JP4436188B2 - Railway wheel tread abnormality detection method and apparatus - Google Patents

Description

  The present invention relates to a method for detecting an abnormality occurring on a wheel tread of a railway vehicle and an apparatus therefor. According to the method and apparatus of the present invention, it is possible to automatically detect abnormalities on the wheel treads from the ground side, such as flats and peeling, which cause noise and vibration in railway vehicles.

  Various devices that automatically detect abnormalities of the wheel treads from the ground side have been disclosed in the past, but many of them are detected in units of vehicle carriages and are not easy to detect in units of wheels.

  Usually, a truck used in a railway vehicle has a front wheel and a rear wheel held at intervals of about 2 m to 2.4 m, and these wheels roll on a continuous rail at high speed. For this reason, it is difficult to determine from which wheel the generated noise and vibration are caused by measurement from the ground side.

  On the other hand, Japanese Patent Publication No. 5-656 discloses a device capable of detecting an abnormality of a wheel tread surface by wheel unit, not by vehicle unit. As shown in FIG. 4, this apparatus measures the vibration of the rail caused by the abnormality of the wheel tread with a vibration accelerometer fixed to the rail. Here, the measurement section having a distance corresponding to one rotation of the wheel on the rail 20 is divided into two sections, the A section and the B section, and the vibration accelerometers a and b are fixed at the centers of the sections, respectively, on the boundary line of these sections The wheel detector 21 is fixed to the vehicle, and the train approach detector 22 is fixed at a point corresponding to the entrance of the measurement section.

  Usually, since the distance for one rotation of the wheel is longer than the distance between the front wheel and the rear wheel (hereinafter referred to as “fixed axle distance”), the front wheel and the rear wheel may simultaneously enter the measurement section. In this way, by dividing the A section and the B section and installing the vibration accelerometers a and b in each section, a plurality of wheels do not get on one section at the same time. Can be matched.

  In the measurement operation in the above-described conventional apparatus, while the front wheel of the carriage traveling in the traveling direction indicated by the arrow in FIG. 4 is in the A section, it is assumed that the vibration measured by the vibration accelerometer a is generated from the front wheel. When passing through the wheel detector 21 and entering the B section, the vibration measured by the vibration accelerometer b is handled as that of the front wheel. Since each of the A section and the B section is the length of a half wheel circumference, the data of the vibration accelerometer a while the front wheel is in the A section and the data of the vibration accelerometer b while the front wheel is in the B section are obtained. When splicing, data for one rotation of the front wheel is obtained.

The first problem of such a conventional device is that a wheel that becomes a vibration source is mistaken. Since railroad rails are long and continuous, vibration accelerometers mounted on rails mix not only vibrations from the nearest wheel, but also vibrations from other adjacent wheels. To reach. The above-mentioned conventional apparatus has a one-to-one correspondence with the vibration accelerometer that is closer to the wheel moving in the measurement section, so that vibration generated from the wheel can be relatively large. There is no means to distinguish and eliminate vibrations generated from other wheels. Even if there are no abnormalities in the wheels to be measured, if there are major abnormalities in other adjacent wheels, vibrations generated from them will travel along the rail and reach the vibration accelerometer, and will be measured as vibrations that indicate the abnormalities of the wheels. .

  In order to improve the first problem described above, based on the information on which of the two vibration accelerometers is responding earlier under the condition that the front wheel and the rear wheel of the same carriage are simultaneously in the measurement section. In addition, it has been proposed to determine whether the vibration source is the front wheel or the rear wheel (the paper “Development of a new flat detector” nationwide in 2002, “Vehicle and Machine” research presentation). However, such technology has limited conditions and is ineffective against the influence of adjacent wheels outside the measurement section.

