CA1197300A - Detection device for overheated components of moving railroad cars - Google Patents
Detection device for overheated components of moving railroad carsInfo
- Publication number
- CA1197300A CA1197300A CA000378509A CA378509A CA1197300A CA 1197300 A CA1197300 A CA 1197300A CA 000378509 A CA000378509 A CA 000378509A CA 378509 A CA378509 A CA 378509A CA 1197300 A CA1197300 A CA 1197300A
- Authority
- CA
- Canada
- Prior art keywords
- detector
- wheel
- temperature
- rail
- bearing
- 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
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/04—Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault
- B61K9/06—Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault by detecting or indicating heat radiation from overheated axles
Abstract
ABSTRACT OF THE DISCLOSURE
Improvements are provided in detection devices for spotting over-heated components at the wheel frame of a railroad car moving on a rail.
The detection device has a detector operatively associated with the rail to sense infrared radiation and includes subsequent analyzing electronics.
A rail switch is mounted at the rail to activate the detector and its circuitry at the time a wheel passes by. The circuitry contains threshold value switches transmitting a detector signal to a memory display only when the signal is the analogue of an inadmissibly high temperature. The detec-tor means is mounted below the bearing of the wheel passing by and the measuring axis of the detector means extends approximately vertically upward and parallel to the plane of the wheel passing by. The improvement resides in the fact that the detector means comprises a first,bearing temperature detector for sensing a bearing temperature, and a second,wheel rim tempera-ture detector for sensing a wheel rim temperature. The first bearing tempera-ture detector and the second wheel rim temperature detector are constructively combined in a common housing. A single rail switch means is provided for actuating the first bearing temperature detector and the second wheel rim temperature detector.
Improvements are provided in detection devices for spotting over-heated components at the wheel frame of a railroad car moving on a rail.
The detection device has a detector operatively associated with the rail to sense infrared radiation and includes subsequent analyzing electronics.
A rail switch is mounted at the rail to activate the detector and its circuitry at the time a wheel passes by. The circuitry contains threshold value switches transmitting a detector signal to a memory display only when the signal is the analogue of an inadmissibly high temperature. The detec-tor means is mounted below the bearing of the wheel passing by and the measuring axis of the detector means extends approximately vertically upward and parallel to the plane of the wheel passing by. The improvement resides in the fact that the detector means comprises a first,bearing temperature detector for sensing a bearing temperature, and a second,wheel rim tempera-ture detector for sensing a wheel rim temperature. The first bearing tempera-ture detector and the second wheel rim temperature detector are constructively combined in a common housing. A single rail switch means is provided for actuating the first bearing temperature detector and the second wheel rim temperature detector.
Description
3~
The field of the invention is optics, measuring and testing wlth optical pyrometers. The lnventlon is particularly concerned with a device for detecting overheated components of moving railroad cars, in particular the spotting of hot bearings and/or wheel rims or brakesO
The state of the art may be ascertained by reference to United States Patents 3,454,758 and 3,998,549-It is known from the above prior art to mount infrared detectorsnear the rails of a railroad track and to project by means of suitable optics part of the infrared heat radiation from the bearings of the passing railroad cars onto the detector. The detectors deliver an electrical signal proportional to the bearing heat, and the magnitude of this signal allows spotting overheated passing bearings, that is, when they are running hot. Electrical amplifiers and electronic switching means are connected for that purpose afte. the detector, containing a set of thres-hold switches. The threshold switches respond to specific signal strengths and thus report hot bearings.
Moreover, rail switch means are also provided at the tracks, which are actuated by the passing wheels and only activate the overall detection circuit when a wheel is passing by.
It is furthermore known to use such detection systems in the same manner to spot ho. bralces or wheel rims. However, the systems of this kind known to date suffer from the drawback that two separate devices m~lst be used to spot overheated bearings and overheated brakes, or wheel rims, and these two sets are spatially located at wholly different places on the rail. 'l'he drawback is that most of the need is for the detectors and their subsequent electronic circuitry in a redundant ~ 1 ~ ' ~...
~ ... .
3~)~
manner, and most of all the drawback is that the measurements of the bearing on one hand and of the brake or wheel rim on the other never takes ..
place at the same wheel, rather, due to the separate spatial arrangement, the measurements always take place at different wheels.
Having in mind the limitations of the prior art, it is an object of a broad aspect of the present invention to provide~a system for detec-ting overheated components of moving railroad cars which detects both an inadmissible temperature rise in the axle bearings and a temperature rise in the brake shoes or the wheel ri~s, and this at the same wheel, and for 1~ which the expenditure in electronic components is substantially reduced.
According to an aspect of the present invention, the analyzing electronics contain threshold value switches for spotting both an increased bearing temperature as well as an increased wheel rim tempera-ture, i.e., brake shoe temperature, and that the detector for the bearing temperature and the detector for the wheel rim temperature are construc-tively combined in a common housing.
By a broad aspect of this invention, an improvement is provided in a detection device for spotting overheated components at the wheel frame of a railroad car moving on a rail, the detection device including detector means operatively associated with the rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means mounted at the rail to activate the detector means and the circuitry at the ti.me a wheel passes by, the circuitry containing threshold value switches transmitting a detector signal to a memory display only when the signal is the analogue of an inadmissibly high temperature, wherei.n the detector means are mounted below the bearing of the wheel 30~
passing by and the measuring axis of the detector means extends approxi-mately vertically upward and parallel to the plane of the wheel passing by, the improvement whereby the detector means comprises: a first detector for sensing a bearing temperature; and a second detector for sensing a wheel rim temperature, the first, bearlng temperature detector and the second, wheel rim temperature detector being constructively combined in a common housing; and a single rail switch means provided for actuating the first, bearing temperature detector and said second, wheel rim temperature detector.
Accordingly, the overall concept of an aspect of the present invention is to combine the detectors for the bearing temperature and for the brake shoe or wheel rim temperature in such a particular spatial manner that both will always measure the same wheel, and will make use of the required analyzing electronics twice, this electronics containing separate threshold value switches for the bearing temperature and for the brake shoe or wheel rim temperature.
This is possible because these two temperatures are far apart.
The bearing temperature is already inadmissibly high ~hen exceeding the ambient by 100C, whereas brake shoe or wheel rim overheating becomes excessive only when they are 250C. above the ambient. These so-called 73~)~
even numbers" however, do not represent precise values, and are cited merely to indicate the order of magnitude in the temperatu~e differences.
