WO2019117716A1 - Système d'évaluation de traction entre un rail et une roue et procédé d'évaluation correspondant - Google Patents

Système d'évaluation de traction entre un rail et une roue et procédé d'évaluation correspondant Download PDF

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Publication number
WO2019117716A1
WO2019117716A1 PCT/NL2018/050833 NL2018050833W WO2019117716A1 WO 2019117716 A1 WO2019117716 A1 WO 2019117716A1 NL 2018050833 W NL2018050833 W NL 2018050833W WO 2019117716 A1 WO2019117716 A1 WO 2019117716A1
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WIPO (PCT)
Prior art keywords
wheel
rail
sensor
assessment
train
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Ceased
Application number
PCT/NL2018/050833
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English (en)
Inventor
Harm MEDENDORP
Tim BERRIER
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Laser Tribology BV
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Laser Tribology BV
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Publication of WO2019117716A1 publication Critical patent/WO2019117716A1/fr
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed

Definitions

  • the invention relates to methods and systems for assessment of traction between a rail and a wheel driven thereon.
  • tribometer Such systems are known in the art and are commonly referred to as tribometer.
  • a known tribometer is a hand operated tribometer. This is a relatively simple device which can be hand held and can measure traction with a very low accuracy and depends very much on the operator.
  • a more elaborate system for assessment of rail traction is a rail vehicle specifically designed for the purpose and is known as a Tribo Train, designed by
  • EP2899086 discloses a slip ratio estimation device and method, in which an estimation is made of slip. It has been found that the estimation will lead to significant errors in the outcome, which can lead to a deviation between the estimated slip and the actual slip of for example 1 % or more. Which will lead to a difference in for example braking distance at
  • W02009/113001 discloses a system and method for measuring i.a. slip of a wheel of a vehicle, using a Laser Surface Velocimeter (LSV) method, measuring laser light reflecting off a surface on which the relevant wheel is driving.
  • LSV Laser Surface Velocimeter
  • An aim of the present disclosure is to provide for system for assessment of traction between a wheel and a rail.
  • An aim of the present disclosure is to provide for a method for assessment of traction between a rail and a wheel driven thereon.
  • An aim of the present disclosure is to provide for a system and method for aiding in control of train management.
  • An aim of the disclosure is to provide for a system and method for adjusting engine management and/or brake management of a train based at least on traction assessment.
  • At least one of these aims is at least in part achieved with a method and/or system according to the disclosure.
  • a system according to the disclosure can be
  • a processing unit can be provided for processing data acquired by the system for calculating available traction.
  • friction force, rotational speed and linear speed sensor systems can be provided, which can be individual sensor systems for the forces and the speeds or combined sensors, for example a single sensor system for both rotational and linear speed and a single sensor system for both normal force and friction force.
  • the forces can be measured using stress and/or strain measurement in the wheel and/or an axes to which the wheel is connected.
  • speeds of the wheel relative to the rail can be measured using a laser system, such as a Doppler based laser system. Such system is especially advantageous for measurement of accurate linear speed.
  • the sensors for at least sensor systems for assessment of rotational speed and/or linear speed can be designed for measurement of or at least assessment of at least one of and preferably both of the rotational speed and the linear speed at a contact area between the wheel and the rail.
  • a method according to the disclosure can comprise assessment of traction between a rail and a wheel on the rail, wherein at least a normal force of the wheel on the rail, a friction force between the wheel and the rail and a difference between the rotational speed of the wheel and a linear speed of the wheel relative to the rail are assessed.
  • the data acquired by the system is used in calculating available traction.
  • a method according to the disclosure can comprise assessing rotational speed of the wheel and/or linear speed of the wheel using a laser Doppler based system, especially a laser Doppler anemometry based system, preferably for assessment of both rotational speed and linear speed.
  • a method according to the disclosure can comprise assessment of traction or available traction between a wheel of a train and a rail on which said wheel is driven, for example by assessing momentary slip between said wheel and said rail, and providing the outcome of said assessment to an engine management and/or braking management of said train and/or providing said outcome to a train track management system for managing multiple trains on a track system.
  • ground speed of the rail vehicle and especially a relevant wheel using a non-laser reflection based system especially an image based system, such as a Correvit sensor, with which ground speed (V2) can be measured by image analyses of sequential images taken of the rail.
  • Fig. 1A and B schematically show a wheel mounted on an axle, in perspective view (fig. 1A) and in side view (fig IB) showing different forces and speeds;
