EP0041178B1 - Device for the detection of unduly heated parts of a running railroad car - Google Patents
Device for the detection of unduly heated parts of a running railroad car Download PDFInfo
- Publication number
- EP0041178B1 EP0041178B1 EP19810103824 EP81103824A EP0041178B1 EP 0041178 B1 EP0041178 B1 EP 0041178B1 EP 19810103824 EP19810103824 EP 19810103824 EP 81103824 A EP81103824 A EP 81103824A EP 0041178 B1 EP0041178 B1 EP 0041178B1
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- Prior art keywords
- wheel
- temperature
- wheel rim
- bearing
- rail
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- 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
Definitions
- the invention relates to a device for detecting inadmissibly heated components on moving railway carriages, in particular for detecting hot running bearings and / or wheel rims or brakes.
- the detectors deliver an electrical signal proportional to the bearing heat, the intensity of which indicates whether one of the bearings that has passed has warmed to an inadmissible degree, i.e. got hot.
- the detector is followed by electrical amplifiers and electronic switching means, which contain a number of threshold switches. The threshold switches respond to certain signal strengths and thus report overheated bearings.
- Such a device is e.g. known from ÜS-A-3 119 017.
- Two detectors are combined in one housing, which measure different parts of the bearing housing.
- these detectors are used to compensate for the ambient temperature or to eliminate the influence of solar radiation on the measurement.
- it is a disadvantage of the previously known devices of this type that two separate devices are usually provided for the detection of overheated bearings and overheated brakes or wheel rims, which are also spatially located on the track in completely separate places.
- the disadvantage is that the detectors and the downstream electronics are largely required twice, and above all that the measurement of the bearing on the one hand and the brake or wheel rim on the other hand is never carried out on the same wheel, but always on due to the separate spatial arrangement separate wheels.
- the invention is therefore based on the object to eliminate these disadvantages and to provide a device of the type specified, which reliably detects both an inadmissible temperature increase in the axle bearing and a temperature increase in the brake pads or the wheel rim, on the same wheel, and in the the expenditure on electronic components is significantly reduced.
- the device for detecting the bearing temperature and the wheel rim temperature has two separate detectors with associated optics, which are structurally combined in a common housing, and that only one track switching means is provided for the separate detectors.
- the general solution is therefore to provide one detector each for the bearing temperature and for the brake pad or wheel rim temperature and to unite these detectors structurally in a common housing in such a way that both always measure the same wheel and to use the required evaluation electronics twice, separate threshold switches for the bearing temperature and for the brake pad or wheel rim temperature are installed in this electronics.
- the storage temperature is e.g. already inadmissibly increased if their difference from the ambient temperature is about 100 ° C, while this is only the case for the brake block or wheel rim temperature at a difference of about 250 ° C.
- the degrees mentioned do not represent exact values but are only mentioned to show the magnitude of the temperature differences.
- Such an increased wheel rim temperature can be due to the fact that the brake pads rub on the wheel, but it can also be caused by the fact that the wheel rubs on the rail when the wheel is blocked by the brake pads.
- the resulting warming is much stronger, which can lead to loosening of the shrunk-off wheel rim and thus derailment of the train after just a few kilometers.
- the measuring axis is aligned with the center of the wheel, and when a wheel passes, a brake pad always runs in succession, then the axle bearing and then the second brake pad through the measurement axis. It is therefore possible to always use the same detector to measure both the brake pad and the bearing temperature. However, this detector with its downstream electronics must be activated twice in succession; first for the front brake pad and then for the axle bearing. (The second brake pad does not need to be adjusted because its temperature will always be essentially the same as that of the first brake pad.) For this double activation, separate track switching means, e.g. Magnetic switches required, which are arranged offset on the track and are switched one after the other by the passing wheel.
- track switching means e.g. Magnetic switches required, which are arranged offset on the track and are switched one after the other by the passing wheel.
- the measuring axis is directed vertically upwards and only detects the bearing running over the detector. This detector “sees” nothing of the brake pads and the wheel rim. A separate detector is therefore required for the measurement of the wheel rim temperature, which can be accommodated with the axle detector in or on the same housing, but whose measuring axis is directed specifically at the wheel rim, specifically at the point that is perpendicular to the axle bearing rests on the track.