It is further noted that when the brake shoe or the wheel rim temperature is measuredl t~e wheel rim temperature is actually the signi-ficant one. Such an increased wheel rim temperature may arise on the one hand because the brake shoes are draggin~ on the wheel, but also because because the wheel blocked by the brake shoes is dragging on the rail. The heating taking place in this way by dragglng is by far the stronger, and after a few kilometers of dragging may result in detachment of the heat shrunlc mounted wheel rim and hence in derailing the train.
The above overall concept for solving the problem can be imple-mented by two different specific solutions. These so~utions differ in the manner in which the measurement beam axis extends in relation to the plane of the passing wheelg namely either ~n a slanted manner or parallel to it.
In other words, this means that the detector either is arran~ed in a first embodiment vertlcally underneath the bearing passing over it (parallel measurement axis) or that the detector is arranged in a second embodîment as much to the side ne~t to the rail that the measurement axis is oblique to the wheel.
In the second embodiment, the measurement a~is is directed at the wheel center and when a wheel passes by, then the measurement axis is crossed in time sequence first by a brake shoe, then an axle bearing and then the second brake shoe. Therefore, the same detector can always be used to measure both the brake shoe temperature and the bearing tempera-ture. However~ thls detec~or and its subsequent electronics must be sequentially activated twice; first for the front brake shoe and then for t~e axle bearing. (~le second brake shoe need not be measured as its temyerature is essentiall~ equal to that of the 'irst). Rail switch means, for instance magnetlc switches, are required for this double activation, ~373~
which are arranged at th~ track offset from each other and are sequentially switched by the wheel passing by.
In the first embodiment, the measurement axis is directed verti-cal]y upward and only the bearing passing over the detector is sensed.
This detector does not "see" either the brake shoes or the wheel rim.
Therefore, a special detector is needed to measure the wheel rim tempera-ture, which can be mounted together with the axle detector in the same or at the same housing. The measuring axle oE the wheel rim temperature detector, however, is specifically directed at the wheel rim, and on that site which rests on the wall vertically underneath the axle bearing.
Accordinglyl the measurements of the temperatures of the bearing and of the wheel rim take place in this first embodiment at the same time.
Th~refore, this solution allows using the same rail switch means which simultaneously activate the two detectors. Thus, while the second embodi-ment employs the same detector but different rail switch means, the first embodiment employs the same rail switch means but different detectors.
In the accompanying drawings, Figure 1 is a schematic of a device of one embodiment of the present invention sr~nn;ng the axle bearing vertically from below~ and com-prising two detectors and one rail switch;
Figure 2 is a schematic of a device of a second embodiment of the present invention with oblique sc~nnlnp, of the axle bea-ling, comprising one detector and two rail swltches; and Figure 3 is the device of Figure 2 seen in elevation along the dlrection of line A-A of Figure 2.
. With particular reference to Figure 1, the wheel of a railroad car is designatecl as 1 and runs on a rail 2. The wheel is borne by an axle 3 supported in a bearing 4 in turn supported by a frame 5.
A device for spotting overheating of the bearing 4 and of the 3~
wheel rim of the wheel 1 is located to ~he side of the rail 2. This device consists of the infrared detectors 6 and 7. The detector 6 is provided - -Eor sensing the bearing 4 and the ~ensor 7 is provided for sensing the wheel rim 1. However, both detectors are mounted in a co~mon housing ~.
The sensing of the bearing 4 takes place vertically from below. To that end a deflection mirror 10* is arranged in the measuring a~is 6a in addi-tion to the conventional optical components 9 for the purpose of deflecting the measuring axis or the incident infrared rays by 90. The detector 7 on the other hand measures in the horizontal d~rection directly level with the wheel rim.
The two detec~ors 6 and 7 are followed by electronic components which are used in common for the two circuîts and are mounted in the schematically ~ndicated housing 11. These circuits, however contain in separate manner the threshold value switches for the bearing temperature (SSL) and those for the wheel rim temperature (SST). The r~ nlng elec tronic components consist of, for instance, amplifiers, means for analog signal processing, axle counters, etc. as disclosed in United States P
Patent 3,998,5~9. Separate memory displays with display means 12, 13 are provided.
The measurement of the temperatures of the bearing and of the wheel rim takes place simultaneously, namely when the axle is vertically above the device, that wheel zone tl,en being measure which at this very moment is resting on the rail. Therefore, only one rail switch 14 is required to activate the two detector circuits, this switch turning on the two circuits when the wheel is in the described position. Still, the switch may also be arranged elsewhere than where shown9 for instance, on the same slde as the measuring system. Also, it can be located at the opposite rail and be switched by the opposite wheel, or it may be offset by one axle space.
~)73(3~
Figures 2 and 3 show a device with o~lique scanning. The measur--ing axis 15 in this case slants to the wheel plane. It is easily seen that in such an arrangement of the measuring axis, first the wheel rim will pass -through it, then the bearing and then again the wheel rim. '~herefore, the measurement of the bearing and wheel temperature does not take place at the same time, as is the case for the embodiment of Figure 19 rather in sequence. Regarding these time sequence measurements9 only one detectvr 16 is required, to which the infrared radiation is fed by corresponding optics 17. However~ this detector and its subsequent electronics must be activated twice and at a spacing corresponding to the wheel radius. Con-trary to the embodiment shown in Figure 19 two separate rail switches 18 and 19 are required. These switches are shown in Figure 3 as being located on the opposite rail merely for the sake of clarity in represen-tation. They are actuated by the wheel la running on the same axle as wheel 1 and actuate in turn the electronic components of the box 20.
As there are difEerent wheel diameters in the railroad~cars, the rail switches 18 and 19 must be correspondingly wide to ensure actua-ting the circuitry at the precise time for practically any wheel diameter encountered.
'73~
SUPPLEMENTARY DISCLOSURE
The Principal Disclosure provided a device for detecting over-heated components of moving railroad ca:rs, in particular the spotting of hot bearings, and/or wheel ri~s or brakes.
By the invention provided by the Principal Disclosure, the analy~ing electronics contain threshold value switches for spotting both an increased ~earing temperature as well as an increased wheel rim tem-perature, i.e., brake shoe temperature. In addition, by such invention, the detector for the hearing temperature and the detector for the wheel rim temperature are constructuvely combined in a common housing.
