EP2402227B1 - Appareil de vérification et de mesure pour essieux de chemin de fer - Google Patents

Appareil de vérification et de mesure pour essieux de chemin de fer Download PDF

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Publication number
EP2402227B1
EP2402227B1 EP11168855.2A EP11168855A EP2402227B1 EP 2402227 B1 EP2402227 B1 EP 2402227B1 EP 11168855 A EP11168855 A EP 11168855A EP 2402227 B1 EP2402227 B1 EP 2402227B1
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EP
European Patent Office
Prior art keywords
displacement
wheel
rails
axle
support
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EP11168855.2A
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German (de)
English (en)
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EP2402227A1 (fr
Inventor
Cesare Santanera
Angelo Zingarelli
Riccardo Baronti
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DMA Srl
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DMA Srl
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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
    • B61K9/12—Measuring or surveying wheel-rims

Definitions

  • the present invention refers to a detection and verification apparatus for railway axles, particularly of the type that can be installed in a railway depot and arranged to perform measurements aimed at determining some characteristic quantities of a railway axle.
  • An example of such apparatus is known, for example, from DE 17 28 624 U .
  • other example are known from US 2003/160193 A1 , DE 103 52 166 B3 , DE 103 36 042 A1 and DE 14 73 850 A1 .
  • the rolling stock circulating on the railway system is subjected, during use, to a progressive deterioration of the components thereof, which affects the with wheel arrangement elements too.
  • the railway axles are typically subjected to particularly marked wear phenomena given that they are subjected to particularly heavy operating conditions.
  • the wear involving a railway axle occurs markedly on the wheels, which are subjected to variations and/or alterations of the profile thereof due to, for example, impacts during travel, friction of the flange along the side of the railway, and due to the simple rolling on the rails.
  • the periodic verification of the railway axles is important given that it allows having an indication regarding the state of wear of a railway axle and hence indications regarding potential criticalities that could arise during the travel of the rolling vehicle.
  • the measurement apparatus of the known type generally provide incomplete (e.g. not extended to the entire circumference) and/or poorly accurate data, in particular regarding the diameter and eccentricity)
  • the object of the present invention is to overcome the previously described technical problems.
  • the object of the invention is to provide an apparatus for the measurement and verification of railway axles that allows to perform the measurement operations in a simple, quick and accurate manner without requiring complex operations for disassembling and subsequently reassembling the axle on a bogie of a railway vehicle.
  • a verification apparatus for railway axles according to the present invention is indicated with 1 in figure 1 .
  • the apparatus 1 comprises a displacement and support assembly 2, a measurement assembly 4 and a mobile support assembly 6.
  • the apparatus 1 is preferably installed in a workshop pit, generally indicated with reference number 8 and represented, in some of the parts thereof, schematically.
  • the pit 8 comprises a floor 9 in which a seat 9A is obtained.
  • the displacement and support assembly 2 comprises a bogie 10 having a first frame 12 and a second frame 14.
  • the bogie 10 furthermore comprises four wheels 16 rotatably connected to the first frame 12 and movable along Burback rails indicated with reference number 18 and fixed to plates 20 in turn housed in the seat 9A of the pit 8.
  • the first frame 12 comprises two longitudinal beams 22 joined by four crosspieces 24 to form a "ladder-like" structure.
  • Two of the crosspieces 24 are located in proximity of respective opposite ends of the longitudinal beams 22 (at times indicated, in the present description, as “outer crosspieces 24") while the remaining crosspieces 24 (at times indicated, in the present description, as “inner crosspieces”) are located between the previously mentioned two crosspieces 24 thereby defining a quadrangular gap 25 ( figure 6 ).
  • the terms “longitudinal” and “transversal” refer to the direction, respectively, of the longitudinal beams 22 and of the crosspieces 24.
  • each longitudinal beam 22 there are further fixed (preferably by means of welding), substantially orthogonal to the crosspieces 24, four uprights 26, in turn joined in pairs by respective crosspieces 28.
  • the longitudinal beams 22, the uprights 26 and the crosspieces 24, 28 are provided by means of steel profile beams having hollow cross-section.
  • each upright 26 there is further fixed a guide 30 positioned so as to face towards all the remaining guides 30.
  • each guide 30 is positioned in a spatial region comprised between the four uprights 26.
  • the guides 30 comprise, each, a fixing plate 32, two clamps 34 fixed at opposite ends of the plate 32 and a cylindrical bar 36, located with axis vertical and orthogonal to the longitudinal beams 22, fastened and secured in position by the clamps 34 (preferably by means of fastening screws).
  • feet 38 On the sides of the longitudinal beams 22, on the same side with respect to the wheels 16 and adjacent thereto, there are arranged four feet 38, rigidly connected to the longitudinal beams 22 and each having a block 40 comprising a recess 41 whose shape is substantially complementary to that of the Burback rail 18.
  • the feet 38 protrude between the wheels 16 and towards the rails 18, when the bogie 10 is positioned thereon.
  • the wheels 16 are in pairs rotatably connected to axles 42, on each of which there are engaged two guide elements 44 fixed in positions substantially corresponding to those of the longitudinal beams 22 with respect to the axles 42.
  • Each guide element 44 comprises a lower portion 46 and an upper portion 48 mutually fixed and defining a cylindrical cavity 50 within which there are arranged the axles 42. Furthermore, to each portion 46 there are fixed first ends 51 of leaf springs 52, having second ends 53 fixed to the longitudinal beams 22. Thus, each axle 42 is elastically connected to the longitudinal beams 22.
  • each guide element 44 is movable, due to the second portion 48, in respective recesses 54 whose shape is substantially complementary to the portion 48, thus obtaining a prismatic guide.