The second problem of the conventional apparatus is that accuracy is required for the mounting position of the wheel detector, the vibration accelerometer, and the train approach detector, and the measurement accuracy is lowered due to the shift of the mounting position. Usually, an instrument for fixing a train approach detector, a vibration accelerometer, and a wheel detector to a rail has a shape that sandwiches the bottom of the rail, and is difficult to attach to a position overlapping a sleeper. For this reason, for example, when the lengths of the A section and the B section in FIG. 4 are different, the vibration accelerometer and the wheel detector are not evenly spaced, the vibration accelerometer closest to the wheel is The process of selecting is not performed accurately, which causes a reduction in measurement accuracy. If this problem is to be avoided, the installation conditions become strict due to a large-scale construction such as changing the position of the sleepers or searching for a place where the sleeper installation interval is suitable.
Japanese Patent Publication No. 5-656 Takashi Takuya et al. “Development of a new flat detector” (2002 National “Vehicle and Machine” Research Presentation), R & m 45-49, May 2003

  An object of the present invention is to solve the disadvantages of the above-described conventional apparatus, and eliminates the influence of vibration transmitted from adjacent wheels to improve detection accuracy in units of wheels, and also facilitates selection of installation location and installation work. An object of the present invention is to provide an abnormality detection device for a wheel tread.

The first invention of the present application is:
The two vibration sensors, the first and second vibration sensors installed on the left and right rails at predetermined intervals, and the wheel detection sensor installed closer to the approaching train than the vibration sensors, are output during the train passing. Record the
Of the recorded vibration output values of the first and second vibration sensors, the vibration output values of both sensors at the time of occurrence of the vibration peak with the larger amplitude, which indicates an amplitude equal to or greater than a predetermined reference value. Vibration comparison step to compare vibration strength and obtain vibration comparison data,
A speed calculating step for calculating a train speed based on the passing data of a plurality of wheels of the recorded wheel detection sensor;
The wheel position calculation step for calculating the wheel position from the train speed and the elapsed time, and the relative position of the wheel with respect to the two vibration sensors obtained based on the wheel position data, and the vibration comparison data are used as the determination criteria in the following table. The present invention provides a rail wheel tread abnormality detection method having an abnormal wheel identification step for identifying a wheel having a tread abnormality.

The second invention of the present application is
First and second vibration sensors that are installed on each of the left and right rails at a predetermined interval and measure the vibrations of the rails, and wheels that are installed closer to the approaching train than these vibration sensors and detect the passage of the wheels It consists of a detection sensor and a data processing device having a storage device that records signals output from these sensors while passing through the train.
Of the vibration output values of the first and second vibration sensors, the strength of the vibration output values of both sensors at the time of occurrence of the vibration peak with the larger amplitude, which indicates an amplitude greater than a predetermined reference value, is compared. Vibration comparison means for obtaining vibration comparison data;
A speed calculating means for calculating a train speed from passing data of a plurality of wheels by a wheel detection sensor;
Wheel position calculation means for calculating a wheel position from the train speed and elapsed time, and
Provided is a rail wheel tread abnormality detection device having a wheel relative position with respect to two vibration sensors determined based on the wheel position data and an abnormal wheel specifying means for specifying a wheel having a tread abnormality based on the vibration comparison data. To do.

Furthermore, the third invention of the present application is:
The two vibration sensors, the first and second vibration sensors installed on the left and right rails at predetermined intervals, and the wheel detection sensor installed closer to the approaching train than the vibration sensors, are output during the train passing. The following steps are performed based on this recording:
Of the vibration output values of the first and second vibration sensors, the magnitude of the vibration output values of both sensors at the time of occurrence of the vibration peak with the larger amplitude, which indicates an amplitude greater than a predetermined reference value, is compared. Vibration comparison step to obtain vibration comparison data
A speed calculating step for calculating a train speed based on passing data of a plurality of wheels of the wheel detection sensor;
A wheel position calculating step for calculating a wheel position from the train speed and elapsed time, a wheel having a tread surface abnormality based on the relative position of the wheel with respect to two vibration sensors obtained based on the wheel position data, and the vibration comparison data. The present invention provides a computer-readable recording medium in which a program for causing a computer to execute an abnormality detection method for a railway wheel tread having an abnormal wheel specifying step for specifying the above is provided.

In the technique of the present application described above, the computer compares the output waveform of the vibration sensor with a reference value to check the presence / absence of shock vibration due to a tread surface abnormality and the magnitude of damage, and the front wheel of the same carriage on the wheel detection sensor. Train speed is calculated in units of trucks from the time difference when the rear wheels pass.
In addition, in order to identify the wheel that is the source of the impact vibration, calculate the position of the wheel at the time of impact vibration from the train speed and the elapsed time after passing the wheel detection sensor. The direction of the vibration generation source is estimated by the strength relationship between the output values of the first vibration sensor and the second vibration sensor, and the wheel having the highest possibility of being the vibration generation source is selected from the wheels inside and outside the measurement section. Do.