The Principal Disclosure provided an i.mprovement in a detec~ion device for spotting overheated components at the wheelframe of a railroad car moving on a rail, the detection device including detector means opera-tively associated with the rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means mounted at the rail to activate the detector means and the circuitry at the time a wheel passes by, the circuitry containing thresho].d value switches trans-mitting a detector signal to a me ry display only when the signal is the analogue of an inadmissibly high temperature, wherein the detector means are mounted below the bearing of the wheel passing by and the measuring axis of the detector means extends approximately vertically upward and parallel to the plane of the wheel passing by, the improvement whereby the detector means comprises: a first detector for sensing a bearing temperature;
and a second detector for sensing a wheel rim temperature, -the first, bear-ing temperature detector and the second, wheel rim temperature detector be.ing constructively cornbined in a common housing; and a single rail switch means provided Eor actuatir.g the first, bearing temperature detector and , , 73~)~
the second, wheel rim temperature detector.
While the present invention as taught by the Princi.pal Disclosure provided a system for detecting overheated components of moving railroad cars which detected both an inadmissible temperature rise in the axle bear-ings and a temperature rise in the brake shoes or the wheel rims, and this at the same wheel, and for which the expenditure in electronic components is substantially reduced, it would be desirable to provide even greater re-producibility and reliability in the temperature measurements.
This more desirable aim is now achieved according to the invention now provided by the present Supplementary Disclosure by spacing the wh~el rim temperature detector a specified vertical distance from the rail upon which the wheel, whose wheel rim temperature is to be detected, runs.
Thus by the invention pro~ided by the present Supplementary Disclosure, an improvement is provided in a detection device for spotting overheated components at the wheel frame of a railroad car moving on a rail, the detection device including detector means operatively associated with the rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means unted at the~rail to activate the detector means and the circuitry at the time a wheel passes by, the circuitry containing threshold value switches transmitting a detector sig-nal to a memory display only when the siynal is the analogue of an inadmis-sibly high temperature, wherein the detector means are mounted below the bearing of the wheel passing by and the measuring axis of the detector means extends approximately vertically upward and parallel to the plane of the wheel passing by~ the improvement whe_eby the detector means comprises 73~)~
first detector for sensing a bearinq temperature; and a second detector for sensing a wheel rim temperature, the first, bearing tempearture detector and the second, wheel rim temperature detector being constructively combined in a common housing; and a single rail switch means provided for actllating the first, bearing temperature detector and the second, wheel rim temperature detector; and means spacing the second, wheel rim temperature detector up to four inches vertically from the top surface of the rail.
By a preferred ~ariant thereof, the vertical distance is two inches.
By another variant thereof, the detector measuring axis is oblique to the plane of the wheel passing by.
By still another variant thereof, the second, bearing temperature detector is mounted below the bearing of the wheel passing by and the measur-ing axis of the second, bearing temperature detector means extends approxi-mately vertically upward and parallel to the plane of the wheel passing by, and a single rail switch is provided for actuating the first bearing tempera-ture detector and the second wheel rim temperature detector.
Thus, it was discovered, and it is now taught by the present Supple-mentary Disclosure,that an important embodiment of this invention residesin achieving an especially reliable measurement of the rim temperature by making the measurement, using the second, wheel rim temperatura detector, at a short vertical distance from the surface of the rail. The best place would be right adjacent to the rail, but then the measuring spot becomes too small. Therefore, it is necessary to move a little slight distance away from the rail, but not too far from the rail.
~ccording to this preferred embodiment of the invention now provided 3~D
by this Supplementary Disclosure, the scanning height between the wheel rim and the second, wheel rim temperature detector ranges up to a distance of approximately four inches from the rail surface. The scanning height pre-ferably ranges at approximately two inches from the rail surface.
In the drawings accompanying the present Supplementary Disclosure:
Figure 4 is a schematic of a de~ice of one embodiment of the present invention scanning the axlff bearing vertically from below, and comprising two detectors and one rail switch;
Figure 5 is a schematic of a device of a second embodiment of the present invention with oblique scanning of the wheel rim axle bearing com-prising one detector showing the second, wheel rim temperature detector but omitting the first, bearing temperature detector for clarity,and two rail switchesi Figure 6 is a representation of a typical wheel rim temperature scan along a wheel passing by a detection point; and Figure 7 is a signal curve of a wheel having rubber tires as the wheel passes by a detection point.
~ ith particular reference to Figure 4, to the eXtent that Figure is similar to Figure 1, the same reference numerals used with respect to Figure 1 will be used now with respect to Figure 4. Thus, the wheel of a railroad car is designated as 1 and runs on a rail 2. The wheel is borne by an axle 3 supported in a bearing 4 which is, in turn, supported by a frame 5.
A de~ice 8 for spotting overheating of the bearing 4 and of the rim of a wheel 1 is located to the left hand side of the rail 2. This device 8 consists of inPrared detectors 6 and 7. A first detector 6 is ~rovided for sensing the temperatu~e of the rim 1~ of the wh~el 1. Both detectors are mounted in a common housing 8a. The sensing of the tempera-( ture of the bearing 4 takes place ver-tically from below.
To that end,a deflection mirror 10 i5 arranged along the measuring axis 6a in addition to conventional optical components (not shown) for the purpose of deflecting the rneasuring axis 6a or the incident infrared rays by 90.
on the other hand, the second detector 7 measures the temperature of the rim la of the wheel 1 in the horizontal direction along measuring axis 6b directly level with the wheel rim. According to ernbodiments of the invention as now provided by the present Supplementary Disclosure~the vertical displacement "y" between the measuring axis 6b and the upper surface of the rail 2 ranges from approximately 2" to approximately 4", with the preferred dis-placement being 2".
The first detector 6 and the second detector 7 are follcwed by electronic components which are used in common for the two circuits and are mounted in the schematically indicated housing 11. These circuits, however, contain the threshold value switches for the bearing temperature (SSL) and those for the wheel rim ternperature (SST) in a separate manner. The remaining elec-tronic cornponents consist of, for instance, arnplifiers, means for analog signal processing, axle counters, etc. as disclosed in United States Patent No. 3,998,549. Separate memory displays with display means 12, 13 are also provided.
The measurement of the temperatures of the bearing 4 and of the rim la of the wheel 1 takes place simultaneously, namely when the axle 3 is vertically above the device 8, the wheel zone which is then being measured is that which at that very moment is resting on the rail. Therefore, only one rail switch 14 i.s required to activate the two detector circuits (SSL) and (SSR), this swit:ch turning on the two circuits (SSL) and (SSR) when the wheel 1 is in the described position. On the other hand, the sw:itch 14 '.'~' 3~a~
may also be arranged elsewhere than where shown, for instance, on the same side as the device 8. Furthermore, it can be located at the opposite rai]
and can be switched by the opposite wheel, or it may be offset by one axle space.
