Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
  • B61L25/02—Indicating or recording positions or identities of vehicles or trains
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
  • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
  • B61L23/042—Track changes detection
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
  • B61L1/02—Electric devices associated with track, e.g. rail contacts
  • B61L1/06—Electric devices associated with track, e.g. rail contacts actuated by deformation of rail; actuated by vibration in rail
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
  • B61L1/16—Devices for counting axles; Devices for counting vehicles
  • B61L1/163—Detection devices
  • B61L1/164—Mechanical
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
  • B61L1/16—Devices for counting axles; Devices for counting vehicles
  • B61L1/163—Detection devices
  • B61L1/166—Optical
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
  • G01K11/00—Measuring temperature based upon physical or chemical changes not covered by groups G01K3/00, G01K5/00, G01K7/00 or G01K9/00
  • G01K11/32—Measuring temperature based upon physical or chemical changes not covered by groups G01K3/00, G01K5/00, G01K7/00 or G01K9/00 using changes in transmittance, scattering or luminescence in optical fibres
  • G01K11/3206—Measuring temperature based upon physical or chemical changes not covered by groups G01K3/00, G01K5/00, G01K7/00 or G01K9/00 using changes in transmittance, scattering or luminescence in optical fibres at discrete locations in the fibre, e.g. using Bragg scattering
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
  • G01K13/00—Thermometers specially adapted for specific purposes
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
  • G01K5/00—Measuring temperature based on the expansion or contraction of a material
  • G01K5/48—Measuring temperature based on the expansion or contraction of a material the material being a solid
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
  • G01L1/00—Measuring force or stress, in general
  • G01L1/24—Measuring force or stress, in general by measuring variations of optical properties of material when it is stressed, e.g. by photoelastic stress analysis using infrared, visible light, ultraviolet
  • G01L1/242—Measuring force or stress, in general by measuring variations of optical properties of material when it is stressed, e.g. by photoelastic stress analysis using infrared, visible light, ultraviolet the material being an optical fibre
  • G01L1/246—Measuring force or stress, in general by measuring variations of optical properties of material when it is stressed, e.g. by photoelastic stress analysis using infrared, visible light, ultraviolet the material being an optical fibre using integrated gratings, e.g. Bragg gratings
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M5/00—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings
  • G01M5/0025—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings of elongated objects, e.g. pipes, masts, towers or railways
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M5/00—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings
  • G01M5/0083—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings by measuring variation of impedance, e.g. resistance, capacitance, induction
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M5/00—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings
  • G01M5/0091—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings by using electromagnetic excitation or detection