  • Fig. 2 shows in perspective side view schematically a wheel on an axle, provided with sensors
  • Fig. 3 shows schematically a wheel on a rail, in side view, with sensors provided for measurement of at least one speed component
  • Fig. 4 shows schematically part of a tribometer according to the disclosure, for off track measurements
  • Fig. 5 shows schematically a Stribeck type curve
  • Fig. 6 shows schematically a traction curve for a train
  • Fig. 7 shows schematically a feedback display for traction
  • Fig. 8 shows schematically a mapping of historical data obtained with a system and/or method according to the disclosure
  • Fig. 9 shows schematically a system according to the disclosure comprising a processing unit connected to a management system;
  • Fig. 10 shows schematically an alternative system for measuring ground speed (V2 and rotational speed (VI) of a wheel.
  • a train has to be understood as a vehicle or a series of coupled vehicles, driven on a track comprising at least one rail.
  • a train wheel has to be understood as a wheel of such train, preferably a driven wheel.
  • Such wheel can be a wheel mounted to, especially fixed to an end of a wheel axle.
  • Such wheel can be fixed to the axle such that it cannot rotate relative to the axle.
  • a force aiming to rotate the wheel relative to the axle would result in torque in at least the axle.
  • the wheel and rail will be made of metal.
  • a system 100 for assessment of available traction between a rail 2 and a wheel 1 on the rail 2, the system can be designed for assessment of at least a normal force Q of the wheel 1 on the rail 2, a friction force X between the wheel 1 and the rail 2 and a difference between the rotational speed VI of the wheel 1 and a linear speed V2 of the wheel 1 relative to the rail 2.
  • a processing unit 101 can be provided for processing data acquired by the system 100 for calculating available traction T.
  • a first sensor system 9 for assessment of the normal force Q and the friction force X.
  • a second sensor system 12 can be provided for measuring the rotational speed Vi and the linear speed V2. The second sensor system 12 can be provided for
  • the processing unit 101 can be designed for receiving and processing data received from the sensor systems 9, 12, and calculating available traction T for the wheel 1 on the rail 2.
  • a processing unit 101 has to be understood at least as a single unit or a series of cooperating units, for electronically processing data received from one or more sensor systems.
  • the processing unit 101 can be designed for determining a Stribeck curve for the wheel 1.
  • the processing unit 101 can be coupled to a management system 102, for example an engine management system 103 and/or a brake management system 104, for at least aiding in operation of an engine of the train and/or brakes of the train. Additionally and/or alternatively the data received and processed could be used in a train operating process, such as for example for planning, time table systems, track use, train assembling and the like.
  • a management system 102 for example an engine management system 103 and/or a brake management system 104, for at least aiding in operation of an engine of the train and/or brakes of the train.
  • the data received and processed could be used in a train operating process, such as for example for planning, time table systems, track use, train assembling and the like.
  • contact between a wheel and a rail has to be understood as including but not limited to direct contact, that is for example metal on metal contact, or indirect contact, for example through a lubricant and/or friction lowering or increasing substance and/or dirt on the rail and/or the wheel.
  • one or more sensors are used for measuring at least a rotational speed Vi of a wheel 1 and linear speed V2 of the wheel 1 relative to a rail 2.
  • rotational speed Vi has to be understood as the speed, for example in meter/second (m/s), of a contact surface portion 3 of the wheel 1.
  • a contact surface portion 3 may be defined as a portion of the wheel which will make contact with the rail 2, at a contact area CA between the wheel 1 and the rail 2, at the relevant surface area 4 of the rail 2.
  • the contact surface portion 3 will extend circumferentially around the wheel, and may have a width perpendicularly to the rail surface 4, substantially parallel to a longitudinal axis Y - Y of the axle.
  • the contact area CA may be substantially a point contact, a line contact or a small surface contact.
  • the rotational speed can be measured directly by a relevant sensor system, or can be calculated based on other parameters measured, such as for example a rotating speed of the wheel or the axle, for example in degree or radial per second, and the diameter of the wheel measured at the contact surface portion 3.
  • linear speed V2 has to be understood as a speed, for example in m/s, of the wheel 1 measured parallel to a longitudinal direction LD of the rail 2, measured at or near the contact area CA.
  • the linear speed V2 can be measured directly or indirectly, or can be calculated based on other parameters.
  • a linear speed V2 is measured directly by using a sensor system mounted on a train to which the wheel is attached, sensing displacement of at least one sensor along the rail in said longitudinal direction LD.
  • Slip S is the relative motion between a train wheel 1 and the rail surface 3 it is moving on. This shp S can be generated either by the wheels rotational speed being greater or less than the free-rollin speed. This is usually described as percent shp.