- the bearing temperature and the wheel rim temperature are therefore measured at the same time in this specific solution. Therefore, the same track switching means can be used in this solution, which activate both detectors at the same time. Thus, while the same detector but different track switching means are used in the solution described first, the same track switching means but different detectors are used in the solution described last.
- Fig. 1 denotes the wheel of a railroad car that runs on a rail 2. The wheel sits on an axle 3 which is mounted in a bearing 4 which is supported by a frame 5.
- This device consists of infrared-sensitive detectors 6 and 7; namely, the detector 6 is provided for the detection of the bearing 4 and the detector 7 for the detection of the wheel rim 1.
- both detectors are accommodated in a common housing 8.
- the bearing 4 is detected vertically from below.
- a deflection mirror 10 is arranged in the measurement axis 6a, which deflects the measurement axis or the incident IR rays by approximately 90 °.
- the detector 7 measures in a horizontal direction 6b directly onto the wheel rim.
- the two detectors 6 and 7 are followed by electronic components that are used for both circuits. They are housed in the housing 11 shown schematically. However, the threshold switches for the storage temperature SSL and for the wheel temperature SSR are available separately in them.
- the other electronic components consist in a known manner e.g. from amplifiers, means for analog signal processing, axle counters, etc., which are not shown separately. However, there are also separate message memories with display means 12, 13.
- the measurement of the bearing temperature and the wheel temperature takes place at the same moment, namely at the moment when the axis is perpendicular to the device, the zone being measured on the wheel that is currently resting on the rail.
- the switch can also be arranged at a location other than that shown, e.g. on the same side as the measuring device.
- he can sit on the opposite track and be switched by the opposite wheel, or offset by an axis distance.
- Figures 2 and 3 show a device with oblique scanning.
- the measuring axis 15 is inclined to the wheel plane. It is easy to understand that with such an arrangement of the measuring axis during a wheel pass, the wheel rim first runs through the measuring axis, then the bearing and then the wheel rim again. The temperatures of the bearing and wheel are therefore not measured at the same instant as in the example in FIG. 1, but in succession in time. All that is required for these measurements, which are consecutive in time, is a detector 16, to which the IR rays are fed via appropriate optics 17. However, this detector and its downstream electronic circuits have to be activated twice, at half the wheel diameter. In contrast to the embodiment of FIG. 1, two separate track switches 18 and 19 are required. In Fig. 3 they are shown for the sake of drawing as lying on the opposite track. You will be sitting on a common axis with the wheel 1 zenden wheel 1 a switched, and in turn switch the electronic components in the cabinet 20th
- the track switches 18 and 19 must be wide enough to ensure that the circuit is active at the right moment for all practical wheel diameters.
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- Radiation Pyrometers (AREA)
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Description
Die Erfindung betrifft eine Vorrichtung zum Erkennen unzulässig erwärmter Bauteile an fahrenden Eisenbahnwagen, insbesondere zum Erkennen heissgelaufener Lager und/oder Radkränzen bzw. Bremsen.The invention relates to a device for detecting inadmissibly heated components on moving railway carriages, in particular for detecting hot running bearings and / or wheel rims or brakes.
Es ist bekannt, nahe den Gleisen einer Eisenbahnstrecke infrarotempfindliche Detektoren anzuordnen, und mittels einer geeigneten Optik einen Teil der von den Lagern vorbeilaufender Eisenbahnwagen ausgehenden Wärmestrahlung (= Infrarotstrahlung) auf den Detektor zu projizieren. Die Detektoren liefern dabei ein der Lagerwärme proportionales elekrisches Signal, an dessen Intensität sich erkennen lässt, wenn eines der vorbeilaufenden Lager sich unzulässig erwärmt hat, d.h. heissgelaufen ist. Zu diesem Zweck sind dem Detektor elektrische Verstärker und elektronische Schaltmittel nachgeschaltet, die eine Reihe von Schwellwertschaltern enthalten. Die Schwellwertschalter sprechen auf bestimmte Signalstärken an und melden so heissgelaufene Lager.It is known to arrange infrared-sensitive detectors near the tracks of a railway line, and to use a suitable optical system to project part of the heat radiation (= infrared radiation) emanating from the railroad cars passing by the bearings onto the detector. The detectors deliver an electrical signal proportional to the bearing heat, the intensity of which indicates whether one of the bearings that has passed has warmed to an inadmissible degree, i.e. got hot. For this purpose, the detector is followed by electrical amplifiers and electronic switching means, which contain a number of threshold switches. The threshold switches respond to certain signal strengths and thus report overheated bearings.
