009-03-12 | Asyst Technologies Japan Inc | Conveyance system and method for controlling conveyance system |
| DE102008008578B3 (en) * | 2008-02-11 | 2009-08-20 | Deutsche Bahn Ag | Method for determining dynamic wheel strength during passage of railway vehicle on core of guide, crossing or crossing guide of rail traffic way, involves measuring concentrated loads on all strength-deriving places with passage of train |
| US8914171B2 (en) | 2012-11-21 | 2014-12-16 | General Electric Company | Route examining system and method |
| CN103129584B (en) | 2011-11-30 | 2016-02-03 | 国际商业机器公司 | Switch monitor method and system, railway line management method and system |
| AU2013299501B2 (en) | 2012-08-10 | 2017-03-09 | Ge Global Sourcing Llc | Route examining system and method |
| US9702715B2 (en) | 2012-10-17 | 2017-07-11 | General Electric Company | Distributed energy management system and method for a vehicle system |
| US9255913B2 (en) | 2013-07-31 | 2016-02-09 | General Electric Company | System and method for acoustically identifying damaged sections of a route |
| RU2652673C1 (en) * | 2017-04-26 | 2018-04-28 | Открытое акционерное общество "Радиоавионика" | Method of identification of switch points and position of rail tongue |
| WO2019086095A1 (en) * | 2017-10-30 | 2019-05-09 | Konux Gmbh | Data fusion concept |
| DE102018219137A1 (en) * | 2018-11-09 | 2020-05-14 | Siemens Mobility GmbH | Switch drive arrangement and method for switch diagnosis |
| SE545220C2 (en) * | 2020-06-03 | 2023-05-30 | Luleaa Tekniska Univ Avd Foer Drift Och Underhaallsteknik | Method for measuring damage to track switches and train wheels in switching devices |
| RU2757508C1 (en) * | 2021-04-13 | 2021-10-18 | Открытое акционерное общество "Объединенные электротехнические заводы" | Turnout screw drive |
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| US3300602A (en) * | 1963-09-04 | 1967-01-24 | Seymour H Raskin | Position indicating switch means |
| JPS5253451A (en) * | 1975-10-27 | 1977-04-30 | Nippon Signal Co Ltd:The | Detector for irreguarities of locking rods in railroad switch |
| SE396425B (en) * | 1976-01-19 | 1977-09-19 | Elektromekano Bredaryd | SPARVEXEL |
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| DE8601185U1 (en) * | 1986-01-18 | 1987-06-25 | Quante Fernmeldetechnik Gmbh, 5600 Wuppertal, De |
-
1988
- 1988-11-03 AT AT0270888A patent/AT399401B/en not_active IP Right Cessation
-
1989
- 1989-05-19 DE DE89890151T patent/DE58907323D1/en not_active Expired - Lifetime
- 1989-05-19 AT AT89890151T patent/ATE103546T1/en not_active IP Right Cessation
- 1989-05-19 EP EP89890151A patent/EP0344145B1/en not_active Expired - Lifetime
- 1989-05-19 ES ES89890151T patent/ES2052970T3/en not_active Expired - Lifetime
- 1989-05-24 US US07/356,303 patent/US4986498A/en not_active Expired - Lifetime
- 1989-05-25 AU AU35167/89A patent/AU608981B2/en not_active Expired
- 1989-05-26 NO NO892144A patent/NO174090C/en not_active IP Right Cessation
- 1989-05-26 RU SU894614152A patent/RU2013262C1/en active
- 1989-05-26 FI FI892591A patent/FI90847C/en not_active IP Right Cessation
- 1989-05-26 JP JP1134492A patent/JPH0818556B2/en not_active Expired - Fee Related
- 1989-05-26 CA CA000600845A patent/CA1330120C/en not_active Expired - Fee Related
- 1989-05-26 UA UA4614152A patent/UA25968A1/en unknown
-
1992
- 1992-12-30 LV LVP-92-626A patent/LV10518B/en unknown
-
1994
- 1994-09-12 MD MD94-0368A patent/MD311C2/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| ES2052970T3 (en) | 1994-07-16 |
| UA25968A1 (en) | 1999-02-26 |
| DE58907323D1 (en) | 1994-05-05 |
| ATA270888A (en) | 1994-09-15 |
| NO174090B (en) | 1993-12-06 |
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| ATE103546T1 (en) | 1994-04-15 |
| US4986498A (en) | 1991-01-22 |
| AT399401B (en) | 1995-05-26 |
| EP0344145A1 (en) | 1989-11-29 |
| FI892591A0 (en) | 1989-05-26 |
| FI892591A (en) | 1989-11-28 |
| LV10518B (en) | 1995-06-20 |
| RU2013262C1 (en) | 1994-05-30 |
| NO892144L (en) | 1989-11-28 |
| AU3516789A (en) | 1989-11-30 |
| FI90847B (en) | 1993-12-31 |
| NO174090C (en) | 1994-03-16 |
| EP0344145B1 (en) | 1994-03-30 |
| MD311B1 (en) | 1995-10-31 |
| LV10518A (en) | 1995-02-20 |
| JPH0818556B2 (en) | 1996-02-28 |
| FI90847C (en) | 1994-04-11 |
| AU608981B2 (en) | 1991-04-18 |
| JPH0224263A (en) | 1990-01-26 |
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