  • a difference in rotational speed between a free rotating axle and a braked/driven axle of a train can be used to detect slip with the use of tachometers.
  • slip S can be determined based on the difference in speed of the train in the longitudinal direction LD of the rail measured using satelhte based positioning, such as GPS, with rotating speed of the train-wheel, for example measured using a tachometer. A more accurate measurement can be obtained with an absolute measurement, especially by the use of a laser based sensor system, such as Laser Surface Velocimeters.
  • a normal force Q will be understood at least as a substantially vertical force, for example in Newton (N), substantially perpendicular to the longitudinal axis Y - Y of the axle 5 and substantially perpendicular to the contact area CA.
  • a friction force X for example measured in N, will be understood at least as a force due to friction between the wheel 1 and the rail 2 in or at the contact area CA,
  • the friction force will depend at least on the Coefficient of Friction between the wheel and the rail and/or any layer provided between the two in the contact area CA, and the normal force Q.
  • Fig. 1A and B schematically show a wheel 1 mounted on an axle 5, in perspective view (fig. 1A) and in side view (fig IB) showing different forces Q, X and speeds Vi and V2.
  • fig. 1A and B only one wheel 1 is shown, at one end 5A of the axle 5.
  • another wheel may be mounted to the opposite end of the axle 5 (not shown) which may or may not be the same as the wheel as shown.
  • the wheel 1 can be a driven wheel 1, for example driven by an engine 6 of a train 7 to which the axle 5 is mounted, or by a different engine or motor, for example a motor dedicated to the measuring system 100 comprising the wheel 1 and relevant sensors 10, 15, 16 as will be discussed further hereafter.
  • Fig. 2 shows in perspective side view schematically a wheel on an axle, provided with sensors 10 of a first sensor system 9, for measuring the normal force Q and frictional force X.
  • a plurality of first sensors 10 is fitted to the wheel, for example in or on a surface of the wheel 1, especially a side surface 11 thereof.
  • the relevant side surface 11 can for example be a surface 11 facing the axle 5.
  • the first sensors 10 can be designed for measuring stress and/or strain in the wheel.
  • the sensors 10 can for example comprise or be formed by strain gauges 10A or the like, which can be spaced regularly, for example over the surface 11 of the wheel 1.
  • the first sensors such as strain gauges 10 can be coupled to a control unit 13, for example provided in a closed housing 14, shielded from the environment.
  • the control unit 13 can comprise a transmitter for wireless transmitting data obtained from the first sensors 10, as raw data and/or as data processed by the control unit, to the processing unit 101.
  • WO2006/1298878 discloses a mathematical process for calculating, among others, a vertical or normal force F i and a horizontal or friction force F2 from data obtained from sensors as arranged in general as disclosed in fig. 2 of the present disclosure, especially from first sensors 10 as described, especially strain gauges 10A.
  • WO2006/128878 such calculations can be used for defining the normal force Q and the friction force X, represented in WO2006/128878 as forces FI and F2.
  • the first sensors 10, 10A and the control unit 13 can be designed according to WO2006/128878.
  • Fig. 3 shows schematically a wheel 1 on a rail 2, in side view, with sensors 15, 16 of a second sensor system 12, provided for measurement of at least one speed component, especially rotational speed Vt and linear speed V2.
  • the second sensor system 12 especially the sensors 15, 16, which can be referred to as second and third sensor 15, 16
  • the second and third sensors 15, 16 can for example be designed as laser based sensors 15, 16. For example laser surface velocimeters.
  • the second and third sensor 15, 16 are designed as laser based velocimeters, using Doppler effect measurement as known in the art, which can also be referred to as Laser Doppler
  • LDA Anemometry
  • LDA Laser Doppler anemometry
  • LDA crosses two beams of collimated, monochromatic, and coherent laser light on a surface being measured.
  • the two beams are preferably obtained by splitting a single beam 17 of a laser 18, ensuring coherence between the two beams.
  • Lasers 18 with wavelengths in the visible spectrum are commonly allowing a beam path of the beam 17 or beams to be observed.
  • a transmitting optics 16 A, 17A focuses the beams 17 to intersect at a focal point, where they interfere and generate a set of straight fringes.
  • the relative speed Vi, V2 As irregularities on the surface 3, 4 of which the relative speed Vi, V2 is to be measured move along the fringes, they reflect laser light from the beams 17 that is then collected by a receiving optics 15B, 16B of the relevant sensor 15, 16 and focused on a photodetector thereof.
  • the reflected light fluctuates in intensity, the frequency of which is equivalent to the Doppler shift between the incident and scattered light, and is thus proportional to the component of the surface velocity Vi , 2 which lies in the plane of two laser beams 17.
  • the second sensor 15 for measurement of the rotational speed Vi is positioned next to the wheel 1, to the front of the wheel 1 or to the rear of the wheel 1, seen in a direction of movement F of the train moving“forward”, in fig. 3 indicated as a direction F to the right of the drawing.
  • the optics 15A, 15B are directed to the surface area 3 of the wheel 1, for example at a level Li crossing a centre C of the wheel 1.