Ausserdem sind am Gleis noch Gleisschaltmittel vorhanden, die von den vorbeifahrenden Rädern geschaltet werden und die gesamte Erkennungsschaltung nur dann aktivieren, wenn ein Rad vorbeifährt.In addition, there are still track switching means on the track, which are switched by the passing wheels and only activate the entire detection circuit when a wheel drives past.
Eine derartige Vorrichtung ist z.B. aus der ÜS-A-3 119 017 bekannt. Dabei sind zwei Detektoren in einem Gehäuse vereint, die verschiedene Teile des Lagergehäuses anmessen. Diese Detektoren dienen jedoch der Kompensation der Umgebungstemperatur bzw. der Elimination des Einflusses der Sonnenstrahlung auf die Messung. Ferner ist es bekannt, derartige Erkennungs-Vorrichtungen in gleicher Weise zum Erkennen heissgelaufener Bremsen bzw. Radkränze zu verwenden. Es ist jedoch ein Nachteil der bisher bekannten Vorrichtungen dieser Art, dass für das Erkennen von heissgelaufenen Lagern und von heissgelaufenen Bremsen bzw. Radkränzen meist zwei getrennte Vorrichtungen vorgesehen sind, die auch räumlich an der Gleisstrecke an völlig getrennten Plätzen stehen. Der Nachteil besteht darin, dass dabei weitestgehend die Detektoren und die nachgeschaltete Elektronik doppelt benötigt werden, und vor allem auch darin, dass die Messung von Lager einerseits und Bremse bzw. Radkranz andererseits niemals am gleichen Rad erfolgt, sondern wegen der getrennten räumlichen Anordnung immer an getrennten Rädern.Such a device is e.g. known from ÜS-A-3 119 017. Two detectors are combined in one housing, which measure different parts of the bearing housing. However, these detectors are used to compensate for the ambient temperature or to eliminate the influence of solar radiation on the measurement. Furthermore, it is known to use such detection devices in the same way for the detection of hot brakes or wheel rims. However, it is a disadvantage of the previously known devices of this type that two separate devices are usually provided for the detection of overheated bearings and overheated brakes or wheel rims, which are also spatially located on the track in completely separate places. The disadvantage is that the detectors and the downstream electronics are largely required twice, and above all that the measurement of the bearing on the one hand and the brake or wheel rim on the other hand is never carried out on the same wheel, but always on due to the separate spatial arrangement separate wheels.
In der US-PS 3 253 140 ist zwar bereits eine Vorrichtung gemäss dem Oberbegriff des Anspruchs bekanntgeworden, bei der die Messung der Lagertemperatur einerseits und der Radkranz-und Bremstemperatur andererseits am gleichen Ort erfolgt, nämlich mit dem gleichen Detektor. Dies hat jedoch den Nachteil, dass für die Messrichtung eine schräge Richtung gewählt werden muss, um die verschiedenen Messstellen (Lager, Bremse, Radkranz) zu erfassen, und die Praxis hat gezeigt, dass eine solche «gemittelte» Messrichtung zu keinen zuverlässigen Ergebnissen führt.In US Pat. No. 3,253,140 a device according to the preamble of the claim has already become known, in which the measurement of the bearing temperature on the one hand and the wheel rim and braking temperature on the other hand takes place at the same location, namely with the same detector. However, this has the disadvantage that an oblique direction must be selected for the measuring direction in order to record the various measuring points (bearings, brakes, wheel rim), and practice has shown that such an “averaged” measuring direction does not lead to reliable results.
Der Erfindung liegt daher die Aufgabe zugrunde, diese Nachteile zu beseitigen und eine Vorrichtung der angegebenen Art zu schaffen, die sowohl eine unzulässige Temperaturerhöhung des Achslagers als auch eine Temperaturerhöhung der Bremsklötze bzw. des Radkranzes zuverlässig erkennt, und zwar am gleichen Rad, und bei der der Aufwand an elektronischen Bauelementen wesentlich vermindert ist.The invention is therefore based on the object to eliminate these disadvantages and to provide a device of the type specified, which reliably detects both an inadmissible temperature increase in the axle bearing and a temperature increase in the brake pads or the wheel rim, on the same wheel, and in the the expenditure on electronic components is significantly reduced.