  • each guide element 44 further carries a pad 56 arranged to cooperate with a stop plate 58 which is further connected to a pin for adjusting the pre-load 60.
  • the pad 56, the plate 58 and the pin for adjusting the pre-load 60 are all housed within the longitudinal beams 22.
  • the guide elements 44, the leaf springs 52 and the axles 42 provide a suspension of the bogie 10 in which the unsprung mass comprises the wheels 16, the axles 42 and the guide elements 44, while the sprung mass substantially comprises the frame 12 and all that is directly or indirectly supported thereby.
  • the second frame 14 is supported by four actuators 62 fixed to the longitudinal beams 22 due to respective fixing plates 64.
  • Each longitudinal beam 22 carries two actuators 62 arranged adjacent to each of the uprights 26.
  • Each actuator 62 is of the screw type, preferably with the trapezoidal thread, and comprises a respective threaded stem 66 of the through type.
  • the stem 66 in fact traverses the entire actuator 62 and further also traverses a respective through hole 68 provided on the corresponding longitudinal beam 22.
  • each actuator 62 is operatively connected, for operation, to a mechanical transmission 72 comprising an electric motor 74 with axis parallel to the longitudinal beams 22 and flanged to a first reducer 76 having three output shafts.
  • the reducer 76 comprises a first and a second output shaft 78, 80 connected with respective joints 78A, 80A (preferably of the sleeve type) to corresponding pins 81 for the actuation of the actuators 62 (each actuator 62 comprises two mirror-like actuation pins 81, whereby the one not engaged in the joint is observable), and a lay shaft 82 which bring the motion to a second reducer 84 having two output shafts 86, 88 substantially identical to the shafts 78, 80 and also connected by means of joints 86A, 88A to pins 81 for actuating corresponding actuators 62.
  • Each of the reducers 76, 84 is fixed to a corresponding inner crosspiece 24.
  • the second frame 14 comprises two longitudinal beams 90 substantially arc-shaped and each comprising respective vertical ends 92 substantially parallel to the uprights 26. Furthermore, the two longitudinal beams 90 are transversely joined by two fixed shafts 94 which connect in rotation a first roller 96 to a second roller 98. The rollers 96, 98 lie on opposite sides with respect to the frame 14.
  • the first rollers 96 have a larger diameter with respect to the rollers 98 and an electric motor 100 is connected to one of them by means of a toothed belt 102.
  • the rollers 96, 98 each comprise a terminal support stretch 104 (having the same diameter on both rollers) having a conical edge 106 with larger diameter in extreme position with respect to each roller 96, 98.
  • a guide bushing 108 is fixed to each end 92 and it is slidably engaged on a respective cylindrical bar 36 of a guide 30.
  • a first and a second pulley 110, 112 rotatably supported by means of respective brackets 110A, 112A fixed to the plates 20 on which there is wound a rope 114 mechanically fixed to the bogie 10, particularly to the first frame 12 are also part of the displacement and support assembly 2.
  • the measurement assembly 4 comprises a first lateral measurement station 116, a second lateral measurement station 118 and a central measurement station 120.
  • the first and the second lateral measurement stations 116, 118 are identical and positioned mirror-like, in the seat 9A of the pit 8, with respect to the displacement and support assembly 2 ( figure 3 ).
  • Each lateral measurement station 116, 118 comprises: an optical acquisition unit 122 supported by an undercarriage 123 slidably mounted on guides 124 carried by profiled beam 126 within the seat 9A of the pit 8. Thus, each optical acquisition unit is slidable in the longitudinal direction along the guides 124.
  • Each optical acquisition unit 122 comprises a first, a second and a third observation windows 130, 132, 134 associated to respective camera-laser source units connected with an external control unit 250, illustrated in figure 24 , comprising a plurality of electronic processor devices.
  • the camera-laser source units perform a detection of the so-called 'light section', or even 'laser line detection' type.
  • the laser sources of the light section unit emit a laser line at a given angle on the objects that should be scanned, which is then detected in reflection by the camera, allowing obtaining the contour of the scanned object.
  • the observation window 132 like the respective camera-laser source unit, is in central position with respect to the windows 130, 134 and it shall thus be identified, in the present description, also by the term “central window” and the term “central instrument” shall be similarly used for the camera-laser source unit associated to the window 132.
  • the windows 130, 134 and the camera-laser source units associated thereto will be at times referred to by the terms “lateral windows” and “lateral instrument/s”.
  • the central measurement station 120 comprises a third and a fourth optical acquisition unit, each indicated with reference number 136, identical with respect to each other.
  • Each acquisition unit 136 is carried by a plate 138 which develops in a substantially transverse direction, in turn carried by an undercarriage 140 mounted slidably along guides 142 oriented longitudinally parallel to the guides 124.
  • Each acquisition unit 136 comprises a respective observation window 144 associated, analogously to the units 122, to a camera-laser source unit.
  • the lateral measurement stations 116, 118 and the central measurement station 120 are located on arrays of plates 20 within the pit 8 and in particular the lateral measurement stations are fixed to the plates 20 so that the profiled beams 126 are parallel to the bogie 10 and to the Burback rails 18, while the central measurement station is installed within the first frame 12 essentially so that the undercarriage 140 occupies the quadrangular gap 25 existing between the inner crosspieces 24 and also so that the plate 138 is arranged astride the longitudinal beams 22 between the actuators 62 and the reducers 76, 84, preferably below the lay shaft 82.
  • the mobile support assembly 6 comprises a first and a second mobile rails 146, 148 of the Vignoles type commonly used on the European railway system.
  • Each mobile rail 146, 148 is supported by a respective pair of actuators 150 preferably identical to actuators 62.