Figure 5 shows a portion of an embodiment of the device 9 of aspects of the invention now provided by the present Supplementary Disclosure with oblique scanning from the wheel rim temperature detector. This Figure shows only the second, wheel rim temperature detector 7. The first, bearing temperature detector 6 for measuring the temperature of the bearing 4 has been omitted for clarity. The device 9 includes the second detector 7 with-in the housing 8a providing a temperature measuring axis 15. To the extent that parts are the same, the same reference numerals used in Figure 4 will be used herein. The measuring axis 15 for the wheel rim temperature in this case slants upwardly to the plane of the wheel l, with the measuring axis 15 intersecting the rim la of the wheel l at an optimum vertical dis-placement "z" from the rail 2. mis vertical displacement "z" ranges approximately 4" to approximately 2", with the prefer~ed displacement "z" being
The field of the invention is optics, measuring and testing wlth optical pyrometers. The lnventlon is particularly concerned with a device for detecting overheated components of moving railroad cars, in particular the spotting of hot bearings and/or wheel rims or brakesO
The state of the art may be ascertained by reference to United States Patents 3,454,758 and 3,998,549-It is known from the above prior art to mount infrared detectorsnear the rails of a railroad track and to project by means of suitable optics part of the infrared heat radiation from the bearings of the passing railroad cars onto the detector. The detectors deliver an electrical signal proportional to the bearing heat, and the magnitude of this signal allows spotting overheated passing bearings, that is, when they are running hot. Electrical amplifiers and electronic switching means are connected for that purpose afte. the detector, containing a set of thres-hold switches. The threshold switches respond to specific signal strengths and thus report hot bearings.
Moreover, rail switch means are also provided at the tracks, which are actuated by the passing wheels and only activate the overall detection circuit when a wheel is passing by.
It is furthermore known to use such detection systems in the same manner to spot ho. bralces or wheel rims. However, the systems of this kind known to date suffer from the drawback that two separate devices m~lst be used to spot overheated bearings and overheated brakes, or wheel rims, and these two sets are spatially located at wholly different places on the rail. 'l'he drawback is that most of the need is for the detectors and their subsequent electronic circuitry in a redundant ~ 1 ~ ' ~...
~ ... .
3~)~
manner, and most of all the drawback is that the measurements of the bearing on one hand and of the brake or wheel rim on the other never takes ..
place at the same wheel, rather, due to the separate spatial arrangement, the measurements always take place at different wheels.
Having in mind the limitations of the prior art, it is an object of a broad aspect of the present invention to provide~a system for detec-ting overheated components of moving railroad cars which detects both an inadmissible temperature rise in the axle bearings and a temperature rise in the brake shoes or the wheel ri~s, and this at the same wheel, and for 1~ which the expenditure in electronic components is substantially reduced.
According to an aspect of the present invention, the analyzing electronics contain threshold value switches for spotting both an increased bearing temperature as well as an increased wheel rim tempera-ture, i.e., brake shoe temperature, and that the detector for the bearing temperature and the detector for the wheel rim temperature are construc-tively combined in a common housing.
By a broad aspect of this invention, an improvement is provided in a detection device for spotting overheated components at the wheel frame of a railroad car moving on a rail, the detection device including detector means operatively associated with the rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means mounted at the rail to activate the detector means and the circuitry at the ti.me a wheel passes by, the circuitry containing threshold value switches transmitting a detector signal to a memory display only when the signal is the analogue of an inadmissibly high temperature, wherei.n the detector means are mounted below the bearing of the wheel 30~
passing by and the measuring axis of the detector means extends approxi-mately vertically upward and parallel to the plane of the wheel passing by, the improvement whereby the detector means comprises: a first detector for sensing a bearing temperature; and a second detector for sensing a wheel rim temperature, the first, bearlng temperature detector and the second, wheel rim temperature detector being constructively combined in a common housing; and a single rail switch means provided for actuating the first, bearing temperature detector and said second, wheel rim temperature detector.
Accordingly, the overall concept of an aspect of the present invention is to combine the detectors for the bearing temperature and for the brake shoe or wheel rim temperature in such a particular spatial manner that both will always measure the same wheel, and will make use of the required analyzing electronics twice, this electronics containing separate threshold value switches for the bearing temperature and for the brake shoe or wheel rim temperature.
This is possible because these two temperatures are far apart.
The bearing temperature is already inadmissibly high ~hen exceeding the ambient by 100C, whereas brake shoe or wheel rim overheating becomes excessive only when they are 250C. above the ambient. These so-called 73~)~
even numbers" however, do not represent precise values, and are cited merely to indicate the order of magnitude in the temperatu~e differences.
It is further noted that when the brake shoe or the wheel rim temperature is measuredl t~e wheel rim temperature is actually the signi-ficant one. Such an increased wheel rim temperature may arise on the one hand because the brake shoes are draggin~ on the wheel, but also because because the wheel blocked by the brake shoes is dragging on the rail. The heating taking place in this way by dragglng is by far the stronger, and after a few kilometers of dragging may result in detachment of the heat shrunlc mounted wheel rim and hence in derailing the train.
The above overall concept for solving the problem can be imple-mented by two different specific solutions. These so~utions differ in the manner in which the measurement beam axis extends in relation to the plane of the passing wheelg namely either ~n a slanted manner or parallel to it.
In other words, this means that the detector either is arran~ed in a first embodiment vertlcally underneath the bearing passing over it (parallel measurement axis) or that the detector is arranged in a second embodîment as much to the side ne~t to the rail that the measurement axis is oblique to the wheel.
In the second embodiment, the measurement a~is is directed at the wheel center and when a wheel passes by, then the measurement axis is crossed in time sequence first by a brake shoe, then an axle bearing and then the second brake shoe. Therefore, the same detector can always be used to measure both the brake shoe temperature and the bearing tempera-ture. However~ thls detec~or and its subsequent electronics must be sequentially activated twice; first for the front brake shoe and then for t~e axle bearing. (~le second brake shoe need not be measured as its temyerature is essentiall~ equal to that of the 'irst). Rail switch means, for instance magnetlc switches, are required for this double activation, ~373~
which are arranged at th~ track offset from each other and are sequentially switched by the wheel passing by.
In the first embodiment, the measurement axis is directed verti-cal]y upward and only the bearing passing over the detector is sensed.
This detector does not "see" either the brake shoes or the wheel rim.
Therefore, a special detector is needed to measure the wheel rim tempera-ture, which can be mounted together with the axle detector in the same or at the same housing. The measuring axle oE the wheel rim temperature detector, however, is specifically directed at the wheel rim, and on that site which rests on the wall vertically underneath the axle bearing.