Gemäss der Erfindung ist diese Aufgabe dadurch gelöst, dass die Vorrichtung zur Detektierung der Lagertemperatur und der Radkranztemperatur zwei getrennte Detektoren mit zugehöriger Optik besitzt, die baulich in einem gemeinsamen Gehäuse vereinigt sind, und dass für die getrennten Detektoren nur ein Gleisschaltmittel vorgesehen ist.According to the invention, this object is achieved in that the device for detecting the bearing temperature and the wheel rim temperature has two separate detectors with associated optics, which are structurally combined in a common housing, and that only one track switching means is provided for the separate detectors.
Der allgemeine Lösungsgedanke besteht demnach darin, für die Lagertemperatur und für die Bremsklotz- bzw. Radkranztemperatur je einen Detektor vorzusehen und diese Detektoren baulich in einem gemeinsamen Gehäuse derart zu vereinigen, dass beide stets das gleiche Rad anmessen, und die erforderliche Auswertelektronik zweimal zu verwenden, wobei in diese Elektronik getrennte Schwellwertschalter für die Lagertemperatur und für die Bremsklotz- bzw. Radkranztemperatur eingebaut sind.The general solution is therefore to provide one detector each for the bearing temperature and for the brake pad or wheel rim temperature and to unite these detectors structurally in a common housing in such a way that both always measure the same wheel and to use the required evaluation electronics twice, separate threshold switches for the bearing temperature and for the brake pad or wheel rim temperature are installed in this electronics.
Letzteres ist deshalb möglich, weil diese beiden Temperaturen stark unterschiedlich sind. Die Lagertemperatur ist z.B. bereits dann unzulässig erhöht, wenn ihre Differenz zur Umgebungstemperatur etwa 100 °C beträgt, während dies bei der Bremsklotz- bzw. Radkranztemperatur erst bei einer Differenz von etwa 250 °C der Fall ist. Die genannten Gradzahlen stellen aber keine exakten Werte dar sondern sind nur genannt, um die Grössenordnung der Temperaturunterschiede aufzuzeigen.The latter is possible because these two temperatures are very different. The storage temperature is e.g. already inadmissibly increased if their difference from the ambient temperature is about 100 ° C, while this is only the case for the brake block or wheel rim temperature at a difference of about 250 ° C. However, the degrees mentioned do not represent exact values but are only mentioned to show the magnitude of the temperature differences.
Es sei auch noch darauf hingewiesen, dass bei der Messung der Bremsklotz- bzw. Radkranztemperatur die letztgenannte Radkranztemperatur die eigentlich interessante Temperatur ist.It should also be pointed out that when measuring the brake pad or wheel rim temperature, the last-mentioned wheel rim temperature is the actually interesting temperature.
Eine solche erhöhte Radkranztemperatur kann einmal daher rühren, dass die Bremsklötze auf dem Rad schleifen, sie kann aber auch daher rühren, dass bei durch die Bremsklötze blockiertem Rad das letztere auf der Schiene schleift. Die dabei auftretende Erwärmung ist die weitaus stärkere, die schon nach wenigen Kilometern zum Lösen des abgeschrumpften Radkranzes und damit zum Entgleisen des Zuges führen kann.Such an increased wheel rim temperature can be due to the fact that the brake pads rub on the wheel, but it can also be caused by the fact that the wheel rubs on the rail when the wheel is blocked by the brake pads. The resulting warming is much stronger, which can lead to loosening of the shrunk-off wheel rim and thus derailment of the train after just a few kilometers.
Der oben genannte allgemeine Lösungsgedanke kann in zwei unterschiedlichen konkreten Lösungen verwirklicht werden. Diese Lösungen unterscheiden sich danach, wie die Achse des Messstrahls relativ zur Ebene des vorbeilaufenden Rades verläuft, nämlich entweder schräg oder parallel. Mit anderen Worten heisst dies, ob der Detektor senkrecht unter dem über ihm vorbeilaufenden Lager angeordnet ist (paralleler Messachsenverlauf), oder ob der Detektor soweit seitlich neben der Schiene angeordnet ist, dass die Messachse schräg zum Rad verläuft.The general solution concept mentioned above can be realized in two different concrete solutions. These solutions differ according to how the axis of the measuring beam runs relative to the plane of the passing wheel, namely either obliquely or parallel. In other words, this means whether the detector is arranged vertically underneath the bearing passing above it (parallel measurement axis course), or whether the detector is arranged so far to the side of the rail that the measurement axis is inclined to the wheel.