  • Each actuator 150 comprises a threaded stem 152 rigidly connected to a load cell 154 to which there is in turn fixed a block 156.
  • Each rail 146, 148 lies on a pair of blocks 156 aligned in the longitudinal direction and to each block 156 there is further fixed a guide bushing 158 which is slidably engaged on a cylindrical bar 160 with vertical axis fixed within a guide column 162, also vertical.
  • the guide bushing 158 and the cylindrical bar 160 define a guide of type substantially identical to the guide 30.
  • Each of the actuators 150 is operatively connected to a mechanical transmission 164 comprising an electric motor 166 mounted with vertical axis and flanged to a reducer 168 comprising two output shafts 170 coaxial with respect to each other and aligned in the longitudinal direction.
  • Each output shaft 170 is mechanically connected by means of a joint 170A to an input shaft of a corresponding actuator 150.
  • the actuators 150, the mechanical transmissions 164 and the guide columns 162 are carried by plates 172, 174 within the seat 9A of the pit 8.
  • the mobile support assembly 6 is installed in the seat 9A of the pit 8 so that the mobile rails 146, 148 are located, respectively, between the lateral measurement station 116 and the displacement and support assembly 2, particularly the bogie 10, and between the lateral measurement station 118 and the displacement and support assembly 2, particularly the bogie 10.
  • the mobile rail 146 is positioned in a spatial region comprised between the lateral measurement station 116 and the rollers 96, while the rails 148 is located between the lateral measurement station 118 and the rollers 98. Furthermore, each mobile rail 146, 148 is located transversely aligned with fixed rails, respectively, 176, 178 and 180, 182 still of the Vignoles type and partly carried by the guide columns 162, partly by columns 184 in turn fixed, similarly to the guide columns 162, to the plates 172.
  • the displacement and support assembly 2 is arranged, evidently, between the pairs of fixed rails 176, 180 and 178, 182, as well as between the mobile rails 146, 148.
  • the lateral measurement stations 116, 118 are located externally with respect to the fixed rails 176, 178 and 180, 182, while the central measurement station 120 is located between the fixed rails 176, 178 and 180, 182 and between the mobile rails 146, 148, being included within the gap 25 of the frame 12.
  • Figure 24 shows a principle block diagram of a system for controlling the measurement of the apparatus.
  • An external control unit 250 of the apparatus which for example is located in the electrical panel, comprises an actuation control unit 251, comprising a programmable logic, with the task of actuating the motors present in the system and perform the automatic measurement cycle.
  • Such external control unit 250 preferably further comprises a diagnostics processor 252, with the task of monitoring the system, revealing malfunctions and allowing the insertion of some parameters required by the actuation control unit 251 for the displacement.
  • the external control unit 250 also comprises a measurement processor 252, configured to be interfaced with the measurement instruments and with the actuation control unit 251 for coordinating data acquisition.
  • the bogies 116, 118, and 120 carry, as previously described, three camera-laser source units adapted to acquire the external profile of the wheel and each camera-laser source unit comprises a respective microprocessor card 260, for example PowerPC with Linux real-time ELDK operating system and with modules for the profile acquisition, also as indicated in figure 19 .
  • a control rack 253, provided with a microprocessor card for synchronising the laser pulses and the camera acquisition on the base of the pulses transmitted by measurement encoders 258 that operate on electric motors 128 is also present in the external control unit 250.
  • the various processing modules and microprocessor cards illustrated in figure 24 communicate with each other through TCP/IP protocol and each have a respective IP address.
  • the apparatus 1 operates as follows.
  • the mobile support assembly 6 is arranged for displacing mobile rails 146, 148 between a first operating position illustrated in figures 1 to 3 and a second operating position illustrated in figures 12 to 15 .
  • the position illustrated in figures 1 to 3 is a raised position, in which each of the rails 146, 148 is positioned so that a transversal section thereof is aligned and coincident with the transversal section of the rails 176, 178 and 180, 182 so as to provide a rail head substantially continuous and without steps.
  • the position illustrated in figures 12 to 15 is a lowered position (same case applying to figure 11 , in which the rails are represented in lowered position) in which the rails 146, 148 are aligned transversely to the rails 176, 178 and 180, 182, but the cross-sections thereof are not coincident, thus leading to a vertical offset condition thereof.
  • each of the rails 146, 148 is controlled by actuating the motors 166 which through the transmissions 164 brings motion to the actuators 150 actuating an extraction or a retraction of the threaded stems 152.
  • the rails 146, 148 are also guided by the guide bushings 158 which are engaged on the cylindrical bars 160.
  • the displacement and support assembly 2 is moveable between a raised position and a lowered position associated respectively, as described hereinafter, to the lowered position and to the raised position of the mobile rails 146, 148.
  • the displacement of the second frame 14 with respect to the first frame 12 occurs by controlling the motor 74 which due to the mechanical transmission 72 brings the motion to the actuators 62 controlling an extraction or retraction of the stems 66. It should be observed that, similarly to what occurs regarding the transmission 164, the actuators 62 are all synchronized with respect to each other given that they are mechanically connected to a single kinematic chain.
  • the apparatus 1 is arranged to perform measurements and detections on a railway axle 186 which may roll on the section of the track defined by the rails 176, 146, 178 and 180, 148, 182.
  • the railway axle 186 comprises an axle 188 whereon there are fitted two wheels 190.
  • Each wheel 190 comprises a centre 191, a conical rolling surface 192 and a flange 194.
  • each wheel 190 comprises an inner face 195 and an outer face 195a, wherein the inner face 195 of a wheel is in view of the corresponding inner face 195 of the other wheel.