  • the laser beams 17 from the sensor 15 are thus directed directly onto the relevant surface area 3 of the wheel and thus the speed of said surface relative to the sensor 15 can be measured, as the rotational speed Vi of the wheel 1.
  • the third sensor 16 for measurement of the linear speed V2 is positioned such that the optics 16A, 16B are directed such that the laser beams 17 are directed towards close by and preferably at the contact area CA between the wheel 1 and the rail 2. With this arrangement the relative speed of the rail 2 relative to the sensor 16 can be measured accurately.
  • the wheel 4 can be determined by the dimensions of the wheel and can therefore be dependent on the wheel geometry. It is preferred to measure the linear speed, representative for the velocity of the train, close to the contact area CA of the wheel 1 to avoid inaccuracies which may result from creep forces. Relatively close should in this description preferably be understood as less than about the radius R of the wheel 1, measured near the contact surface portion 3, more preferably less than about three quarters of said radius R, such as for example between halve and one eight or less of said radius R.
  • the second and third sensors 15, 16 are connected to the processing unit 101 too, in order to transmit the relative data obtained with the LDA for processing.
  • Fig. 5 schematically shows a Stribeck type curve which can be estabhshed by the processing unit 101.
  • a basic Stribeck curve can be determined. This allows to determine in what type of lubrication regime a train is operating and what the optimal tractive effort is or can be. It is known that what the maximal tractive capacity a train is, is determined primarily, and especially as far as the present disclosure is concerned, by the regime in which a train is operating, which can be distinguished as boundary lubrication BL, mixed lubrication ML or elasto- hydrodynamic lubrication EHL. Graphs can be calculated in a known manner for isothermal and for thermal circumstances.
  • the traction effort can be optimized, especially maximized, for example in low friction environments.
  • the system can be used to reduce wear and tear of the wheel-rail interface (Rolling Contact Fatigue), especially in high friction environments and/or it can be used to reduce the waste of energy, for example in medium-to-low friction
  • Fig. 6 schematically shows a traction curve for a train. Along the vertical axis the Coefficient of friction (COF) is shown, whereas along the horizontal axis the slip S, especially percent slip S% is shown.
  • the coefficient of friction (COF) can be defined as the usable force for traction divided by the force of the weight on the wheel, i.e. the normal force Q.
  • the usable traction can hence be defined as the COF times the normal force Q.
  • a feedback system 107 can be used in which data obtained by and/or processed by the processing unit 101 can be used for feedback to for example a train operator, for example for engine management and/or brake management, for control of the speed of the train, for example based on available traction and a traction curve as shown.
  • an optimal traction curve as shown can be determined for a given efficiency, capacity, maintenance and safety of the rail network.
  • Each country historically has its own optimal range for a traction coefficient of a rail system.
  • a range between m 0.15 and m 0.35 is most common in use.
  • a feedback system 107 can for example comprise a simple sound indicator and/or a visual indicator for the train driver when he approaches the for example 90% of a predetermined maximum COF and for example an another sound and/or visual signal at reaching the maximum COF (D). This can also or alternatively be used automated by directly inputting the signal(s) into an engine and/or braking management system of a train.
  • An auditive and/or visual feedback system 107 can be provided in the cabin of a driver, as for example as shown in figure 7.
  • visual feedback system 107 as for example shown in fig. 7 different areas can be indicated, for example for a traction too low, a traction good and a traction too high.
  • This provides the driver or engine management system and/or braking system with information on the bases of which the train speed can be adjusted and/or traction can be improved, for example by applying friction increasing means to the wheel-rail interface or contact area CA, such as sand or gel, and/or cleaning the surface 4 of the rail 2 and/or the surface portion 3 of the wheel 1.
  • a train driver and/or rail-operator can be given a heatmap of historical data, as for example shown in fig. 8, which may at least in part be obtained with a system 100 according to the disclosure, to plan out a current driving strategy and/or an optimal daily routing for the rail operator.
  • These heatmaps can average out, for example to have a day by day or a week-by week planning for the rail -planners and can be used to further minimize the maintenance and maximize the efficiency, capacity, safety of the rail networks.
  • the heatmap can for example be used for planning train schedules, optimizing train travel times, energy consumption and/or use of traction increasing means, such as for example gel, sand or rail cleaning equipment.
  • Fig. 9 shows schematically in a block diagram a system according to the disclosure comprising a processing unit 101 connected to a
  • management system 106 for example a train operation management system, an engine management system and/or a brake management system.
  • the first and second sensor systems 9, 12 can be coupled to the processing unit 101, for example through a control unit as discussed, for example by wire or wireless.