Definitions

• the invention relates to a method for mounting a rail monitoring element at a mounting location of a rail for rail transport.
• axle counters In order to make railway traffic safer, rail monitoring elements, for example a sensor element of an axle counter, are used. With axle counters can be checked in particular whether the location of the axle counter was completely passed by a train, for example, to determine whether associated track sections have become completely free.
• Such rail monitoring elements comprise sensor elements, which usually have to be fastened to the rail.
• the rail monitoring elements can be bolted to the rail, as shown for example in https://en.wikipedia.org/wiki/Axle_counter.
• the disadvantage of this is that the rail must be provided with appropriate holes, which is very expensive and weakens the rail.
• the position of the rail monitoring element is fixed and can only be changed with great effort.
• fiber optic sensors are becoming increasingly important.
• one or more embedded in optical waveguide sensors such as fiber Bragg gratings, are used to detect an induced by a mechanical size expansion of the optical fiber, and thus to detect the forces, torques, accelerations, loads, pressure conditions, etc. to be able to.
• FBG fiber Bragg gratings
• the screw and clamp connections described above for mounting conventional rail monitoring elements are for However, such fiber optic sensors unsuitable, since this can be realized only due to the selective attachment.
• the elastic deformation caused by a passing train on the rail can not be measured with the required accuracy in a punctiform mounting.
• the method according to the invention relates to the mounting of a rail monitoring element, which comprises a strain sensor element with a carrier, on which a strain gauge, in particular an optical fiber with a fiber Bragg grating, is attached.
• the process according to the invention comprises the following process steps:
• the temperature-controlled adhesive attachment according to the invention of the rail monitoring element enables a surface frictional connection, whereby the performance of the strain gauges, in particular of the fiber-optic sensors, is improved.
• the rail will not be damaged or weakened.
• the mounting can be faster, compared to conventional mounting methods, of rail monitoring elements. In addition, manipulation and sabotage difficult because the rail monitoring element is not destructive removable.
• Temperature measurement, positioning and temperature can be offset in time, so that the affected stretch can be temporarily released during the implementation of the assembly process according to the invention, for example, to let pass a train.
• a planar fastening of the carrier is made possible, which can be carried out step by step (irrespective of the weather, for example between two passing trains) irrespective of the weather.
• the fastening by means of a heat-activated permanent connection, wherein after positioning of the rail monitoring element at the mounting location takes place a heat and pressurization to activate the permanent connection.
• the heat activated permanent compound is preferably realized by a heat activated surface element (e.g., a heat activated film (HAF)), i. by a heat-activatable film which does not adhere at room temperature. Only when heat is applied so the adhesive layer of the film is activated.
• the heat-activatable surface element is first pre-applied to the side of the carrier of the rail monitoring element to be connected to the rail (tagging), wherein the surface element is not yet activated.
• the rail monitoring element is then positioned under pressure against the rail at the mounting location, and the heat-activated surface element is cured by heat entry into the support (typically at 80 ° C to 250 ° C).
• a compound has a high load capacity.
• heat-activated surface elements ensures easy handling at the installation site, as usually only one protective film has to be removed on site. The method is therefore in particular also applicable by a fitter. In addition, only a relatively small pressurization must be done.
• heat-activated surface elements a sequential work is made possible, ie between the individual process steps (preparing the assembly site, attaching the temperature sensors, temperature control, positioning of the heat activated surface element, activation of the heat activated surface elements), the stretch section are repeatedly released for driving, so that the Rail traffic is only minimally affected.
• heat-activated surface elements have the advantage that there is no negative influence on the sensor system.
• a heat-activatable film is pre-applied on the rail monitoring element.
• the heat-activatable film does not have to be applied at the installation site, but can, for example, be applied to the support already during production or in a preparation room (for example, the day before). At the installation so no adhesive preparations on the sensor are necessary, resulting in a time savings during installation. The section can therefore be released faster.
• the application of the heat-activatable film can take place under defined conditions (laboratory conditions).
• the attachment can be made by means of a two-component adhesive.
• a heat is applied to accelerate the curing of the permanent connection.
• the rail monitoring element and / or the rail are heated, for example, to about 180 ° C.
• temperature sensors are attached to the rail, in particular on both sides of the mounting point.
• the rail monitoring element is thus mounted between the temperature sensors.
• the temperature of at least one further element involved in the fastening process is determined, in particular the fiber-optic sensor and / or the environment and / or the adhesive. In this way it can be determined whether optimal bonding conditions prevail.
• a temperature control of at least one of the other elements involved in the attachment process in dependence on the determined temperature of at least one of the other elements involved in the attachment process can be made. In this way it can be ensured that the optimum processing temperature is maintained.
• the rail in the region of the mounting location is subjected to heat.
• the rail is preheated to a temperature> 10 ° C, for example by means of a gas burner or by contact heat (generated electrically or chemically).
• the rail monitoring element is subjected to heat and pressure after positioning. This can either activate the adhesive or accelerate the curing of the adhesive.
• the positioning of the rail monitoring element is preferably carried out in the region of the rail web, ie in the connecting region of the rail between rail foot and rail head.
• the assembly is simplified because here the curvature of the rail (in the vertical direction) is minimal.
• the rail monitoring element is preferably a rail contact sensor (rail contact half) of an axle counter.
• the rail monitoring element may be a temperature sensor, acceleration sensor, weight sensor with fiber optic sensor elements
• the strain gauge (for example, an optical fiber) is already biased on the carrier.
• the sensor element can then be easily mounted on the rail.
• the strain sensor element is biased before or during positioning at the mounting location and adhesively secured to the rail in the prestressed state. In this way it can be determined in a simple manner, when the carrier has detached from the rail, since the elimination of the bias voltage changes the Bragg wavelength of the fiber Bragg grating.
• the bias may be mechanical prior to attaching the fiber Bragg gratings to the rail.
• the bias voltage is thermally generated while the carrier is attached to the rail.
• a predetermined temperature difference between the strain gages and the carrier is maintained during the entire bonding process.
• supports and strain gages cool Temperatures differ to the same temperature, resulting in a strain after cooling.
• Fig. 1 shows a perspective view of a rail with mounted rail monitoring element.
• Fig. 2 shows a section of a rail with mounted rail monitoring element and inductive heating.
• the temperature sensors TS1 are mounted, with which the temperature of the rail S can be monitored before and during the bonding process. This is necessary because the bonding process must take place at a temperature within a given temperature interval, which is often not given due to weather conditions.
• the temperature of the rail S is determined by means of the temperature sensors TS1 and possibly applied heat to the rail.
• the temperature of the sensor element FOS is determined by means of at least one further temperature sensor TS 2, in particular the temperature of the carrier T and / or of the strain gauge FBG.
• the sensor element FOS may also be exposed to heat. This can be done for example by means of an inductive heating element H, as shown in Fig. 2.
• the inductive heating element H is controlled by means of a control unit CTRG as a function of the temperature determined by the temperature sensor TS 2.
• the inductive heating element H will be used, in particular, for curing an adhesive applied to the rail S and / or the carrier T in the course of the bonding process, or to activate it in the case of use of a heat-activated film.
• the temperature sensors TS1, TS2 are removed after assembly and can be used for the assembly of another sensor element.
• the fiber optic sensor element FOS comprises two fiber Bragg gratings FBG.
• fiber-optic sensor elements are also conceivable which comprise only a single fiber Bragg grating FBG or a multiplicity thereof.
• the fiber-optic sensor element represents a rail contact sensor of a counting point of an axle counter.
• an easy to perform and secure surface connection between the carrier T of the fiber optic sensor element FOS and the rail S is possible.
• a flat frictional connection of the fiber-optic sensor element FOS with the rail is realized, which ensures that the stretching of the fiber Bragg gratings FBG can be reliably detected.
• the inventive method allows the use of fiber optic sensors on rails, especially in the railway area, whereby negative influence on the rail monitoring elements can be avoided by, for example, unwanted induction.