Accordinglyl the measurements of the temperatures of the bearing and of the wheel rim take place in this first embodiment at the same time.
Th~refore, this solution allows using the same rail switch means which simultaneously activate the two detectors. Thus, while the second embodi-ment employs the same detector but different rail switch means, the first embodiment employs the same rail switch means but different detectors.
In the accompanying drawings, Figure 1 is a schematic of a device of one embodiment of the present invention sr~nn;ng the axle bearing vertically from below~ and com-prising two detectors and one rail switch;
Figure 2 is a schematic of a device of a second embodiment of the present invention with oblique sc~nnlnp, of the axle bea-ling, comprising one detector and two rail swltches; and Figure 3 is the device of Figure 2 seen in elevation along the dlrection of line A-A of Figure 2.
. With particular reference to Figure 1, the wheel of a railroad car is designatecl as 1 and runs on a rail 2. The wheel is borne by an axle 3 supported in a bearing 4 in turn supported by a frame 5.
A device for spotting overheating of the bearing 4 and of the 3~
wheel rim of the wheel 1 is located to ~he side of the rail 2. This device consists of the infrared detectors 6 and 7. The detector 6 is provided - -Eor sensing the bearing 4 and the ~ensor 7 is provided for sensing the wheel rim 1. However, both detectors are mounted in a co~mon housing ~.
The sensing of the bearing 4 takes place vertically from below. To that end a deflection mirror 10* is arranged in the measuring a~is 6a in addi-tion to the conventional optical components 9 for the purpose of deflecting the measuring axis or the incident infrared rays by 90. The detector 7 on the other hand measures in the horizontal d~rection directly level with the wheel rim.
The two detec~ors 6 and 7 are followed by electronic components which are used in common for the two circuîts and are mounted in the schematically ~ndicated housing 11. These circuits, however contain in separate manner the threshold value switches for the bearing temperature (SSL) and those for the wheel rim temperature (SST). The r~ nlng elec tronic components consist of, for instance, amplifiers, means for analog signal processing, axle counters, etc. as disclosed in United States P
Patent 3,998,5~9. Separate memory displays with display means 12, 13 are provided.
The measurement of the temperatures of the bearing and of the wheel rim takes place simultaneously, namely when the axle is vertically above the device, that wheel zone tl,en being measure which at this very moment is resting on the rail. Therefore, only one rail switch 14 is required to activate the two detector circuits, this switch turning on the two circuits when the wheel is in the described position. Still, the switch may also be arranged elsewhere than where shown9 for instance, on the same slde as the measuring system. Also, it can be located at the opposite rail and be switched by the opposite wheel, or it may be offset by one axle space.
~)73(3~
Figures 2 and 3 show a device with o~lique scanning. The measur--ing axis 15 in this case slants to the wheel plane. It is easily seen that in such an arrangement of the measuring axis, first the wheel rim will pass -through it, then the bearing and then again the wheel rim. '~herefore, the measurement of the bearing and wheel temperature does not take place at the same time, as is the case for the embodiment of Figure 19 rather in sequence. Regarding these time sequence measurements9 only one detectvr 16 is required, to which the infrared radiation is fed by corresponding optics 17. However~ this detector and its subsequent electronics must be activated twice and at a spacing corresponding to the wheel radius. Con-trary to the embodiment shown in Figure 19 two separate rail switches 18 and 19 are required. These switches are shown in Figure 3 as being located on the opposite rail merely for the sake of clarity in represen-tation. They are actuated by the wheel la running on the same axle as wheel 1 and actuate in turn the electronic components of the box 20.
As there are difEerent wheel diameters in the railroad~cars, the rail switches 18 and 19 must be correspondingly wide to ensure actua-ting the circuitry at the precise time for practically any wheel diameter encountered.
'73~
SUPPLEMENTARY DISCLOSURE
The Principal Disclosure provided a device for detecting over-heated components of moving railroad ca:rs, in particular the spotting of hot bearings, and/or wheel ri~s or brakes.
By the invention provided by the Principal Disclosure, the analy~ing electronics contain threshold value switches for spotting both an increased ~earing temperature as well as an increased wheel rim tem-perature, i.e., brake shoe temperature. In addition, by such invention, the detector for the hearing temperature and the detector for the wheel rim temperature are constructuvely combined in a common housing.
The Principal Disclosure provided an i.mprovement in a detec~ion device for spotting overheated components at the wheelframe of a railroad car moving on a rail, the detection device including detector means opera-tively associated with the rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means mounted at the rail to activate the detector means and the circuitry at the time a wheel passes by, the circuitry containing thresho].d value switches trans-mitting a detector signal to a me ry display only when the signal is the analogue of an inadmissibly high temperature, wherein the detector means are mounted below the bearing of the wheel passing by and the measuring axis of the detector means extends approximately vertically upward and parallel to the plane of the wheel passing by, the improvement whereby the detector means comprises: a first detector for sensing a bearing temperature;
and a second detector for sensing a wheel rim temperature, -the first, bear-ing temperature detector and the second, wheel rim temperature detector be.ing constructively cornbined in a common housing; and a single rail switch means provided Eor actuatir.g the first, bearing temperature detector and , , 73~)~
the second, wheel rim temperature detector.
While the present invention as taught by the Princi.pal Disclosure provided a system for detecting overheated components of moving railroad cars which detected both an inadmissible temperature rise in the axle bear-ings and a temperature rise in the brake shoes or the wheel rims, and this at the same wheel, and for which the expenditure in electronic components is substantially reduced, it would be desirable to provide even greater re-producibility and reliability in the temperature measurements.
This more desirable aim is now achieved according to the invention now provided by the present Supplementary Disclosure by spacing the wh~el rim temperature detector a specified vertical distance from the rail upon which the wheel, whose wheel rim temperature is to be detected, runs.
Thus by the invention pro~ided by the present Supplementary Disclosure, an improvement is provided in a detection device for spotting overheated components at the wheel frame of a railroad car moving on a rail, the detection device including detector means operatively associated with the rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means unted at the~rail to activate the detector means and the circuitry at the time a wheel passes by, the circuitry containing threshold value switches transmitting a detector sig-nal to a memory display only when the siynal is the analogue of an inadmis-sibly high temperature, wherein the detector means are mounted below the bearing of the wheel passing by and the measuring axis of the detector means extends approximately vertically upward and parallel to the plane of the wheel passing by~ the improvement whe_eby the detector means comprises 73~)~
first detector for sensing a bearinq temperature; and a second detector for sensing a wheel rim temperature, the first, bearing tempearture detector and the second, wheel rim temperature detector being constructively combined in a common housing; and a single rail switch means provided for actllating the first, bearing temperature detector and the second, wheel rim temperature detector; and means spacing the second, wheel rim temperature detector up to four inches vertically from the top surface of the rail.