  • the wheels 190 are fitted on the axle 188 so that a portion of the axle projects externally with respect thereto, in particular defining two spindles 196 on which there are fitted bearings of a bushing which connect the railway axle 186 to a frame of a railway bogie (not illustrated) installed on a railway vehicle for which the measurements and verifications are to be carried out.
  • the positioning of the bogie 10 with respect to the railway axle 186 does not require high accuracy in this phase, given that, as described below, the bogie 10 is capable of being arranged at an optimal position with respect to the axle 186 in an entirely automatic manner.
  • the operator imparts an actuation, through the actuation unit 251, to the electric motor 74 which by means of the mechanical transmission 72 brings the motion to the actuators 62 controlling an extraction of the stems 66 thereof.
  • Such extraction causes the raising of the second frame 14 and the rollers 96, 98 carried thereby.
  • the end sections of the support 104 are progressively neared to the flanges 194, with the aim of reaching a position in which the rollers 96, 98 entirely support the axle 186 and the load weighing thereon by supporting the flanges 194.
  • the force which is exchanged at the interface between the rollers 96, 98 which come into contact with the flanges 194 has a component oriented in the longitudinal direction having a module that is insufficient to displace the axle 186 (in particular a rotation) but sufficient to displace the bogie 10 in the longitudinal direction until it causes the contact of the flanges 194 with the rollers 96, 98 which had been interested by the contact and which are associated to the other tubular crosspiece 94.
  • the optimal position thus achieved is maintained due to the feet 38 and the blocks 40.
  • the blocks 40 are in contact with the Burback rails 18 given that the stiffness of the leaf springs 52 is chosen so as to have, under the load of the axle 186, such displacement to override the distance existing between the blocks 40 and the Burback rails 18, hence causing the contact therebetween.
  • the recess 41 is shaped according to a substantially complementary shape to that of the rails 18 and it is therewith maintained at contact by the weight of the axle 186 weighing on the bogie 10.
  • the force with which the blocks 40 are pressed on the rails 18 is sufficient due to the fact that the adherence conditions between them and the rails 18 can prevent any further movement, in the longitudinal direction, of the bogie 10 under the action of the forces operating on the bogie 10 itself.
  • the actuators 62 and the actuators 150 are operatively connected to load cells interposed between the respective stems and the load supported thereby (in this case the second frame 14 for the actuators 62 and the mobile rails 146, 148 for the actuators 150), the information coming from the load cells can be used to decide the instant when to stop the vertical ascent of the second frame 14 and hence control the descent of the mobile rails 146, 148.
  • the descent of the rails 146, 148 can be controlled at this point. Such descent must be such to entirely uncover the profile of the wheel 190 with respect to the windows 130, 132, 134 and with respect to the windows 144, substantially reaching a position illustrated in figures 13 , 14 .
  • the lateral measurement station 116 (but the same may also apply for the lateral measurement section 118, omitted for the sake of clarity in figure 13 ) faces the corresponding wheel 190 without interposed obstacles.
  • the electric motors 128 are controlled to bring the acquisition unit 122 to a position substantially corresponding to that of the bogie 10 and of the railway axle 186. This occurs by sliding the aforementioned units 122 along the guides 124.
  • the essential conditions for starting the measurement and the detection on the railway axle 186 are defined.
  • the external control unit 250 sends an actuation command to the motor 100 which rotates the roller 96 connected thereto by the belt 102. From the roller 96 connected to the motor 100 the motion is transmitted to the flange 194 of the corresponding wheel 190 and transmitted thereby also to the other roller 96 and to the rollers 98 due to the axle 188 and to the second wheel 190.
  • the actuation control unit 251 positions the inner bogies in axis with the inner bogie and it is kept standing by and awaiting confirmation to start the measurement cycle by the measurement processor 253; the measurement processor 253 communicates to the actuation control unit 251 the duration of the rotation of the wheel and the desired speed of rotation; the unit 251 starts the rotation of the wheels.
  • the assembly 4 is arranged to detect at least one profile of each wheel 190.
  • profile referring to the wheel 190 is used to indicate an open curve obtained, at the rolling surface 192, of the flange 194 and of the faces 195, 195A, by intersecting the wheel 190 with a reference plane. The following description and the respective figures will clarify the concept further.
  • Each camera-laser source unit is capable of framing a section of the wheel 190 and collimate a laser light beam at said section. More precisely, through each window 130, 132, 134 there is emitted a respective beam F130, F132, F134 which lights various sections of the wheel, corresponding to various diameters of the wheel 190.
  • the central measurement system 120 is arranged to emit, through the windows 144 due to the respective camera-laser source units, laser light beams F144 which are collimated substantially at the beams F132.
  • the beams F132 and F144 are capable of detecting a profile P1 on a diameter aligned to the vertical, in which the beam F144 evidently has the function of mapping the area of the profile of the wheel 190 corresponding to part of the flange 194 and to the face 195 which would otherwise be geometrically shielded with respect to the beam F132.
  • the beams F130 and F134 emitted by the lateral windows 130, 134 identify, in a manner similar to the beams F132, respective profiles P2, P3 on diameters angularly offset with respect to the diameter on which the profile P1 is detected.
  • the apparatus 1 is capable of detecting three profiles, but generally it can detect one or more profiles of the type analogous to the profiles P1, P2, P3.
  • the profiles P2 and P3 are detected symmetrically with respect to the profile P1, but the profiles P2, P3 can also be detected at diameters selected arbitrarily with respect to the reference diameter considered for the detection of the profile P1.
  • the profiles generated by the camera-laser source unit associated to the central window 132 and those generated by the camera-laser source units associated to the window 144 can be displayed.
