JP2007292473A - Railroad vehicle running wheel measuring instrument - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a shape drawing from a group of measurement values obtained by distance sensors, the shape drawing being equal to a shape drawing used in a design drawing and obtained by cutting a wheel by a straight line including its center. <P>SOLUTION: This railroad vehicle running wheel measuring instrument includes the distance sensors 1a and 1b installed outside and inside, respectively, of a rail 11 for measuring the distance to an outside flange surface of the wheel 100 of a vehicle 10 and that to an inside back surface thereof in a non-contacting manner to severally output the results of measurement, and a processing part 7 for calculating the shape of the wheel from the results of measurement by the two distance sensors and from data on distances related to the installation of the two distance sensors. The processing part 7 acquires the length size of the wheel in the running direction of the vehicle and a distance size from the shaft center of the wheel to convert the length size of the wheel in the running direction into the radial length of the wheel based on the two sizes, thereby acquiring the shape drawing equal to a shape drawing used in a design drawing and obtained by cutting a wheel by a straight line including its center. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a railway vehicle traveling wheel measuring device, and in particular, a first distance for measuring the distance to the outer flange surface of a traveling wheel of a railway vehicle that is installed outside the rail and outputs the measurement result. A sensor, a second distance sensor that is installed on the inner side of the rail and that measures the distance to the inner back surface of the running wheel of the railway vehicle in a non-contact manner, and outputs the measurement result; The present invention relates to a railway vehicle traveling wheel measuring device including a processing unit that calculates the shape of a traveling wheel such as the wheel diameter, flange thickness, and flange height of a traveling wheel from distance data related to the installation of a distance sensor.

  Railroad cars run on the rail surface with the flanges on the inner side of the running wheels (hereinafter abbreviated as wheels) guided by the rails. When passing through a curve, there is a lateral pressure between the outer surface of the flange and the inner surface of the rail. Sliding occurs, and the flange gradually wears on the wheel. Further, even in straight running, wear of the wheel tread occurs and the wheel shape is deformed.

  As a result, not only will the vehicle fluctuate and the ride quality will deteriorate, but if the deformation of the wheel shape exceeds a certain limit, it will lead to a serious accident in which the wheel derails. There must be.

  Therefore, as can be seen in the following Patent Document 1, with the distance sensors installed on the outside and inside of the rail, the distance to the flange surface on the outside and inside of the running wheel is measured without contact at regular intervals, It has been proposed to reduce manpower and labor by calculating the wheel shape of the traveling wheel from the measurement results and distance data related to the installation of the distance sensor.

JP 2001-88503 A

  According to the conventional railway vehicle running wheel measuring device, the wheel dimensions at a specific location such as the wheel diameter, the flange thickness, and the flange height can be calculated, and further, a group of measurements obtained by the distance sensor. When the wheel shape figure was calculated from the values, the wheel dimensions were calculated to be slightly smaller than the actual size, and the wheel shape figure represented by the shape cut by a straight line including the wheel center used in the design drawing was obtained. It wasn't.

  Therefore, it is an object of the present invention to measure a railway vehicle traveling wheel that can obtain a shape figure equivalent to a shape figure cut by a straight line including a wheel center used in a design drawing from a group of measurement values obtained by a distance sensor. To provide an apparatus.

  The railway vehicle traveling wheel measuring device of the present invention that achieves the above object is characterized in that the distance to the outer flange surface of the traveling wheel of the railway vehicle that is installed outside the rail is measured in a non-contact manner and the measurement result is obtained. A first distance sensor for outputting, a second distance sensor for measuring the distance to the inner back surface of the running wheel of the railway vehicle installed inside the rail in a non-contact manner, and outputting the measurement result; In a railway vehicle traveling wheel measuring apparatus including a processing unit that calculates the shape of the traveling wheel from the measurement result of the distance sensor and the distance data related to the installation of the both distance sensors, the processing unit is obtained by the distance sensor. For each measured value, the length dimension of the traveling wheel in the traveling direction of the railway vehicle and the distance dimension from the axial center of the traveling wheel are obtained, and the length dimension of the traveling wheel in the traveling direction is obtained from the two dimensions. It is to obtain the same shape diagram and cut shape diagram a straight line including a wheel center where used in design drawing by converting to the length in the radial direction of the.

  According to the present invention, the wheel shape diagram obtained based on the measurement values obtained by the distance sensors can be equivalent to a design diagram represented by a shape cut by a straight line including the wheel center.

  Hereinafter, an embodiment will be described based on the drawings.

  FIG. 1 shows a situation in which traveling wheels of a railway vehicle are measured by a railway vehicle traveling wheel measuring device according to an embodiment of the present invention. It should be noted that the quotation marks shown in each figure are described in the order of the following description, and the description may be omitted in the citation order of the figures.

  In FIG. 1, reference numeral 10 denotes a railway vehicle (hereinafter abbreviated as a vehicle) that travels on a rail 11 with traveling wheels (hereinafter abbreviated as wheels) 100. As shown in FIG. 2, the wheel 100 has a tread surface 101 formed so that the outer diameter of the outer peripheral surface from the outer portion (rim surface side) to the inner portion gradually increases, and an inner portion. It consists of a flange 102 provided integrally. The outer peripheral surface of the flange 102 is a convex curved surface that is continuous from the tread surface 101 and gradually decreases in thickness from the inside toward the outside.