BEST MODE FOR CARRYING OUT THE INVENTION

An embodiment of an abnormality detection method and apparatus according to the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic diagram showing an overall configuration of a railway wheel tread abnormality detection device (hereinafter referred to as “the present device”) according to the present invention. In FIG. 1, a railway vehicle 5 (hereinafter referred to as “vehicle”) travels on a pair of rails 4 (L) and 4 (R) in the direction of arrow A1 (FIG. 1 represents the leading portion of the vehicle 5). . The range indicated by D1 on the rail 4 is a measurement section assumed by the present apparatus, and is set to a straight section of the rail. The length of the measurement section D1 is set to a distance corresponding to the circumference of the wheel with the largest diameter among the wheels attached to each vehicle traveling on the apparatus. This is a distance that allows a wheel of any size to rotate more than one revolution while passing through the measurement section, and enables the measurement of all abnormalities on the wheel tread in the shortest measurement section. .

  The wheel detection sensor 3 is fixed to either the left or right rail at the start end of the measurement section D1, that is, the end on the side where the vehicle enters the measurement section D1. The wheel detection sensor 3 detects the passage of the wheel and may be of any type, but is preferably a non-contact proximity sensor. In this embodiment, no sensor is provided at the end of the measurement section D1, but this is because it is possible to easily determine that the wheel has reached the end of the measurement section from the speed of the vehicle and the elapsed time after passing the wheel detection sensor. .

  The first vibration sensor 1 (R), 1 (L) and the second vibration sensor 2 (R), 2 (L) are for measuring the impact vibration generated when the damaged part of the wheel tread hits the rail. Various types and types of measuring devices such as those that measure the speed of vibration and those that measure acceleration can be used, but a vibration sensor using a piezoelectric acceleration pickup is preferred.

The first vibration sensor 1 (R), 1 (L) and the second vibration sensor 2 (R), 2 (L) have a vibration sensor interval D2 on the left and right rails 4 (R), 4 (L), respectively. It is installed near the center of the measurement section D1. In addition, what attached | subjected (L) to a code | symbol is what measures the vibration of the left wheel seeing from a vehicle, and what attached | subjected (R) is for right wheels. The (L) side and (R) side of each vibration sensor must be aligned so that the left and right wheels of the vehicle pass simultaneously.

  The vibration sensor interval D2 is preferably about a half to a third of the length of the measurement section D1. Measurement can be performed even if the vibration sensor interval D2 is further increased to approach the distance of the measurement section D1, but sensitivity to vibration generated near the center of the measurement section D1 is reduced, and measurement accuracy is lowered. On the other hand, when the sensor interval D2 is reduced, the output difference between the first vibration sensor and the second vibration sensor does not appear clearly, and sensitivity to vibration generated near both ends of the measurement section D1 is lowered, which is not preferable.

  The ID plate 6 attached to the under floor of the vehicle 5 in units of vehicle formation holds information such as the vehicle number and the number of formations. The ID plate 6 performs wireless communication with the vehicle number reading antenna 7 and reads the vehicle number of the passing train by the vehicle number reading device 11 on the ground side. As such a device, any device can be used as long as it can read vehicle information of a passing train in a non-contact manner, such as a product sold by Sharp Corporation under the product name of “Microwave ID Plate System”, etc. Is used.

Output signals of the vibration sensor 1 and the vibration sensor 2 are amplified by the amplifier 8, converted from an analog signal to a digital signal by the A / D conversion circuit 10, and read into the memory of the measurement computer 12.
Further, the output signal of the wheel detection sensor 3 is converted into a form suitable for input to the A / D conversion circuit 10 by the interface circuit 9, and the analog signal is converted into a digital signal and sent to the measuring computer 12 as described above. Is read. Here, the analog signal of the wheel detection sensor 3 is once inputted to the A / D conversion circuit, but the output of the wheel detection sensor is two kinds of whether or not the adjacent wheel is detected, and is processed as a digital signal. You can also

  The measurement computer 12 is a data processing device that processes data from the A / D conversion circuit 10 and the vehicle number reading device 11, and performs processing such as detecting abnormalities on wheel treads and recording the results in a database. .