By a preferred ~ariant thereof, the vertical distance is two inches.
By another variant thereof, the detector measuring axis is oblique to the plane of the wheel passing by.
By still another variant thereof, the second, bearing temperature detector is mounted below the bearing of the wheel passing by and the measur-ing axis of the second, bearing temperature detector means extends approxi-mately vertically upward and parallel to the plane of the wheel passing by, and a single rail switch is provided for actuating the first bearing tempera-ture detector and the second wheel rim temperature detector.
Thus, it was discovered, and it is now taught by the present Supple-mentary Disclosure,that an important embodiment of this invention residesin achieving an especially reliable measurement of the rim temperature by making the measurement, using the second, wheel rim temperatura detector, at a short vertical distance from the surface of the rail. The best place would be right adjacent to the rail, but then the measuring spot becomes too small. Therefore, it is necessary to move a little slight distance away from the rail, but not too far from the rail.
~ccording to this preferred embodiment of the invention now provided 3~D
by this Supplementary Disclosure, the scanning height between the wheel rim and the second, wheel rim temperature detector ranges up to a distance of approximately four inches from the rail surface. The scanning height pre-ferably ranges at approximately two inches from the rail surface.
In the drawings accompanying the present Supplementary Disclosure:
Figure 4 is a schematic of a de~ice of one embodiment of the present invention scanning the axlff bearing vertically from below, and comprising two detectors and one rail switch;
Figure 5 is a schematic of a device of a second embodiment of the present invention with oblique scanning of the wheel rim axle bearing com-prising one detector showing the second, wheel rim temperature detector but omitting the first, bearing temperature detector for clarity,and two rail switchesi Figure 6 is a representation of a typical wheel rim temperature scan along a wheel passing by a detection point; and Figure 7 is a signal curve of a wheel having rubber tires as the wheel passes by a detection point.
~ ith particular reference to Figure 4, to the eXtent that Figure is similar to Figure 1, the same reference numerals used with respect to Figure 1 will be used now with respect to Figure 4. Thus, the wheel of a railroad car is designated as 1 and runs on a rail 2. The wheel is borne by an axle 3 supported in a bearing 4 which is, in turn, supported by a frame 5.
A de~ice 8 for spotting overheating of the bearing 4 and of the rim of a wheel 1 is located to the left hand side of the rail 2. This device 8 consists of inPrared detectors 6 and 7. A first detector 6 is ~rovided for sensing the temperatu~e of the rim 1~ of the wh~el 1. Both detectors are mounted in a common housing 8a. The sensing of the tempera-( ture of the bearing 4 takes place ver-tically from below.
To that end,a deflection mirror 10 i5 arranged along the measuring axis 6a in addition to conventional optical components (not shown) for the purpose of deflecting the rneasuring axis 6a or the incident infrared rays by 90.
on the other hand, the second detector 7 measures the temperature of the rim la of the wheel 1 in the horizontal direction along measuring axis 6b directly level with the wheel rim. According to ernbodiments of the invention as now provided by the present Supplementary Disclosure~the vertical displacement "y" between the measuring axis 6b and the upper surface of the rail 2 ranges from approximately 2" to approximately 4", with the preferred dis-placement being 2".
The first detector 6 and the second detector 7 are follcwed by electronic components which are used in common for the two circuits and are mounted in the schematically indicated housing 11. These circuits, however, contain the threshold value switches for the bearing temperature (SSL) and those for the wheel rim ternperature (SST) in a separate manner. The remaining elec-tronic cornponents consist of, for instance, arnplifiers, means for analog signal processing, axle counters, etc. as disclosed in United States Patent No. 3,998,549. Separate memory displays with display means 12, 13 are also provided.
The measurement of the temperatures of the bearing 4 and of the rim la of the wheel 1 takes place simultaneously, namely when the axle 3 is vertically above the device 8, the wheel zone which is then being measured is that which at that very moment is resting on the rail. Therefore, only one rail switch 14 i.s required to activate the two detector circuits (SSL) and (SSR), this swit:ch turning on the two circuits (SSL) and (SSR) when the wheel 1 is in the described position. On the other hand, the sw:itch 14 '.'~' 3~a~
may also be arranged elsewhere than where shown, for instance, on the same side as the device 8. Furthermore, it can be located at the opposite rai]
and can be switched by the opposite wheel, or it may be offset by one axle space.
Figure 5 shows a portion of an embodiment of the device 9 of aspects of the invention now provided by the present Supplementary Disclosure with oblique scanning from the wheel rim temperature detector. This Figure shows only the second, wheel rim temperature detector 7. The first, bearing temperature detector 6 for measuring the temperature of the bearing 4 has been omitted for clarity. The device 9 includes the second detector 7 with-in the housing 8a providing a temperature measuring axis 15. To the extent that parts are the same, the same reference numerals used in Figure 4 will be used herein. The measuring axis 15 for the wheel rim temperature in this case slants upwardly to the plane of the wheel l, with the measuring axis 15 intersecting the rim la of the wheel l at an optimum vertical dis-placement "z" from the rail 2. mis vertical displacement "z" ranges approximately 4" to approximately 2", with the prefer~ed displacement "z" being
2". It is easily seen that in such an arrangement of th~ measuring axis 15 only the rim la of the wheel l will pass through it. Therefore, the measure-ment of the temperature of the hearing 4 ~by means of the first detector, not shcwn) and the temperature of the rim la by the second detector 7 does not take place at the same time, as in the case for the embodiment of Figure l, but takes place rather in sequence. Because of these timed, sequence measurements, only one detector 16 is required in the device 9, to which the infrared radiation is fed by corresponding optics 17. However, this detec-tor 16 and its subsequent electronics must be activated twice and at a spac-ing corresponding to the wheel radius.
Contrary to the embodiment shown in Figure 4, two separate rail switches 18 and ],9 are requixed. These switches are shown in Figure 5 as being located on the opposite rail merely for -the sake of clarity in repre-sentation. They are actuated by the wheel rim la running on the same axle
Contrary to the embodiment shown in Figure 4, two separate rail switches 18 and ],9 are requixed. These switches are shown in Figure 5 as being located on the opposite rail merely for -the sake of clarity in repre-sentation. They are actuated by the wheel rim la running on the same axle
3 as the wheel 1 and actuate the electronic components of -the box (not shown) in turn.