  • management system may comprise friction increasing means, such as a well known sand box for providing friction increasing sand or gel onto the rail surface for increasing traction, or similar means.
  • Fig. 10 discloses an alternative embodiment of a part of a system according to the disclosure, to that of fig. 3, in which however in
  • a camera based system 160 is used.
  • a laser based system 15 is used in combination with a laser based system 15 as discussed for measuring the rotational speed VI of the wheel.
  • the laser light is reflected of the rail. This is dangerous for both personnel and bystanders, for example because of the risk of eye damage.
  • ground speed (V2) is measured with a laser, the light should be bright enough for when the rail is rusty (high hght absorbing up to 90% of light), but when the rail is highly used, polished by the metal-metal contact of the wheels on the rail, the rail is highly reflective (absorbing less than 1%) a LSV capable of measuring on rusty rail uses too much power, or loses significant accuracy.
  • the high power laser light reflecting of the rail will at least in part be reflected to the surroundings of the vehicle and possibly into the vehicle, resulting in said danger for injury.
  • Fig. 10 shows schematically such camera based system 160 for measuring ground speed V2, using a camera 161 connected to a grabber 162 and a vision system 163.
  • Such camera based system can for example be based on a Correvit sensor, as for example provided by lustier Group, Switzerland, and as for example described in US9221481.
  • the system 160 comprises for example a digital camera 161 delivering a sequence of digital images of an environment of the vehicle, especially at least the rail and an apparatus that determines the apparent motion of at least one visual index, called a primitive, between two images delivered by the image capture apparatus, so as to determine the apparent motion of said at least one visual index; and an apparatus that estimates speed and/or the position of the vehicle on the basis of the apparent motion of the at least one visual index.
  • a sequence of timed images is taken by the camera 161, of at least the rail 2 on which the wheel 3 is driving, which are fed into the grabber 162 and processed by the vision system 163, using an algorithm analysing the differences between the images and calculating the relative displacement and speed from the different images.
  • a camera based sensor system 160 for measuring the ground speed V2 can be combined with an LSV based system for measuring rotational speed VI, since here the reflection can easily be controlled, as well as the power of the laser, or with another type of sensor system 15 for measuring the rotational speed VI, for example also camera based.
  • LSV for rotational speed VI and camera or vision based system such as but not limited to a Correvic system for measuring ground speed V2 gives an unprecedented accuracy in slip.
  • a 0.01% difference can have an impact of 0.01 mu or 0.1 m/s A 2 acceleration differences.
  • lateral force Y can be measured on a wheel 3. It has been found that this force Y can provide valuable information about track condition as well. With a GPS sensor the actual position of a wheel on the track can be defined, whereas the ground speed V2 can be calculated in that position. Each time the vehicle with the present system passes the same part of a track, all forces acting on the wheel and the track and how they interact can be registered, besides information on the friction in the heat map. With this information, track alignment can be checked. Frequent high forces are early warning indicators for repairs regarding Rolling Contact Fatigue which determine the lifetime of a railway. Lateral forces Y can therein be used as an indicator for misalignment of tracks.
  • the invention is by no means limited to the embodiments as specifically disclosed herein. Many variations thereof are possible within methods or systems of the disclosure, within the scope as defined by the claims.
  • different sensors can be used as first, second and/or third sensors.
  • a torque sensor can be used in stead of or next to strain gauges as first sensors.
  • the number of rotations of the wheel can be measured in a given time frame, on the bases of which the rotational speed can be calculated using the radius of the wheel at the desired contact surface area 3 of the wheel for linear speed alternatively or additionally other sensors or sensor systems can be used, such as for example
  • sensors are shown of one wheel on an axle. However, also multiple wheels can be provided with some or all of such sensors, for example wheels on opposite ends of an axle. Communication between sensors and a control unit and/or a processing unit and/or a management system can be obtained differently, for example by wire based systems, wireless based systems or combinations thereof, wherein at least two of the control unit, the processing unit and the management system can be integrated.
  • the or each wheel can be provided on a dedicated measurement train or wagon for integration in a train. Alternatively the or each wheel can be the wheel of a further standard train, such as a passenger train or a freight train.
  • a train according to the disclosure could be a different type of rad bound vehicle, such as a crane, a monorad vehicle or a transport cart.
  • the wheel can be a free rotating or free floating” wheel, for example a rodercoaster cart, for which traction and especially negative traction may be relevant.
  • traction can be assessed, for a wheel on a rail, both for acceleration and for deceleration of the wheel, for example for braking.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