  The computer network line 13 is a communication line that connects a measurement computer stored in the local storage box 14 and a computer (not shown) installed in a garage, a vehicle inspection zone, etc. It is used for maintenance. There are many types of communication lines such as optical fiber, ADSL, and wireless system, and the communication line may be selected according to conditions such as communication speed, communication distance, and cost.

  All data processing may be performed by the measurement computer 12 installed on the site side. However, if the communication speed of the computer network line 13 is sufficiently high, another processing computer is provided on the garage side, Processing with heavy loads such as processing and database processing can be shared by processing computers and observed in detail. In this case, the measurement computer 12 on the local side only needs to file the measurement data and transfer it to the processing computer on the garage side, thereby reducing the burden on the equipment due to the harsh external environment on the site. In addition, maintenance such as software update becomes easy.

  Next, the operation when the method of the present invention is carried out using the apparatus configured as described above will be described with reference to the flowchart of FIG.

  In FIG. 2, the measurement preparation in step S <b> 1 is to perform trigger setting of the A / D conversion circuit and the vehicle number reading device so that this device can immediately start the measurement operation when the entry of a train is detected. .

  While waiting for the approach of the train in step S2, the present apparatus, which has been in the standby state, starts the operation triggered by the wheel detection sensor 3 detecting the leading wheel of the vehicle in step S3, and is preset in S4. Sampling operation is performed for the specified measurement time. This measurement time is set to a time during which each train can sufficiently pass over the apparatus according to the speed of the train traveling in the installation section of the apparatus.

  The data sampled in S4 is taken into the memory of the measurement computer 12, and the signal waveform can be analyzed by software processing.

  Next, in step S <b> 5, a process of reading data read by the vehicle number reading device 11 when passing through the train into the measurement computer 12 is performed. The vehicle number reading device 11 starts the operation triggered by the train approach detection in step S3, reads the vehicle number data from the ID plate 6 attached to the passing train by wireless communication, and the vehicle number reading device 11 It is stored in the main unit memory.

  In step S6, the measurement data is divided into cart units, the data of the part where no wheel is present in the measurement section is deleted, and preparations are made so that the subsequent processing can be executed without waste.

  In step S7, vibration peak extraction processing is performed. When the damaged part of the wheel tread hits the rail during the running of the vehicle, shocking vibration and noise are generated. At this time, a characteristic peak waveform is also recorded in the data measured by each vibration sensor. From the peak waveform included in the data measured by the vibration sensor, numbers indicating amplitudes greater than a predetermined reference value are assigned numbers one by one on the left and right sides, and addresses on the memory are recorded. In the present invention, the first and second vibration sensors are installed on the left and right rails, respectively, and there is a difference in the waveform of the vibration peak obtained from these two sensors. In the process of step S7, the vibration peak extraction process is performed on the basis of the larger one of the two vibration sensors, that is, the larger amplitude.

  In step S8, processing for estimating the magnitude of damage to the wheel tread from the individual vibration peaks extracted in S7 is performed. The amplitude of the vibration waveform measured by the vibration sensor varies greatly depending on factors such as the speed of the vehicle, the weight of the vehicle, the distance between the wheel and the vibration sensor, as well as the size of the damage itself. And determine the extent of damage. If the result is less than the reference value compared to a predetermined reference value, it is considered that there is no need for repair, and “no abnormality” is determined.

  The processing after step S9 is executed in units from the time when one carriage enters the measurement section D1 to the time when it exits the measurement section. First, in step S9, the process is branched depending on whether or not the vibration peak determined to be greater than or equal to the reference value in step S8 is included during the passage of the cart to be processed. When the vibration peak equal to or higher than the reference value is not included, the processing after step S10 is omitted for the cart.