As there are different wheel diameters in railroad cars, the rail switches 18 and 19 must be corresponding:Ly wide to ensure actuating the circuitry at the precise time for practically any wheel diameter encountered.
As seen in Figure 6r showing the temperature of the wheel rim only, temperature peak (1) represents the temperature of the brake at the wheel remote from the detector; temperature peak (2) represents a ho-t peak caused by sparks, and this temperature is not evaluated, temperature peak (3) represents the evaluated temperature peak at the rim of the wheel; and temperature peak (4) represents the temperature o~ the brake at the wheel remote from the detector. (5) represents the gate pulse for data evaluation~
In Figure 7, the tire 30 has a safety runnin,g surface 31 and a safety wheel 32. The wheel 32 runs on a concrete runnin,g track 33. Dotted line 34 represents the height above the track 33 for scanning the tempera-ture. This generally ranges between 2" and 4".
A typical temperature scan is as follows:
At A = 90C [194F]
B = 27C [81F~
C = 47C [117F~
D ~ 39C ¦102F~ ~
F represents the gate pulse for data evaluation.
- SD lfi -
As there are different wheel diameters in railroad cars, the rail switches 18 and 19 must be corresponding:Ly wide to ensure actuating the circuitry at the precise time for practically any wheel diameter encountered.
As seen in Figure 6r showing the temperature of the wheel rim only, temperature peak (1) represents the temperature of the brake at the wheel remote from the detector; temperature peak (2) represents a ho-t peak caused by sparks, and this temperature is not evaluated, temperature peak (3) represents the evaluated temperature peak at the rim of the wheel; and temperature peak (4) represents the temperature o~ the brake at the wheel remote from the detector. (5) represents the gate pulse for data evaluation~
In Figure 7, the tire 30 has a safety runnin,g surface 31 and a safety wheel 32. The wheel 32 runs on a concrete runnin,g track 33. Dotted line 34 represents the height above the track 33 for scanning the tempera-ture. This generally ranges between 2" and 4".
A typical temperature scan is as follows:
At A = 90C [194F]
B = 27C [81F~
C = 47C [117F~
D ~ 39C ¦102F~ ~
F represents the gate pulse for data evaluation.
- SD lfi -
Claims
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. An improvement in a detection device for spotting overheated components at the wheelframe of a railroad car moving on a rail, said detection device including detector means operatively associated with said rail to sense infrared radiation and including subsequent analyzing elec-tronic circuitry, rail switch means mounted at said rail to activate said detector means and said circuitry at the time a wheel passes by, said cir-cuitry containing threshold value switches transmitting a detector signal to a memory display only when the signal is the analogue of an inadmissibly high temperature, wherein said detector means are mounted below the bearing of the wheel passing by and the measuring axis of said detector means extends approximately vertically upward and parallel to the plane of the wheel passing by, the improvement whereby said detector means comprises:
a first defector for sensing a bearing temperature; and a second detector for sensing a wheel rim temperature; said first, bearing temperature detec-tor and said second, wheel rim temperature detector being constructively combined in a common housing; and a single rail switch means provided for actuating said first, bearing temperature detector and said second, wheel rim temperature detector.
CLAIMS SUPPORTED BY THE SUPPLEMENTARY DISCLOSURE
SD2. An improvement in a detection device for spotting overheated components at the wheelframe of a railroad car moving on a rail, said detection device including detector means operatively associated with said rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means mounted at said rail to activate said detector means and said circuitry at the time a wheel passes by, said circuitry containing threshold value switches transmitting a detector signal to a memory display only when the signal is the analogue of an inadmissibly high temperature, wherein said detector means are mounted below the bearing of the wheel passing by and the measuring axis of said detector means extends approximately vertically upward and parallel to the plane of the wheel passing by, the improvement whereby said detector means comprises: a first detector for sensing a bearing temperature; a second detector for sensing a wheel rim temperature; said first, bearing-temperature detector and said second, wheel-rim-temperature detector being con-structively combined in a common housing; a single rail switch means provided for actuating said first, bearing temperature detector and said second, wheel rim temperature detector; and means spacing said second, wheel-rim-temperature detector a maximum vertical distance of four inches from the top surface of said rail.
SD3. An improvement in a detection device for spotting overheated components at the wheelframe of a railroad car moving on a rail, said detection device including detector means operatively associated with said rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means mounted at said rail to activate said detector means and said circuitry at the time a wheel passes by, said circuitry containing threshold value switches transmitting a detector signal to a memory display only when the signal is the analogue of an inadmissibly high temperature, wherein said detector means are mounted below the bearing of the wheel passing by, and the measuring axis of said detector means is oblique to the plane of said wheel passing by, the improvement whereby said detector means comprises: a first detector for sensing a bearing temperature; a second detector for sensing a wheel rim temperature;
said first, bearing temperature detector and said second, wheel rim temperature detector being constructively combined in a common housing; a single rail switch means provided for actually said first, bearing-temperature detector and said second, wheel-rim-temperature detector; and means spacing said second, wheel-rim-temperature detector a maximum vertical distance of four inches from the top surface of said rail.
SD4. The improvement detection device of claims SD2, or SD3, wherein the vertical spacing of said second, wheel-rim-temperature detector from the top surface of said rail is two inches.
a first defector for sensing a bearing temperature; and a second detector for sensing a wheel rim temperature; said first, bearing temperature detec-tor and said second, wheel rim temperature detector being constructively combined in a common housing; and a single rail switch means provided for actuating said first, bearing temperature detector and said second, wheel rim temperature detector.
CLAIMS SUPPORTED BY THE SUPPLEMENTARY DISCLOSURE
SD2. An improvement in a detection device for spotting overheated components at the wheelframe of a railroad car moving on a rail, said detection device including detector means operatively associated with said rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means mounted at said rail to activate said detector means and said circuitry at the time a wheel passes by, said circuitry containing threshold value switches transmitting a detector signal to a memory display only when the signal is the analogue of an inadmissibly high temperature, wherein said detector means are mounted below the bearing of the wheel passing by and the measuring axis of said detector means extends approximately vertically upward and parallel to the plane of the wheel passing by, the improvement whereby said detector means comprises: a first detector for sensing a bearing temperature; a second detector for sensing a wheel rim temperature; said first, bearing-temperature detector and said second, wheel-rim-temperature detector being con-structively combined in a common housing; a single rail switch means provided for actuating said first, bearing temperature detector and said second, wheel rim temperature detector; and means spacing said second, wheel-rim-temperature detector a maximum vertical distance of four inches from the top surface of said rail.
