RU168729U1 - RAILWAY WHEEL WITH RADIO FREQUENCY IDENTIFICATION - Google Patents

Abstract

The utility model relates to automatic control and number accounting in railway transport and can be used in the manufacture of a railway wheel. The technical result eliminates the above disadvantages and consists in the possibility of automatic identification of a railway wheel throughout its life from manufacture to disposal. The result is provided due to the fact that the declared railway wheel, characterized in that on the side surface of the hub with The morning side has placed passive radio frequency tags (RFID).

Description

The utility model relates to automatic control and number accounting in railway transport and can be used in the manufacture of a railway wheel.

Currently, at the enterprises of railway transport and 1520 mm gauge railways, numerical registration of railway wheels is carried out during the formation of wheel pairs by visual identification and manual transfer of information encoded in the wheel marking into the wheel press diagrams on the axle. Further use in the repair documentation of wheel marking signs during operation and repair of wheelsets by current metering technology is not provided.

Moreover, the marking marks applied metallurgically to the side surface of the wheel rim during mechanical operation are subject to mechanical stress and partially cut off when restoring the profile of the rolling surface in the process of eliminating defects and malfunctions during repair of the wheelset.

Also, the existing method for marking railway wheels is not acceptable for a machine reading method, and especially during movement.

The existing marking does not allow, under the conditions of the existing technology for metering wheelsets, to carry out automated remote collection of data on railway wheels over the course of their life and the transmission of these data to the consumer.

The optimal solution to the above problems is to supplement the existing system of license plate counting of railway wheels with automated control tools, which include passive radio frequency tags, devices for reading information, communication systems and databases for receiving, processing and storing information for each event that occurred with the wheel during its operation and repair. The complete set of railway wheels with automatic identification tools in addition to the existing marking system will significantly reduce the complexity of entering and collecting the necessary information, ensuring its completeness, reliability and centralized accounting.

The prior art system for measuring and recording parameters of train cars in motion (patent RU 2398696, publ. 09/10/2010), comprising a load-receiving device for a car wheel pair, power-to-signal converters, a measurement unit and an automated workstation, with force-to-signal converters connected to the measurement unit, which is connected to the automated workstation, and the load-receiving device of the wheelset of the carriage is interfaced with rail threads of the railway track and installed through power-signal converters on a massive base, characterized in that a registrar of the moving unit of the train, a reader of the vehicle’s carriage number and a reader of the readable mark of the carriage are inserted, the outputs of which are connected to the workstation, and the load-receiving device of the wheel pair of the car is made so that its load-bearing devices of the wheels are isolated from interference each other.

This system describes the possibility of using RFID technology (Radio Frequency IDentification - using radio frequency readable tags] as a reader of a readable tag on a car. On railway wheels, RFID tags are not used and do not have the frequency identification mark of the manufacturer.

Known technology for the use of tags on a railway wheel in patent DE 2007772, publ. 1971. The solution provides for the physical application of a special binary code mark on the wheel on the outside of the rim, which can be read by means of a magnet, similar to how a computer's hard drive works.

The disadvantage of this technology is the vulnerability of the label to external environmental factors and the complexity of the reading technology, which requires essentially direct contact with the wheel.

A known method of non-contact dynamic control of the parameters of the wheels of the rolling stock (patent RU 2268183, publ. 20.01.2006), which consists in the fact that a contrast mark is placed on the side surface of the rail, while the element of the monitored wheel is irradiated with a radiation stream in the form of a sequence of short pulses. The frequency of pulse modulation is set by a value proportional to the speed of the wheel. Then take the reflected picture of the radiation receiver, which is characterized in that the radiation source and the radiation receiver are placed at a distance from the rail track. The axle box of the controlled wheel and rail is irradiated with a radiation source, thereby determining the position of the maxima of the correlation functions obtained by correlating the reference fragment of the image of the axle box with the image in the current frame. The position of the maxima of the correlation functions obtained by correlating the reference fragment of the image of the rail containing the image of the contrast mark with the image in the current frame is determined. By changing the vertical coordinates of the maxima of the correlation functions of the axlebox and rail in the image frames, changes in the radius of the wheel, and therefore its parameters, are judged.

Although this method allows non-contact dynamic control of the parameters of the wheels of the rolling stock, it is not able to keep track of the correspondence of the wheel and the car under which the wheelset is located. Also, this method does not allow identification of a railway wheel during its service life in the manufacture, repair and operation of a wheelset.

It is known to use paper tags and reflective films on railway cars (patent GB 964570, publ. 1964-07-22).