  In step S10, the speed of the vehicle at the time of passing the carriage is calculated from the time difference when the front wheels and the rear wheels of the carriage to be processed each pass on the wheel detection sensor 3. Since the front wheel and the rear wheel of the carriage are fixed at a fixed interval called a fixed axial distance, the speed of the vehicle can be calculated by measuring the time required for the vehicle to travel this distance. Even if carts with different fixed axis distances are mixed, it is possible to support all types of trucks by referring to the correspondence table between the vehicle number obtained by the vehicle number reader and the fixed axis distance on the software. . Even if the vehicle passes through the measurement section while accelerating or decelerating, no significant error occurs even if the speed is assumed to be constant as long as the carriage passes through a distance corresponding to one rotation of the wheel. .

  In step S11, among the vibration peaks extracted and numbered in step S7 and occurring during the passage of the cart, the position of the wheel at the time when the vibration peak occurs is obtained by calculation. The position of the wheel at a certain moment can be calculated from the elapsed time from when the front wheel of the cart passes over the wheel detection sensor 3 until the occurrence of the vibration peak and the speed of the vehicle. Specifically, it is calculated how far the front wheel and the rear wheel are in which direction with respect to the two vibration sensors.

In step S12, the vibration outputs obtained from the first and second vibration sensors are compared, and the strength relationship (vibration comparison data) is classified into three types. That is, when the second vibration sensor shows a stronger response than the first vibration sensor (2> 1), when the first vibration sensor and the second vibration sensor have similar responses (2 = 1), The first vibration sensor is divided into three cases when the reaction is stronger than the second vibration sensor (2 <1).

In step S13, the combination of the relative position of the wheel with respect to the vibration sensor calculated in S11 and the comparison result of the vibration output obtained in S12 is shown in the following table (illustrated in FIG. 3) 21 (3 × 7) In any of the cases, the wheel which is the vibration source, that is, the wheel having the tread surface abnormality is specified.

  The determination table in FIG. 3 shows the positions of the carriages, that is, the positions of the front wheels and the rear wheels with respect to the first vibration sensor and the second vibration sensor. A, B1, B2, C, D1, D2, E If the second vibration sensor shows a stronger response than the first vibration sensor (2> 1), the responses of the first vibration sensor and the second vibration sensor are In the case of the same level (2 = 1), the first vibration sensor can be a vibration source by combining three states when the second vibration sensor shows a stronger reaction (2 <1) It shows that the wheel with the highest sex can be selected. In an actual apparatus, the program on the computer performs the same processing as that for referring to the determination table.

  The state of “A” at the top of the determination table shown in FIG. 3 is when the front wheel of the carriage is between the wheel detection sensor 3 and the first vibration sensor. “B1” is a case where the front wheel of the carriage is between the first vibration sensor and the second vibration sensor and is closer to the first vibration sensor. In this table, the period from when the front wheel of the carriage enters the measurement section until the rear wheel exits the measurement section is divided into seven stages.

  In FIG. 3, for example, when the position of the carriage is “D1” and the strength relationship between the first vibration sensor and the second vibration sensor is “2 <1,” that is, the first vibration sensor is more strongly responding. At the position where the row “D1” and the column “2 <1” intersect, “rear wheel” is described as the wheel of the vibration source. In the positional relationship of “D1”, the front wheel of the cart is closer to the second vibration sensor than the first vibration sensor, and the rear wheel is closer to the first vibration sensor. In this case, if the vibration source is the front wheel, the second vibration sensor reacts more strongly, and conversely, the first vibration sensor reacts more strongly in the case of “2 <1”. The vibration source is determined to be the rear wheel.

  In the case of the same “D1”, when “2 = 1”, that is, when there is no difference between the outputs of the first vibration sensor and the second vibration sensor, the vibration source is described as “rear wheel” in FIG. In this case, since there is also vibration transmitted from the front wheel direction, it is considered that the outputs of the first vibration sensor and the second vibration sensor are in a balanced state. In the state of “D1”, the front wheel has already come out of the measurement section, and the measurement has been completed, so the determination of “rear wheel” is also described in this case. In this case, the abnormality of the front wheel is considered to have been measured more efficiently while the front wheel was in the measurement section. Similarly, when it is determined that the vibration is generated from a wheel of another truck that is neither the front wheel nor the rear wheel, a determination result “out of range” is obtained.