  • the measurement terminates upon stopping rotation of the rollers 96, 98, which is followed by imparting an ascent actuation to the mobile rails 146, 148 so as to return them into contact with the conical rolling surface 192 to free the rollers 96, 98 from the load of the axle 186 (including both the own weight of the axle and the weight fraction of the railway vehicle which is discharged thereon).
  • the measurement procedure starting from the instant in which the wheels are rotated comprises the steps of:
  • the railway vehicle is thus free to be repositioned
  • the quantities of the railway axle 186, obtained downstream of the measurement in step b) and of the post-processing in step d), beside the profile of the wheel that is processed using an algorithm to be described hereinafter, comprise eight quantities, all provided as a function of the rotation angle of the axle 186.
  • such quantities comprise ( figures 16, 17 ):
  • the calculation of the diameter of the wheel 190 is carried out by means of the three profiles P1, P2 and P3 detected by the cameras and laser sources associated to the windows 130, 132, 134 and 144.
  • the distance between the camera-laser source units associated to the windows 130 132, 134 and selected a measurement plane orthogonal to the axis of the axle 168 and intersecting the conical rolling surface 192 it is possible to calculate the circumference passing through three points P10, P20, P30 resulting from the intersection of the abovementioned measurement plane with the three profiles P1, P2, P3 measured previously.
  • the distance between the camera-laser source units is, in this embodiment of the apparatus 1, fixed at 320 mm so that, assuming that the reference system is centred at the camera-laser source units associated to the central windows 132, a triad of Cartesian coordinates related thereto is assigned to each point of intersection and it is possible to write an equation - in general form - of a circumference passing through the points P10, P20, P30 on the profiles P1, P2, P3 from which, by resolving the resulting system, it is possible to calculate the coefficients of the equation of the circumference and hence all the geometric quantities associated thereto, including the reference diameter described herein and the coordinates of the centre.
  • Such operations are described in detail with reference to a module for calculating the parameters of the wheel 242 indicated in figure 18 and illustrated with reference to figures 21-23 .
  • Figure 18 illustrates, by way of example, an elaboration processes scheme, in particular software processes, related to the processes of the measurement method of the apparatus according to the invention, in particular in the operations referred to in steps a) to d) described previously.
  • FIG 18 there are schematically illustrated blocks which represent modules, or software processes, which implement the steps or operations of such procedure.
  • the software modules or processes used for the measurement are loaded into the processors of various systems, on a system control card 221, just like in the processors associated to the lateral measurement stations 116 and 118.
  • the lateral measurement stations 116 and 118 there are provided four acquisition modules 224, for acquiring profiles displayed by the respective four cameras, corresponding to the windows 130, 132, 134, 144, which measure a given wheel 190, and for transmitting the measured data of profiles P1, P2, P3, in the original format, towards the linearization modules 225, which provide for locating the original points of the profiles P1, P2, P3 in a homogeneous reference system for all cameras, producing linearized profiles LP1, LP2, LP3. Regarding this, calibration procedures and parameters are adopted.
  • the system control module 221 comprises an acquisition module 226 for acquiring the analogue signals coming from distance laser sensors 211, 212 which measure the eccentricity of the wheel as a function of the displacements of the bushing during the rotation of the wheel.
  • acquisition module 226 provides - in output - of measured distance data flow MCH which can be represented using a cartesian diagram with the abscissa being the development x of the circumference and the ordinate being distance measured by the sensors 211 and 212; i.e. such measured data is associated to the rotation angle of the wheel, provided for example by the encoder in form of pulses to be counted, and thus these measurements are performed at a known position with respect to the measurements of the profiles performed by the relative laser/camera units.
  • a storage module 227 which saves in binary files the data transmitted by the cameras i.e. the profiles P1, P2, P3, or by the profile elaboration processes such as the linearization module 225.
  • a storage module 228 saves in binary files the distance measured data MCH, generated by the acquisition module 226.
  • a module for merging the profiles produced by different cameras is indicated with 230.
  • the merged profiles are preferably those of the internal and central cameras.
  • Display modules for graphically displaying the acquired profiles LP in real time are indicated with 229.
  • the display module 229 for displaying the profile made up of the data acquired by the cameras on the internal 144 and central 132 windows is active.
  • a module for collecting and merging the data coming from the various linearization modules 224 i.e. the linearized profiles LP, providing for - in output - merged files MP containing the profile data merging obtained from the lateral measurement stations 116 and 118 is indicated with 231.
  • a post-processing module which receives both the merged files MP regarding the measured profiles and the distance data MCH measured by the sensors 211, 212 is indicated with 240.
  • a module 241 on the base of the profiles in the merged files MP and the distance data MCH, provides for the calculation of the quantities of the wheel, like previously illustrated with reference to figure 16 .
  • a module 242 provides for, still on the base of the profiles in the merged files MP and the distance data MCH, the calculation of the diameter D of the wheel.
  • a module 243 further provides for performing calibration operations, to correct the mechanical alignments of the camera and indicate the points of the profiles in a coherent reference system. Considering the mechanical imperfections, in particular in the horizontal and vertical alignment of the guides of the bogies, such procedure is performed preferably in at least three points of the travel of the bogie to adapt the correction parameters to the actual mechanical operation of the system, using "targets" with known dimensions.
  • the calibration parameters are saved in a database 254. Upon starting the measurement, the module 231 updates the tables of the cameras with the correct calibration parameters from the database 254.
  • Such module 241 is generally configured to calculate the eight quantities, provided as a function of the rotation angle of the axle 186, previously described with reference to the figures 16, 17 .
  • Such module 241 is further configured to perform calculations of quantities of the axles 186 or wheels 190 on the base of measurements originating from distance sensors 211, 212, in particular to perform calculations of the eccentricity of the wheels 190.