L'invention concerne un système de mesure permettant d'évaluer la traction disponible entre un rail et une roue sur le rail, le système étant conçu pour évaluer au moins une force normale de la roue sur le rail, une force de frottement entre la roue et le rail et une différence entre la vitesse de rotation de la roue et une vitesse linéaire de la roue par rapport au rail, et une unité de traitement permettant de traiter des données acquises par le système afin de calculer une traction disponible.
PCT/NL2018/050833 2017-12-12 2018-12-12 Système d'évaluation de traction entre un rail et une roue et procédé d'évaluation correspondant Ceased WO2019117716A1 (fr)

Applications Claiming Priority (2)

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NL2020072 2017-12-12
NL2020072A NL2020072B1 (en) 2017-12-12 2017-12-12 System for assessment of traction between a rail and a wheel and method for assessment of the same

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WO2019117716A1 true WO2019117716A1 (fr) 2019-06-20

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Cited By (2)

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JP2022139736A (ja) * 2021-03-12 2022-09-26 パナソニックＩｐマネジメント株式会社 計測装置、およびプログラム
DE102021204088A1 (de) 2021-04-23 2022-10-27 Siemens Mobility GmbH Verfahren zur Bestimmung des Bewegungszustands eines Schienenfahrzeug-Rads

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JP2022139736A (ja) * 2021-03-12 2022-09-26 パナソニックＩｐマネジメント株式会社 計測装置、およびプログラム
JP7759574B2 (ja) 2021-03-12 2025-10-24 パナソニックＩｐマネジメント株式会社 計測装置、およびプログラム
DE102021204088A1 (de) 2021-04-23 2022-10-27 Siemens Mobility GmbH Verfahren zur Bestimmung des Bewegungszustands eines Schienenfahrzeug-Rads
US12384433B2 (en) 2021-04-23 2025-08-12 Siemens Mobility GmbH Method and arrangement for determining the movement state of a rail vehicle wheel

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