In FIG. 3, there are two places where “(provisional)” is written in the determination result. This indicates that it is difficult to obtain an accurate result by the procedure up to step S13 in the flowchart, and that this is a provisional determination result up to this step. For example, in the case of “B1 2 <1” in the determination table of FIG. 3, the front wheel is closer to the vibration sensor than the rear wheel, and thus the wheel most likely to be a vibration source is the front wheel. However, from the viewpoint of whether the front wheel and the rear wheel are closer to the first vibration sensor or the second vibration sensor, both wheels are closer to the first vibration sensor. One vibration sensor shows a stronger reaction. In other words, when the front wheel is damaged and the rear wheel is intact, and when the front wheel is intact and the rear wheel is extremely damaged, the strength relationship between the two vibration sensors is the same. become. In this case, it is impossible to accurately determine which one is the vibration source by the conventional procedure in which only the strength of the output of the vibration sensor is compared.
In FIG. 3, not only B1, but also the position of the carriage A, the front wheels and the rear wheels are both closer to the first vibration sensor, but at the position A, the front wheels are located between the rear wheels and the first vibration sensor. It differs from B1 in that it exists. In this case, the vibration generated from the rear wheel at the position of the carriage A is greatly attenuated by the influence of a heavy object such as the front wheel riding on the rail until it reaches the first vibration sensor through the rail. Then, it is not necessary to consider the influence of the rear wheels. The same applies to the position of the carriage E that is symmetrical with respect to the vibration sensor.

  Returning to the flowchart of FIG. 2 again, in step S14, whether or not to proceed to the next determination step is determined based on whether or not the determination result of FIG. 3 is “(provisional)”. That is, only in the case of “B1 2 <1” and “D2 2> 1” in the table of FIG. 3, the process proceeds to step S15.

  In step S15, “(temporary)” is obtained in step S13 by referring to the waveform of the vibration sensor measured at the position advanced one wheel rotation from the current position of the carriage or the position returned later. Perform processing to clarify ambiguous judgments.

  As described above, the reason why the determination of “B1 2 <1” in the determination table of FIG. 3 is “front wheel (temporary)” is that there is a slight possibility that the rear wheel is extremely damaged. It was to be. Whether or not the rear wheel is actually damaged can be confirmed by vibration waveform data at a position where the rear wheel has advanced one more turn.

In FIG. 3, the rear wheel is not yet in the measurement section at the position of the carriage “B1”, but at the position where the wheel has advanced one more turn, the rear wheel enters the measurement section and again at a position closer to the vibration sensor. The damaged part of the rear wheel hits the rail. Therefore, if the true vibration source is the rear wheel, the vibration generated from the rear wheel should be measured larger in inverse proportion to the distance to the vibration sensor. If such vibration is not measured, the possibility that the rear wheel is the vibration source is negated, and the result that the front wheel is the vibration source is determined. Similarly, in the case of “D2> 2> 1” in FIG. 3, the waveform at the time when the wheel returns by one rotation from the current time is referred to.

  In the flowchart of FIG. 2, when the process up to step S15 is completed, a wheel having an abnormality on the wheel tread can be identified. In addition, although the flowchart of FIG. 2 has described simply that the process from step S9 to S15 is performed only once, the actual train is composed of a plurality of vehicles and has many carts. Therefore, in the actual processing, it is repeatedly executed by the number of carriages that the train has and the number of vibration peaks determined to be equal to or greater than the reference value in step S8.

  In step S16, detection results such as date, passage time, vehicle number, abnormal wheel position, damage level, etc. are recorded in the database, and the processing for one vehicle is completed. The apparatus returns to the measurement preparation in step S1 again and waits for the next vehicle.

  As described above, according to the present invention, the direction of the vibration source is identified using two vibration sensors per rail so that the human ear identifies the direction of the sound source. The impact sound when the damaged part hits the rail is generated only from the position where the rail and the wheel are in contact at that moment, so there is no need to identify the sound from any direction, and the above simple processing It is possible to achieve the purpose.