  • figure 19 schematically shows a railway axle 186, which, on the wheels 190, has respective bushings 196 fitted on the spindles 196, not shown here.
  • two distance sensors 211 and 212 respectively right and left, which are mounted at reference positions, in particular respectively on the lateral measurement stations 116 and 118 and measure a right l r and left l l distance, from the relative bushing 214, representing the displacement of the bushing 214 during the measurement.
  • Such distance sensors 211 and 212 perform the detection on the base of a laser triangulation procedure. Measuring the right l r or left l l distance between the sensors 211, 212 and the respective bushing 214 allows positioning the profiles in a coherent reference system.
  • the last relation (4) shows how the eccentricity E can be calculated having two vectors containing the data of the distances P and D as a function of the rotation angle ⁇ .
  • the measurement of the eccentricity does not imply the measurement of the diameter, but it is a differential measurement, which can be referred to various distances from the inner face of the wheel, in particular due to the fact that there are accurate profiles measured along the entire circumference.
  • module 242 which implements a method for the calculation of the diameter of the wheel starting from the measurement of the profiles, positioned in the three-dimensional space, while the eccentricities are measured also using the data measured by the distance laser sensors 211, 212.
  • a three points method as previously mentioned with reference to figures 16 and 17 , i.e. which exploits the fact that one and only one circumference passes through three points in a plane.
  • a second embodiment of the method for calculating the diameter of the wheels provides for using the eccentricity data E produced by the laser triangulation sensors 211, 212 which measure the distance of the bushing 214 from the origin of the reference plane during the detection of the profiles, considering that the eccentricity E of the wheel 190 is a function of the variation of the right and left distances l l and l r measured during the rotation of the wheel.
  • the value of the right and left distances l l and l r as a function of the rotation angle ⁇ are thus substantially "repeatable" with period 2n, as shown in the diagram of figure 22 , which shows the trend of the distance, for example the right, l r , as a function of the rotation angle ⁇ .
  • angular position transducers particularly encoders 258, which measure the displacement of the optical acquisition unit 122 along the guides 124.
  • the detection - therethrough - of a pulse related to the angle ⁇ and a pulse related to the position x+2n will automatically provide the number of encoder pulses required to perform a complete rotation.
  • Each encoder 258 is directly fitted on the roller 96 or 98 which rotates the wheel, whose dimensions are known and it is hence possible to calculate the spatial development of the circumference of the flange of the wheel. In fact, it is the flange of the wheel that lies on the rotation roller 96 and not the wheel itself.
  • the estimation operation of the diameter of the wheel may envisage to choose between the following options:
  • the interval to be applied preferably corresponds to an error ⁇ e committed in the operation of estimating the diameter outlined above.
  • error ⁇ e committed in the operation of estimating the diameter outlined above.
  • figure 23 there is shown the development of the measured distance l r of the bushing as a function of the rotation angle ⁇ , as in figure 22 , where there are however indicated two areas of auto-correlation, around the positions x and x+ ⁇ d est , (indicated herein as circumference developments, corresponding to respective rotation angles), where:
  • a measurement of the diameter can be obtained by operating solely a calculation of the pulses of the encoders 258, multiplied by a scale factor, on a wheel rotation.
  • the method described above exploits the eccentricity for identifying a correct wheel rotation (a rotation of 2 ⁇ ), so that the count of the pulses of the right and left encoders 258 provides the measurement of the length of the right and left circumference respectively, and hence the diameters.
  • the same object can be obtained using another method or the sensor which can determine when a complete revolution is performed.
  • the used method may provide for creating a mark, for example a coloured mark on the side of a wheel (e.g. by means of an ink jet); such notch is then read by a normal photocell, which hence directly generates the circumference length start and end count pulses.
  • the apparatus 1 has a series of indisputable advantages. Firstly, it allows performing sufficiently accurate measurements along the entire circumference, in an entirely simple manner and through a completely automated method and work cycle. Furthermore, operations for dismounting the axle from the frame of the bogie of the railway vehicle are not required given that the system is entirely capable of bearing the weight on the railway axle subject of the measurement independently from the diameter of the wheel.
  • the apparatus 1 can be used in various applications, for example including:
  • the verification apparatus may obviously be a platform adapted to implement other types of measurement and other sensors with respect to the ones described: for example the verification apparatus may be equipped with ultrasonic sensors for verifying the internal status of the metal.

Claims (15)

  1. Appareil de vérification (1) pour essieux de chemin de fer, caractérisé en ce qu'il comprend :
    - un ensemble de déplacement et de support (2, 10),
    - un ensemble de mesure (4),
    - un ensemble de support mobile (6),
    où :
    - ledit ensemble de déplacement et de support (2, 10) comprend des éléments de support (96, 98) agencés pour supporter en rotation un essieu de chemin de fer (186), où ledit ensemble de déplacement et de support (2) comprend un ensemble de moteur (100, 102) pour le déplacement desdits éléments de support (96, 98),
    - ledit ensemble de mesure (4) comprend des instruments optiques (122, 136) agencés pour la détection d'un ou de plusieurs profil(s) (P1, P2, P3) d'une roue (190) dudit essieu de chemin de fer (186),
    - ledit appareil (1) est configuré pour supporter ledit essieu de chemin de fer (186) soit au moyen dudit ensemble de support mobile (6) soit au moyen desdits éléments de support (96, 98) dudit ensemble de déplacement et de support (2),
    où lorsque ledit essieu de chemin de fer est supporté par lesdits éléments de support (96, 98) :
    - ledit ensemble de moteur (100, 102) est agencé pour mettre en rotation lesdits éléments de support (96, 98) et ledit essieu de chemin de fer (186),
    - ledit ensemble de mesure (4) peut être actionné pour détecter ledit ou lesdits plusieurs profil(s) (P1, P2, P3),
    où, en outre, ledit ensemble de déplacement et de support (2) comprend un bogie (10) comportant un premier cadre (12), un deuxième cadre (14) et des actionneurs (62) agencés pour le déplacement dudit deuxième cadre (14) par rapport audit premier cadre (12), où sur ledit deuxième cadre (14) lesdits éléments de support (96, 98) sont montés en rotation, où ledit deuxième cadre (14) est mobile entre une position relevée dans laquelle il est configuré pour supporter ledit essieu de chemin de fer (186) au moyen desdits éléments de support (96, 98) et une position abaissée.