Landscapes

• Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Mechanical Engineering (AREA)
• Aviation & Aerospace Engineering (AREA)
• Automation & Control Theory (AREA)
• Electromagnetism (AREA)
• Force Measurement Appropriate To Specific Purposes (AREA)
• Length Measuring Devices By Optical Means (AREA)
• Length Measuring Devices With Unspecified Measuring Means (AREA)
• Machines For Laying And Maintaining Railways (AREA)
• Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
• Optical Transform (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Adhesives Or Adhesive Processes (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=63678625

Family Applications (1)

Country Status (12)

Families Citing this family (7)

Family Cites Families (28)

• 2017
  • 2017-09-22 DE DE102017216811.0A patent/DE102017216811A1/de active Pending
• 2018
  • 2018-09-21 MA MA050162A patent/MA50162A/fr unknown
  • 2018-09-21 BR BR112020005449-6A patent/BR112020005449A2/pt unknown
  • 2018-09-21 EP EP18773756.4A patent/EP3684669A1/de active Pending
  • 2018-09-21 CN CN201880061294.5A patent/CN111183085A/zh active Pending
  • 2018-09-21 JP JP2020516609A patent/JP7036906B2/ja active Active
  • 2018-09-21 AU AU2018335857A patent/AU2018335857B2/en active Active
  • 2018-09-21 KR KR1020207010086A patent/KR20200056401A/ko active IP Right Grant
  • 2018-09-21 WO PCT/EP2018/075572 patent/WO2019057875A1/de unknown
  • 2018-09-21 CA CA3075224A patent/CA3075224C/en active Active
  • 2018-09-21 IL IL273400A patent/IL273400B2/he unknown
• 2020
  • 2020-03-20 US US16/826,108 patent/US11524711B2/en active Active

Also Published As

Similar Documents

Legal Events