Im letzteren Falle ist die Messachse auf die Radmitte ausgerichtet, und wenn ein Rad vorbeiläuft, so laufen immer zeitlich nacheinander zunächst ein Bremsklotz, dann das Achslager und dann der zweite Bremsklotz durch die Messachse. Es ist daher möglich zur Messung sowohl der Bremsklotz- als auch der Lagertemperatur stets den gleichen Detektor zu verwenden. Dieser Detektor mit seiner nachgeschalteten Elektronik muss jedoch zeitlich nacheinander zweimal aktiviert werden; zunächst für den vorderen Bremsklotz und danach für das Achslager. (Der zweite Bremsklotz braucht nicht angemessen zu werden, weil seine Temperatur im wesentlichen immer gleich derjenigen des ersten Bremsklotzes sein wird.) Für diese zweimalige Aktivierung sind getrennte Gleisschaltmittel, z.B. Magnetschalter, erforderlich, die versetzt zueinander am Gleis angeordnet sind und vom vorbeilaufenden Rad nacheinander geschaltet werden.In the latter case, the measuring axis is aligned with the center of the wheel, and when a wheel passes, a brake pad always runs in succession, then the axle bearing and then the second brake pad through the measurement axis. It is therefore possible to always use the same detector to measure both the brake pad and the bearing temperature. However, this detector with its downstream electronics must be activated twice in succession; first for the front brake pad and then for the axle bearing. (The second brake pad does not need to be adjusted because its temperature will always be essentially the same as that of the first brake pad.) For this double activation, separate track switching means, e.g. Magnetic switches required, which are arranged offset on the track and are switched one after the other by the passing wheel.
Im ersteren Falle ist die Messachse senkrecht nach oben gerichtet und erfasst nur das über dem Detektor hinweglaufende Lager. Von den Bremsklötzen und dem Radkranz «sieht» dieser Detektor nichts. Es ist daher für die Messung der Radkranztemperatur ein gesonderter Detektor erforderlich, der mit dem Achs-Detektor im bzw. am gleichen Gehäuse untergebracht sein kann, dessen Messachse jedoch speziell auf den Radkranz gerichtet ist, und zwar auf diejenige Stelle, die senkrecht unterhalb des Achslagers auf dem Gleis aufliegt.In the former case, the measuring axis is directed vertically upwards and only detects the bearing running over the detector. This detector “sees” nothing of the brake pads and the wheel rim. A separate detector is therefore required for the measurement of the wheel rim temperature, which can be accommodated with the axle detector in or on the same housing, but whose measuring axis is directed specifically at the wheel rim, specifically at the point that is perpendicular to the axle bearing rests on the track.
Die Messung der Lagertemperatur und der Radkranztemperatur erfolgt daher bei dieser konkreten Lösung zeitlich im gleichen Moment. Daher können bei dieser Lösung die gleichen Gleisschaltmittel verwendet werden, die zum gleichen Zeitpunkt beide Detektoren aktivieren. Während somit bei der erstbeschriebenen Lösung der gleiche Detektor, aber verschiedene Gleisschaltmittel benutzt werden, werden bei der letztbeschriebenen Lösung die gleichen Gleisschaltmittel aber unterschiedliche Detektoren verwendet.The bearing temperature and the wheel rim temperature are therefore measured at the same time in this specific solution. Therefore, the same track switching means can be used in this solution, which activate both detectors at the same time. Thus, while the same detector but different track switching means are used in the solution described first, the same track switching means but different detectors are used in the solution described last.
In der Zeichnung ist die Erfindung in zwei Ausführungsbeispielen dargestellt. Es zeigen:
- Fig. 1 schematisch eine Vorrichtung gemäss der Erfindung mit Abtastung der Achslager senkrecht von unten, mit zwei Detektoren und einem Gleisschalter,
- Fig. 2 schematisch eine Vorrichtung gemäss der Erfindung mit schräger Abtastung der Achslager, mit einem Detektor und zwei Gleisschaltern, und
- Fig. 3 die Vorrichtung der Fig. 2 in einer Ansicht in Pfeilrichtung A der Fig. 2.