  2. Appareil de vérification (1) selon la revendication 1, caractérisé en ce que ledit bogie (10) comprend des roues (16) pour le déplacement le long de rails (18), et
    en ce que ledit ensemble de déplacement et de support (2) comprend en outre des première et deuxième poulies (110, 112) sur lesquelles s'enroule un câble (114) fixé audit bogie (10), en particulier audit premier cadre (12), ladite première poulie (110) étant en outre reliée à un moteur qui peut être actionné pour le déplacement dudit bogie (10).
  3. Appareil de vérification (1) selon l'une quelconque des revendications 1 et 2, caractérisé en ce que lesdits éléments de support sont des rouleaux (96, 98), comprenant chacun un tronçon de support terminal (104) configuré pour supporter les roues (190) dudit essieu de chemin de fer (186), en particulier une bride (194) de chacune d'entre elles, en particulier pour pouvoir mesurer le profil à partir du bas dans un plan transversal vertical et donc toujours radialement et indépendamment du diamètre de la roue.
  4. Appareil de vérification (1) selon la revendication 1, caractérisé en ce que ledit ensemble de support mobile (6) comprend des actionneurs (150) portant des premier et deuxième rails mobiles (146, 148) et configurés pour déplacer lesdits premier et deuxième rails mobiles (146, 148) entre une position relevée, où lesdits premier et deuxième rails mobiles (146, 148) sont agencés pour supporter ledit essieu de chemin de fer (186), et une position abaissée.
  5. Appareil de vérification (1) selon la revendication 4, caractérisé en ce que ledit ensemble de mesure (4) comprend des première et deuxième stations de mesure latérales (116, 118) et une station de mesure centrale (120), où lesdites première et deuxième stations de mesure latérales (116, 118) comprennent chacune une unité d'acquisition optique respective (122) comportant trois unités de source caméra-laser associées à des fenêtres d'observation respectives (130, 132, 134) de celle-ci, et où ladite station de mesure centrale (120) comprend deux unités optiques d'acquisition (136), comprenant chacune une unité de source caméra-laser respective et agencées pour coopérer avec une unité d'acquisition optique respective desdites première et deuxième stations de mesure latérales (116, 118), lesdites unités optiques d'acquisition (122, 136) de ladite station de mesure centrale (120) et desdites stations de mesure latérales (116, 118) étant configurées pour détecter ledit ou lesdits plusieurs profil(s) (P1, P2, P3) lorsque lesdits premier et deuxième rails mobiles (146, 148) sont dans ladite position abaissée.
  6. Appareil de vérification (1) selon la revendication 5, caractérisé en ce qu'il est agencé pour l'installation dans une fosse d'atelier (8) comprenant des rails fixes (176, 178, 180, 182) portés par des colonnes (184), où :
    - ledit ensemble de déplacement et de support (2) est agencé entre lesdits rails fixes (176, 178, 180, 182) et entre lesdits premier et deuxième rails mobiles (146, 148),
    - lesdites première et deuxième stations de mesure latérales (116, 118) sont situées à l'extérieur par rapport auxdits rails fixes (176, 178, 180, 182),
    - ladite station de mesure centrale (120) est située entre lesdits rails fixes (176, 178, 180, 182),
    - lesdits premier et deuxième rails mobiles (146, 148) sont situés, chacun, entre une station de mesure latérale correspondante (116, 118) et ledit ensemble de déplacement et de support (2), et sont en outre situés entre lesdits rails fixes (176, 178, 180, 182),
    où, en outre, dans ladite position relevée, lesdits premier et deuxième rails mobiles (146, 148) ont des sections transversales alignées et coïncidentes par rapport à chacun desdits rails fixes (176, 178, 180, 182).
  7. Appareil de vérification (1) selon la revendication 2, caractérisé en ce que lesdites roues (16) du bogie (10) sont reliées en rotation à des essieux respectifs (42) sur chacun desquels s'engagent des éléments de guidage (44) fixés à des ressorts (52), de manière à obtenir une liaison élastique de chaque essieu (42) avec le premier cadre (12), la rigidité desdits ressorts (52) étant choisie de manière à avoir, sous la charge de l'essieu de chemin de fer (186), un déplacement permettant de surpasser la distance existant entre les pieds (38) fixés audit premier cadre (12) et lesdits rails (18).