SD3. An improvement in a detection device for spotting overheated components at the wheelframe of a railroad car moving on a rail, said detection device including detector means operatively associated with said rail to sense infrared radiation and including subsequent analyzing electronic circuitry, rail switch means mounted at said rail to activate said detector means and said circuitry at the time a wheel passes by, said circuitry containing threshold value switches transmitting a detector signal to a memory display only when the signal is the analogue of an inadmissibly high temperature, wherein said detector means are mounted below the bearing of the wheel passing by, and the measuring axis of said detector means is oblique to the plane of said wheel passing by, the improvement whereby said detector means comprises: a first detector for sensing a bearing temperature; a second detector for sensing a wheel rim temperature;
said first, bearing temperature detector and said second, wheel rim temperature detector being constructively combined in a common housing; a single rail switch means provided for actually said first, bearing-temperature detector and said second, wheel-rim-temperature detector; and means spacing said second, wheel-rim-temperature detector a maximum vertical distance of four inches from the top surface of said rail.
SD4. The improvement detection device of claims SD2, or SD3, wherein the vertical spacing of said second, wheel-rim-temperature detector from the top surface of said rail is two inches.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP3020331.7 | 1980-05-29 | ||
| DE19803020331 DE3020331A1 (en) | 1980-05-29 | 1980-05-29 | DEVICE FOR DETECTING INVALIDLY WARMED COMPONENTS ON DRIVING RAILWAYS |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1197300A true CA1197300A (en) | 1985-11-26 |
Family
ID=6103464
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000378509A Expired CA1197300A (en) | 1980-05-29 | 1981-05-28 | Detection device for overheated components of moving railroad cars |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP0041178B1 (en) |
| JP (1) | JPS5722960A (en) |
| AU (1) | AU7092781A (en) |
| BR (1) | BR8103337A (en) |
| CA (1) | CA1197300A (en) |
| DE (1) | DE3020331A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4820057A (en) * | 1986-10-28 | 1989-04-11 | Signaltechnik Gmbh | Method and apparatus to contactlessly measure the brake temperatures of passing railroad cars |
| EP1052606B2 (en) † | 1999-05-14 | 2013-07-17 | TECNOSITAF S.p.A. | Thermographic system to check and prevent fires in a vehicle |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ATE65755T1 (en) * | 1986-09-09 | 1991-08-15 | Signaux Equip Electroniques | SYSTEM FOR DETECTING INCORRECTLY HEATED COMPONENTS ON MOVEMENT RAIL VEHICLES. |
| JPS6436564A (en) * | 1987-08-01 | 1989-02-07 | Keio Teito Electric Railway | Wheel temperature detector |
| GB9113966D0 (en) * | 1991-06-28 | 1991-08-14 | Ferodo Ltd | Apparatus for temperature detection |
| DE4207493A1 (en) * | 1992-03-10 | 1993-11-18 | Telefunken Microelectron | Contactless temp. monitoring system for ferromagnetic vehicle brake disc - measures temp. dependent permeability in air gap of transformer, with min. permeability larger than one below Curie temp. and threshold permeability between min. and one, and compares actual and threshold values. |
| DE4217681C3 (en) * | 1992-05-29 | 1999-02-25 | Rabotek Ind Computer Gmbh | Wheelset diagnostic device for monitoring passing railway vehicles |
| AT400989B (en) * | 1992-12-21 | 1996-05-28 | Vae Ag | DEVICE FOR DETECTING INADMISSIBLY HEATED COMPONENTS OR. POSITION ON MOVING OBJECTS |
| US5448072A (en) * | 1993-08-24 | 1995-09-05 | Servo Corporation Of America | Infrared hot bearing and hot wheel detector |
| AT408214B (en) * | 1998-04-09 | 2001-09-25 | Oesterr Bundesbahnen | DEVICE FOR THE CONTACTLESS MEASUREMENT OF THE TEMPERATURE OF BEARING RAIL VEHICLES |
| AT502033B1 (en) * | 2005-10-04 | 2007-01-15 | Tober Hubert | Wheel heat distribution monitor, for a rail vehicle, has a thermal image camera with its optical axis aligned at a wheel surface measurement zone and a rail surface zone |
| JP4795376B2 (en) * | 2008-03-26 | 2011-10-19 | 公益財団法人鉄道総合技術研究所 | Method and apparatus for detecting incompatibility of tread brake of railway vehicle |
| DK2459430T3 (en) | 2009-07-29 | 2020-03-02 | Wabtec Control Systems Pty Ltd | PROCEDURE FOR MONITORING THE STATE OF SKIN VEHICLE BEARINGS |
| CN105172837B (en) * | 2015-09-02 | 2017-07-14 | 北京华铁能信科技有限公司 | Railway infrared shaft temperature remotely monitors elastic deformation energy storage electromagnetic conversion mass-energy conversion equipment |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3119017A (en) * | 1960-03-22 | 1964-01-21 | Charles G Kaehms | Infrared hotbox detection by measuring the difference in radiated energy from two areas of the journal |
| US3201584A (en) * | 1961-11-21 | 1965-08-17 | Servo Corp Of America | Hot box detector |
| US3253140A (en) * | 1962-04-04 | 1966-05-24 | Gen Signal Corp | System for detecting hot elements on railway vehicles |
| US3294969A (en) * | 1964-08-14 | 1966-12-27 | Gen Signal Corp | Hot wheel detector apparatus for railway vehicles |
-
1980
- 1980-05-29 DE DE19803020331 patent/DE3020331A1/en not_active Withdrawn
-
1981
- 1981-05-19 EP EP19810103824 patent/EP0041178B1/en not_active Expired
- 1981-05-21 AU AU70927/81A patent/AU7092781A/en not_active Abandoned
- 1981-05-28 JP JP8020781A patent/JPS5722960A/en active Pending
- 1981-05-28 CA CA000378509A patent/CA1197300A/en not_active Expired
- 1981-05-28 BR BR8103337A patent/BR8103337A/en unknown
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4820057A (en) * | 1986-10-28 | 1989-04-11 | Signaltechnik Gmbh | Method and apparatus to contactlessly measure the brake temperatures of passing railroad cars |
| EP1052606B2 (en) † | 1999-05-14 | 2013-07-17 | TECNOSITAF S.p.A. | Thermographic system to check and prevent fires in a vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0041178B1 (en) | 1984-08-01 |
| EP0041178A1 (en) | 1981-12-09 |
| DE3020331A1 (en) | 1981-12-17 |
| AU7092781A (en) | 1981-12-03 |
| BR8103337A (en) | 1982-02-16 |
| JPS5722960A (en) | 1982-02-06 |
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