- 1 schematically shows a device according to the invention with scanning of the axle bearings vertically from below, with two detectors and a track switch,
- Fig. 2 shows schematically a device according to the invention with oblique scanning of the axle bearings, with a detector and two track switches, and
- 3 shows the device of FIG. 2 in a view in the direction of arrow A in FIG. 2.
In Fig. 1 ist mit 1 das Rad eines Eisenbahnwagens bezeichnet das auf einer Schiene 2 läuft. Das Rad sitzt auf einer Achse 3, die in einem Lager 4 gelagert ist, das von einem Rahmen 5 getragen wird.In Fig. 1, 1 denotes the wheel of a railroad car that runs on a
Seitlich der Schiene 2 sitzt eine Vorrichtung zum Erkennen von unzulässigen Erwärmungen des Lagers 4 und des Radkranzes des Rades 1. Diese Vorrichtung besteht aus infrarotempfindlichen Detektoren 6 und 7; und zwar ist für die Detektierung des Lagers 4 der Detektor 6 vorqesehen und für die Detektierung des Radkranzes 1 der Detektor 7. Beide Detektoren sind jedoch in einem gemeinsamen Gehäuse 8 untergebracht. Die Detektierung des Lagers 4 erfolgt senkrecht von unten. Zu diesem Zweck ist in der Messachse 6a ausser den üblichen optischen Bauelementen ein Umlenkspiegel 10 angeordnet, der die Messachse bzw. die einfallenden IR-Strahlen um etwa 90° umlenkt. Der Detektor 7 misst demgegenüber in waagerechter Richtung 6b direkt auf den Radkranz.To the side of the
Den beiden Detektoren 6 und 7 sind elektronische Bauelemente nachgeordnet, die für beide Schaltkreise gemeinsam benutzt werden. Sie sind in dem schematisch dargestellten Gehäuse 11 untergebracht. In ihnen sind jedoch die Schwellwertschalter für die Lagertemperatur SSL und für die Radtemperatur SSR getrennt vorhanden. Die übrigen elektronischen Bauelemente bestehen in bekannter Weise z.B. aus Verstärkern, Mitteln zur Analogsignalverarbeitung, Achszähler usw., die nicht gesondert dargestellt sind. Es sind allerdings auch getrennte Meldungsspeicher mit Anzeigemitteln 12,13 vorhanden.The two detectors 6 and 7 are followed by electronic components that are used for both circuits. They are housed in the
Die Messung der Lagertemperatur und der Radtemperatur erfolgt zeitlich im gleichen Moment, und zwar in dem Augenblick, in dem die Achse senkrecht über der Vorrichtung steht, wobei dann am Rad diejenige Zone gemessen wird, die sich gerade in Auflage auf der Schiene befindet. Zur Aktivierung der beiden Detektoren-Schaltkreise ist daher nur ein Gleisschalter 14 erforderlich, der beide Schaltkreise einschaltet, wenn sich das Rad in der beschriebenen Position befindet. Allerdings kann der Schalter auch an anderer als der gezeigten Stelle angeordnet sein, z.B. auf derselben Seite wie die Messvorrichtung. Ausserdem kann er am gegenüberliegenden Gleis sitzen und von dem gegenüberliegenden Rad geschaltet werden, oder auch um einen Achsabstand versetzt.The measurement of the bearing temperature and the wheel temperature takes place at the same moment, namely at the moment when the axis is perpendicular to the device, the zone being measured on the wheel that is currently resting on the rail. To activate the two detector circuits, therefore, only one
Die Figuren 2 und 3 zeigen eine Vorrichtung mit schräger Abtastung. Die Messachse 15 ist hierbei zur Radebene geneigt. Es ist leicht verständlich, dass bei einer solchen Anordnung der Messachse bei einem Raddurchlauf zunächst der Radkranz durch die Messachse läuft, dann das Lager und danach wiederum der Radkranz. Die Messung der Temperaturen von Lager und Rad erfolgt daher nicht im gleichen Augenblick, wie im Beispiel der Fig. 1, sondern zeitlich nacheinander. Für diese zeitlich nacheinander liegenden Messungen ist lediglich ein Detektor 16 erforderlich, dem über eine entsprechende Optik 17 die IR-Strahlen zugeleitet werden. Allerdings muss dieser Detektor mit seinen nachgeschalteten elektronischen Schaltkreisen zweimal aktiviert werden, und zwar im Abstand des halben Raddurchmessers. Im Gegensatz zum Ausführungsbeispiel der Fig. 1 sind zwei getrennte Gleisschalter 18 und 19 erforderlich. In Fig. 3 sind dieselben aus zeichnerischen Gründen als am gegenüberliegenden Gleis liegend dargestellt. Sie werden von dem mit dem Rad 1 auf einer gemeinsamen Achse sitzenden Rad 1 a geschaltet, und schalten ihrerseits die elektronischen Bauelemente in dem Schrank 20.Figures 2 and 3 show a device with oblique scanning. The
Da die Durchmesser der Eisenbahnwagen unterschiedlich sind, müssen die Gleisschalter 18 und 19 entsprechend breit sein, um zu gewährleisten, dass bei allen praktisch vorkommenden Raddurchmessern der Schaltkreis jeweils im richtigen Moment aktiv ist.Since the diameters of the railroad cars are different, the track switches 18 and 19 must be wide enough to ensure that the circuit is active at the right moment for all practical wheel diameters.