[The invention's effect]
According to the present invention, it is possible to identify whether the vibration due to the abnormality of the wheel tread is generated from the front wheel or the rear wheel of the carriage, or generated from other adjacent wheels. For this reason, it is possible to detect abnormalities with high accuracy in units of wheels by eliminating the influence of vibration transmitted from adjacent wheels. Further, since there is no wheel detector between vibration sensors, the required number of electric circuits and the like is reduced as compared with the conventional device, and the cost is reduced.
When installing the device of the present invention, since the allowable range of the mounting interval of the vibration sensor is wide and it is not necessary to place a wheel detector between the vibration sensors as in the conventional device, the mounting bracket and sleepers of the vibration sensor and the wheel detection sensor are not required. Interference can be avoided, and the installation location can be easily selected and installed.

It is the schematic which shows the whole structure of one Example of this invention. It is a flowchart which shows the flow of the process in one Example of this invention. It is a position determination table | surface of the abnormal wheel by the position of a trolley | bogie and the output of a vibration sensor. It is explanatory drawing which shows operation | movement of a conventional apparatus.

Explanation of symbols

1 (L), 1 (R) First vibration sensor (L in parentheses represents left, R represents right)
2 (L), 2 (R) Second vibration sensor (L in parentheses indicates left, R indicates right)
3 Wheel detection sensor 4 (L), 4 (R) Rail (L in parenthesis is left, R is right)
5 Vehicle
6 ID plate
7 Car number reading antenna
8 Amplifier
9 Interface circuit 10 A / D conversion circuit 11 Car number reading device 12 Computer for measurement 13 Computer network line 14 On-site storage box A1 Direction of vehicle travel D1 Measurement section D2 Vibration sensor interval

Claims (3)

The two vibration sensors, the first and second vibration sensors installed on the left and right rails at predetermined intervals, and the wheel detection sensor installed closer to the approaching train than the vibration sensors, are output during the train passing. Record the
Of the recorded vibration output values of the first and second vibration sensors, the vibration output values of both sensors at the time of occurrence of the vibration peak with the larger amplitude, which indicates an amplitude equal to or greater than a predetermined reference value. Vibration comparison step to compare vibration strength and obtain vibration comparison data,
A speed calculating step for calculating a train speed based on the passing data of a plurality of wheels of the recorded wheel detection sensor;
The wheel position calculation step for calculating the wheel position from the train speed and the elapsed time, and the relative position of the wheel with respect to the two vibration sensors obtained based on the wheel position data, and the vibration comparison data are used as the determination criteria in the following table. An abnormality detection method for a railway wheel tread having an abnormal wheel specifying step for specifying a wheel having a tread abnormality.

First and second vibration sensors that are installed on each of the left and right rails at a predetermined interval and measure the vibration of the rails, and wheels that are installed closer to the approaching train than these vibration sensors and detect the passage of the wheels It consists of a detection sensor and a data processing device having a storage device that records signals output from these sensors while passing through the train.
Of the vibration output values of the first and second vibration sensors, the magnitude of the vibration output values of both sensors at the time of occurrence of the vibration peak with the larger amplitude, which indicates an amplitude greater than a predetermined reference value, is compared. Vibration comparison means for obtaining vibration comparison data;
A speed calculating means for calculating a train speed from passing data of a plurality of wheels by a wheel detection sensor;
Wheel position calculation means for calculating wheel position from the train speed and elapsed time, and
A railway wheel tread abnormality detection device comprising: a relative position of a wheel with respect to two vibration sensors obtained based on the wheel position data; and an abnormal wheel specifying means for specifying a wheel having a tread abnormality based on the vibration comparison data. The two vibration sensors, the first and second vibration sensors installed on the left and right rails at predetermined intervals, and the wheel detection sensor installed closer to the approaching train than the vibration sensors, are output during the train passing. The following steps are performed based on this recording:
Of the vibration output values of the first and second vibration sensors, the magnitude of the vibration output values of both sensors at the time of occurrence of the vibration peak with the larger amplitude, which indicates an amplitude greater than a predetermined reference value, is compared. Vibration comparison step to obtain vibration comparison data
A speed calculating step for calculating a train speed based on passing data of a plurality of wheels of the wheel detection sensor;
A wheel position calculating step for calculating a wheel position from the train speed and elapsed time, a wheel having a tread surface abnormality based on the relative position of the wheel with respect to two vibration sensors obtained based on the wheel position data, and the vibration comparison data. The computer-readable recording medium which recorded the program which makes a computer perform the abnormality detection method of the railway wheel tread which has the abnormal wheel specific step which specifies this.

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