A known system for the automatic detection of defects and injuries (irregularities) of a wheelset according to patents CN 2463262, CN 2428381 (publ. 2001). The principle of operation is based on the detection of corresponding damage to the surface of the wheels (sliders, metal spalling, etc.). Automatic control cameras scan the wheel's rolling surface, while measuring the geometric parameters of damage and defects of the wheel rim, the distance between the inner side surfaces of the wheels on the same axis. Then, when re-scanning and analyzing the initially processed data, one or another wheel pair is identified and the presence of defects and damages on them.

The disadvantage of this method is that the wheels constantly change the technical condition during operation. For this reason, it is not possible to use the proposed method for accounting for wheelset wheels.

The patent CA 2461066 (publ. 2004-09-29) describes a method and apparatus for determining the sequence of wheelsets.

The method is based on the use of readable identifiers (labels) for each of the wheelsets, which can be located under the car in any order. An identification mark is assigned to each wheel. The wheel identification mark is associated with data on a sequence of data collected from previous wheel sets and this data is then transferred to the next set of wheels in total through a microcomputer that connects each wheel and the identifier used to determine the set of wheelset. Thus, each wheelset is connected to its microcomputer. All microcomputers in a train interact with each other by transmitting data through a wired communication channel.

The disadvantage of this method is the very sophisticated technology for identifying wheelsets, the requirements for the placement of microcomputers on each wheel pair, and the presence of a wired connection between microcomputers.

It is known to use paper tags with a barcode (barcodes) for the automatic identification of railway wheels on European and North American railways.

[http://www.xinyistickerprint.com/Black%20paper%20grinding%20wheel%20labels.html], publ. 2010.

This method has disadvantages due to the limited reading distance, the lack of the ability to read information during movement, the short life of the sticker material due to its low resistance to environmental influences: mechanical, temperature and chemical.

The above solution is selected as a prototype.

The objective of the utility model is to eliminate the disadvantages of the known solutions, to create a label and a method of reading information from the wheel, providing information reading in automatic mode and not requiring power supply, resistant to environmental influences and durability.

The technical result eliminates the above disadvantages and is to enable automatic identification of the railway wheel over its life from manufacture to disposal.

The utility model also improves the quality of number accounting by eliminating the human factor and automating the identification of the railway wheel. In addition, the tags used do not require power, are anti-vandal and durable, and are resistant to environmental influences.

This result is achieved due to the fact that the declared railway wheel containing identification marks fixed on it, characterized in that passive radio frequency tags (RFID) are placed on the side surface of the hub from the inside in the transition zone from the cylindrical surface to the toroidal one.

Passive radio frequency tags (RFID) can be mounted on the wheel hub at an equidistant distance from each other in the area of the cylindrical part of the hub, enclosed between its end and the beginning of the toroidal surface

Passive RFID tags (RFID) can be installed inside the landing holes, which are previously made in the area of the cylindrical part of the hub, enclosed between its end and the beginning of the toroidal surface

Passive RFID tags (RFID) can be placed inside the landing holes flush with the surface.

Tags can be made with the possibility of reading them in a static state of the wheelset by hand readers or automatic floor means of radio frequency identification when the car moves in the entire range of ambient temperatures.

Brief Description of the Drawings

In FIG. 1 - the proposed area AB installation of identification tags.

In FIG. 2 - dimensions of the annular groove in the zone AB.

In FIG. 3 - the proposed layout of the holes for setting labels.

In FIG. 4 and FIG. 5 shows examples of setting a mark inside a recess.

In FIG. 6 - an example of setting marks on an additional element (options: on the left - marks on a tape of polymer material; on the right - a steel clamp with marks).

Utility Model Implementation

The shape of the landing hole depends on the shape of the RF tag. The dimensions of the landing holes depend on the steel grade, geometric parameters and wheel loading indicators during the formation and operation of the wheelset. To determine the overall dimensions of the landing holes, ensuring safe operation, it is necessary to calculate the stress-strain state of the wheel.

For solid-rolled wheels of 957 mm made of steel of grade 2 according to GOST 10791-2011, the maximum permissible dimensions of the mounting hole are no more than 15 × 11 mm.

After installing, programming, and testing radio frequency tags containing similar information, the cavity of the annular groove is flush-filled with a radiolucent that is resistant to mechanical, temperature, and chemical influences.

The railway wheel, equipped with automatic identification, is ready for use.

The introduction of automatic identification means in this way will allow for automatic numbering of railway wheels in addition to existing automated systems for monitoring the geometric parameters of wheel sets.

Registration and transmission of information encoded in the label using portable or outdoor readers will optimize the current accounting system, generate electronic databases of events that occur with the railway wheel over its life, determine its location, and monitor the technical condition.

We will show examples of mounting tags.

To automate the process of accounting for railway wheels, Xerafy Dot-XS In RFID tags embedded in the wheel hub can be used [see http://www.datascan.ru/rfid/tags/rfid-tags-xer.htm].