Claims (1)
- Detection device for spotting overheated components at the wheel frame of a moving railroad car comprising detector means integrated in a stationary manner in the rail for sensing infrared radiation, a subsequent analyzing electronic circuitry including rail switch means mounted at the rail to activate said detector means and said circuitry at the time a wheel passes by, said circuitry containing threshold value switches for detecting an inadmissible high bearing temperature and threshold value switches for detecting an indadmissi- ble high temperature of the wheel rim and of the brake lining, characterized in that for detecting the bearing temperature and the wheel rim temperature the device comprises two separate detector means (6; 7) with associated optical means which are constructively combined in a common housing (8) and that for the said separate detector means (6; 7) only one rail switch means is provided.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3020331 | 1980-05-29 | ||
| DE19803020331 DE3020331A1 (en) | 1980-05-29 | 1980-05-29 | DEVICE FOR DETECTING INVALIDLY WARMED COMPONENTS ON DRIVING RAILWAYS |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0041178A1 EP0041178A1 (en) | 1981-12-09 |
| EP0041178B1 true EP0041178B1 (en) | 1984-08-01 |
Family
ID=6103464
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP19810103824 Expired EP0041178B1 (en) | 1980-05-29 | 1981-05-19 | Device for the detection of unduly heated parts of a running railroad car |
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 |
|---|---|---|---|---|
| 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. |
| CN105172837A (en) * | 2015-09-02 | 2015-12-23 | 北京华铁能信科技有限公司 | Elastic-deformation energy storing type electromagnetic mass-energy conversion device for infrared remote monitoring of railway bearing temperature |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0263217B1 (en) * | 1986-09-09 | 1991-07-31 | CSEE-Transport | System for identifying overheated components of moving railway vehicles |
| EP0265538B1 (en) * | 1986-10-28 | 1990-01-03 | SIGNALTECHNIK GmbH | Device for the contactless measurement of the temperatures of the brakes of passing railway coaches |
| 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 |
| 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 |
| IT1312442B1 (en) † | 1999-05-14 | 2002-04-17 | Sai Servizi Aerei Ind S R L | THERMOGRAPHIC SYSTEM TO CONTROL FIRE ON A VEHICLE |
| 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 |
| AU2010276501B2 (en) * | 2009-07-29 | 2015-09-03 | Wabtec Control Systems Pty Ltd | System and method for monitoring condition of rail car wheels, brakes and bearings |
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 CA CA000378509A patent/CA1197300A/en not_active Expired
- 1981-05-28 JP JP8020781A patent/JPS5722960A/en active Pending
- 1981-05-28 BR BR8103337A patent/BR8103337A/en unknown
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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. |
| CN105172837A (en) * | 2015-09-02 | 2015-12-23 | 北京华铁能信科技有限公司 | Elastic-deformation energy storing type electromagnetic mass-energy conversion device for infrared remote monitoring of railway bearing temperature |
Also Published As
| Publication number | Publication date |
|---|---|
| AU7092781A (en) | 1981-12-03 |
| CA1197300A (en) | 1985-11-26 |
| JPS5722960A (en) | 1982-02-06 |
| DE3020331A1 (en) | 1981-12-17 |
| BR8103337A (en) | 1982-02-16 |
| EP0041178A1 (en) | 1981-12-09 |
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