  8. Procédé pour la vérification (1) d'essieux de chemin de fer, en utilisant un appareil de vérification (1) selon une ou plusieurs des revendications 1 à 7, caractérisé en ce qu'il comprend les phases consistant :
    - à supporter ledit essieu de chemin de fer (186) soit par lesdits premier et deuxième rails mobiles (146, 148) soit par lesdits éléments de support (96, 98) dudit ensemble de déplacement et de support (2),
    où ladite phase de support dudit essieu de chemin de fer (186) soit par lesdits premier et deuxième rails mobiles (146, 148) soit par lesdits éléments de support (96, 98) dudit ensemble de déplacement et de support (2) comporte :
    - le déplacement dudit essieu de chemin de fer jusqu'à atteindre le niveau des rails mobiles (146, 148),
    - le positionnement du bogie (10) de l'ensemble de déplacement et de support (2) à proximité des roues (190) dudit essieu (186),
    - l'élévation du deuxième cadre (14) du bogie (10) jusqu'à ce que le poids de l'essieu soit entièrement supporté par lesdits éléments de support (96, 98), et
    - la commande d'une descente des rails mobiles (146, 148),
    ladite phase de support d'un essieu de chemin de fer (186) par lesdits éléments de support (96, 98) comportant le support d'un essieu de chemin de fer d'une manière rotative,
    ladite phase de support d'un essieu de chemin de fer (186) d'une manière rotative comportant une phase permettant de faire fonctionner en rotation (100, 102) au moins l'un desdits éléments de support (96, 98) pour mettre en rotation ledit essieu de chemin de fer (186),
    le procédé comportant en outre une phase de détection (122) d'un ou de plusieurs profil(s) (P1, P2, P3) d'une roue (190) dudit essieu de chemin de fer (186), ladite phase de détection (122) étant effectuée pendant le fonctionnement d'au moins l'un desdits éléments de support (96, 98) pour mettre en rotation ledit essieu de chemin de fer (186).
  9. Procédé selon la revendication 8, caractérisé en ce qu'il comprend une phase de post-traitement (240) pour calculer sur la base dudit ou desdits plusieurs profil(s) (P1, P2, P3) détecté(s) dans ladite phase de détection (122) une ou plusieurs grandeur(s) de l'essieu de chemin de fer (196) sélectionnée(s) parmi :
    - une largeur (S) d'une bride (194),
    - une hauteur (H) de la bride (194)
    - un angle d'inclinaison (α) d'une surface de roulement conique (192) de la roue,
    - une largeur (L) du profil détecté,
    - une jauge interne (Si),
    - une jauge (S2r, S2l) entre la roue (190) et le milieu du bogie (10) de l'ensemble de déplacement et de support, et
    - un diamètre (D) de la roue (190).
  10. Procédé selon la revendication 8 ou 9, caractérisé en ce que ladite phase de post-traitement (241) comporte le calcul (241) d'un diamètre (D) de ladite roue (190), ladite opération de calcul (241) comportant les étapes consistant :
    à acquérir au moins trois profils (P1, P2, P3) détectés par des sources caméra-laser associées auxdites fenêtres d'observation (130, 132, 134),
    à calculer une circonférence passant par trois points (P10, P20, P30) obtenus par l'intersection d'un plan de mesure orthogonal à l'axe de l'essieu (168) et croisant la surface de roulement conique (192) avec les trois profils détectés (P1, P2, P3).
    à calculer le diamètre (D) de ladite circonférence.
  11. Procédé selon l'une des revendications 8 à 10, caractérisé en ce qu'il comporte le calcul du diamètre (D) de ladite circonférence d'une roue (190) sur la base du comptage d'impulsions associées à une rotation complète de la roue donnée par un transducteur de position angulaire, en particulier un codeur, multiplié par un facteur d'échelle.
  12. Procédé selon la revendication 11, caractérisé en ce qu'il comporte la détection optique d'une marque appliquée sur la roue (190) par un capteur optique pour générer des impulsions de comptage de début et de fin de la longueur de la circonférence de la roue (190).
  13. Procédé selon l'une des revendications 8 à 12, caractérisé en ce que ladite opération de détection comporte la détection du déplacement d'une douille (214) de la roue (190) par rapport à une référence, en particulier par rapport à une station de mesure (116, 118) par des capteurs de distance respectifs (211, 212) pendant ladite phase de détection (122).
  14. Procédé selon la revendication 13, caractérisé en ce que ladite phase de post-traitement (240) comporte l'acquisition dudit déplacement (lr, ll) d'une douille (214) de la roue (190) détecté en fonction de l'angle de rotation (θ) de ladite roue (190) et la mesure d'une excentricité (E) de la roue sur la base dudit déplacement acquis (lr, ll).
  15. Procédé selon la revendication 13 ou 14, caractérisé en ce que ladite phase de post-traitement (240) comporte :
    - l'acquisition dudit déplacement (lr, ll) d'une douille (214) de la roue (190) détecté lors de la variation de l'angle de rotation (θ) de ladite roue (190),
    - l'estimation d'une valeur de diamètre estimée (dest)
    - la détermination d'une valeur d'erreur (Δe) associée à ladite opération d'estimation ;
    - la considération, dans ledit déplacement acquis (lr, ll) en fonction de l'angle de rotation (θ), de valeurs de déplacement (lr, ll) en fonction de l'angle de rotation (θ) placées l'une par rapport à l'autre à une distance (dest ± Δe) déterminée sur la base de ladite valeur de diamètre estimée (dest) et variable autour de ladite valeur de diamètre estimée (dest) avec la valeur d'erreur sélectionnée (Δe) ;
    - la réalisation du calcul d'une fonction de corrélation croisée ou d'autocorrélation sur lesdites valeurs de déplacement (lr, ll), en particulier en faisant varier ladite distance déterminée (dest ± Δe) autour de ladite valeur de diamètre estimée (dest) avec la valeur d'erreur sélectionnée (Δe) ;
    - l'identification, en tant que diamètre correct, de la valeur de ladite distance déterminée (dest ± Δe), en particulier mesurée en tant qu'impulsions de codeur par un facteur d'échelle, ce qui maximise le résultat de l'opération de corrélation croisée ou d'autocorrélation, en particulier la recherche de la distance à laquelle un nombre donné de points dans les intervalles de variation prend consécutivement la même valeur.
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