To ensure the full operation of the labels in the required conditions, it is necessary to provide:

- reliability of fixation in the landing nests;

- lack of direct contact with the environment.

In 2013-2014, the applicant conducted studies to determine the optimal area for performing the annular groove, taking into account the sufficiency of the press connection of the wheel with the axis, in which the modeling of the annular groove located on the side surface 2 of the wheel hub between points A and B was performed (see Fig. .1, where 1 is the end face, 2 is the lateral surface, 3 is the surface conjugated with the disk).

Strength calculation of a railway wheel made of grade 2 steel according to GOST 10791-2011 with a stress concentrator in the form of an annular groove for various parameters of L × h sections (see Fig. 2) was performed, during which the maximum size of the annular groove was determined - 15 × 11 mm

The calculations showed that under current loads, the equivalent stresses arising in the elements of the wheel (with a stress concentrator in the form of an annular groove with dimensions of 15 × 11 mm) do not exceed the yield strength of wheel steel grade 2.

The mark can be attached, for example, as follows. The initial position of the wheel is horizontal, the plane of contact of the wheel with the supporting surface is the end surface of the rim, the hub has no contact with the supporting surface.

Five holes 4 are drilled in the lateral surface of the hub at a distance of 25 mm from the end of the hub to the center of the hole. The angle between each hole 4 can be done 72 degrees relative to the vertical axis of the wheel.

Hole 4 can be made with a diameter of 10 mm. The hole 4 has a complex shape, drilling is carried out in two stages. At the first - drilling is carried out at an angle of 10 degrees to the horizontal passing through the drilling point, to a depth of 6 mm. On the second - at an angle of 10 degrees to a depth of 14 mm, while both holes have a common base (see Fig. 3).

A mark 5 is placed in the hole of a predetermined depth, fixed by pouring 6, for example, epoxy to the depth of the first hole. Thus, the remaining recess is a "dovetail", the pin 7 is hammered into it, excluding the extraction of the mark (Fig. 4).

Drilling can also be carried out in a simpler way in one step horizontally along the axis of the wheel to a predetermined depth, for example, 14 mm. Up to 6 mm is cut into an internal thread of 10 mm. Next, mark 5 is placed, filled with epoxy 6 to a depth of 6 mm. A threaded stud is screwed on top (see Fig. 5).

To set the mark 5 on the surface of the hub of the railway wheel in the production line of the production line, rings with built-in marks can be used (Fig. 6), which will ensure the corresponding performance of the marking operation. Such a ring can be fixed in the groove of the hub or on the hub by welding 10, or in another way to create an integral connection. The remaining space can be filled with epoxy resin 6.

Making a ring is possible from any material that meets accepted requirements. The manufacture of the ring is possible from elastic material 8 (rubber, silicone, elastic plastics) or from elastic steel 9 (used for the manufacture of restrictive rings).

The ring will be fixed inseparably in the groove of the hub body with filling the remaining space with a radio-transparent substance, for example, epoxy resin 6.

The principle of wheel identification is as follows.

When recording the individual wheel number in the user memory of the marks 5 fixed on the wheel, a protocol is formed in which the EPC compliance of all marks with the individual wheel number is recorded. To ensure automatic confirmation of EPC compliance with the individual wheel number, user access to the protocols must be provided.

Automatic identification of the individual wheel number can be carried out both in the static and in the dynamic state of the wheelset.

In the static state of the wheelset, information encoded in the user memory of label 5 is used to identify the individual number.

To identify the individual wheel number during the rotation of the wheelset, when the time for reading is limited, EPC tags are used. The tags set in this way provide automatic reading of information when the car moves at ambient temperatures from -60 ° C to + 60 ° C during the entire life of the wheel.

Claims (5)

1. A railway wheel containing identification tags fixed to it, characterized in that passive radio frequency tags (RFID) are placed on the side surface of the hub from the inside in the transition zone from the cylindrical surface to the toroidal one. 2. The railway wheel according to claim 1, characterized in that the passive radio frequency tags (RFID) are mounted on the wheel hub at an equidistant distance from each other in the area of the cylindrical part of the hub, enclosed between its end and the beginning of the toroidal surface. 3. The railway wheel according to claim 1, characterized in that the passive radio frequency tags (RFID) are installed inside the landing holes, which are previously made in the area of the cylindrical part of the hub, enclosed between its end and the beginning of the toroidal surface. 4. The railway wheel according to claim 2, characterized in that the passive radio frequency tags (RFID) are placed inside the landing holes flush with the surface. 5. The railway wheel according to claim 1, or 2, or 3, characterized in that the marks are made with the possibility of reading them in a static state of the wheel pair by manual readers or automatic floor means of radio frequency identification when the car moves in the entire range of ambient temperatures.

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