  The wheel 100 has a reference groove 103, and the diameter of the reference groove 103 is defined by being linked to the wheel diameter. For example, in the case of a wheel having a diameter of 860 mm, the diameter of the reference groove is 780 mm. The outer flange surface 104 of the wheel 100 is referred to as a flange outer surface, and the inner flange surface 105 of the wheel 100 is referred to as a wheel inner surface (back surface). When the tread surface 101 of the wheel 100 travels on the upper surface (rail surface or rail tread surface) of the rail 11, the flange outer surface 104 of the wheel 100 is guided on the inner surface of the rail 11.

  In FIG. 2, reference numeral 12 denotes a base table on which the distance sensors 1a, 1b, 2a, 2b are installed, and the processing accuracy such as screw holes that influence the position accuracy of the distance sensors 1a, 1b, 2a, 2b is determined. It is made of a metal rigid member that is easy to obtain and reduces deformation when it receives a vehicle load due to the passage of the traveling vehicle. The left and right rails 11 are configured with track circuits (not shown) for detecting the entry of the vehicle.

  The track circuit passes a minute current through the left and right rails 11L and 11R (hereinafter abbreviated as rail 11 when common to the left and right rails 11L and 11R), and in each rail section where the vehicle 10 is divided by an arbitrary length. When the vehicle enters the vehicle, the minute currents in the left and right rails 11 are conducted through the wheel 100 and the axle of the approaching vehicle 10, and the vehicle approach is detected from the change in potential difference and notified to the traffic light.

In the rail section in which the distance sensors 1a, 1b, 2a, 2b are installed, the base table 12 is fixed below the left and right rails 11 via insulating members 13. The vehicle load of the passing vehicle is supported by a road bed (not shown) constituted by a ballast or the like laid under the rail 11 and the sleepers via the rails 11 and sleepers (not shown). In the present embodiment, a cavity (not shown) in which a part of ballast or the like is excluded is formed below the base table 12, and the base table 12 is laid.

  The distance between the inner surfaces of the left and right rails 11 is defined as a gauge distance Lg. For example, in the case of a narrow gauge track, the gauge Lg is 1067 mm, but a large force may act on the rail 11 due to the passage of the vehicle 10, and a gauge deviation will occur with time after inspection and maintenance. For this reason, inspection and maintenance are performed to make the gauge error within an allowable range as necessary.

Accordingly, the distance sensors 1a, 1b, 2a, 2b are installed in a direction orthogonal to the direction in which both rails 11 extend, with the left and right rail top surfaces and the inner surface of one rail 11 as the position reference. Specifically, a line connecting the apexes of the left and right rails 11 is used as a position reference in the height direction, and in the horizontal direction, the inner side surface of the left rail 11L is used as a position reference. In FIG. Is displayed.

  The distance sensors 1a and 2a are first distance sensors that are installed outside the rail 11 and measure the distance to the outer flange surface of the wheel 100 in a non-contact manner and output the measurement results. The distance sensors 1b and 2b Is a second distance sensor that is installed inside the rail 11 and measures the distance to the inner back surface of the wheel 100 in a non-contact manner and outputs the measurement result.

As shown in FIG. 2, the measurement start point of the distance sensor 1a is a position that is separated from each position reference line by a distance H1a in the height direction downward and a distance L1a in the horizontal direction to the left. The measurement start point of the distance sensor 1b is a position away from each position reference line by a distance H1b in the height direction downward and a distance L1b in the horizontal direction to the right.

  The measurement start points of the distance sensors 2a and 2b are distances H2a and H2b in the height direction below the position reference line, distances Lg (gauge) in the right direction + L2a, and Lg (gauge) in the right direction. It is a position separated by a distance of -L2b.

  Further, the irradiation angles of the distance sensors 1a, 1b, 2a, and 2b are set to θ1a, θ1b, θ2a, and θ2b, respectively, with reference to the position reference line in the height direction.

  Any one of these distance sensors 1a, 1b, 2a, 2b is installed within a construction limit (not shown) that does not hinder vehicle travel.

  Each distance sensor 1a, 1b, 2a, 2b is a laser length measuring device applying the principle of triangulation, and the distance sensors 1a, 1b are distances from the outside and inside of the left rail 11L to the flange outer surface 104 of the left wheel 100. The distance L4 between L3 and the wheel inner surface is measured and output at regular intervals.

  Similarly, the distance sensors 2a and 2b determine the distance L5 from the outside and inside of the right rail 11R to the flange outer surface 104 of the right wheel 100 and the distance L6 from the outside and inside of the right rail 11R to the wheel inner surface at regular intervals. Measurement output.

  As each distance sensor 1a, 1b, 2a, 2b, an optical distance sensor composed of a combination of a light emitting element using a light emitting diode or a semiconductor laser and an optical position detecting element or an ultrasonic wave is emitted, and then a reflected wave returns. Using an ultrasonic distance sensor that measures the distance from the time it comes to or an eddy current distance sensor that measures the distance based on the magnitude of the eddy current generated on the surface of the metal approaching the high-frequency magnetic field generated by the coil Also good.

  As shown in FIG. 1, a group of measurement results (distances L3 to L6) by the distance sensors 1a, 1b, 2a, and 2b are respectively amplified by an amplifier 20, and each A / D converter 3 sequentially performs A / D. Convert.

  In FIG. 1, reference numeral 5 denotes a speed detection unit that also serves as wheel detection, and detects the wheel detection and movement speed of the wheel 100 as the vehicle 10 travels along the arrow direction. The speed detector 5 may be an optical sensor such as the distance sensors 1a, 1b, 2a, 2b, or a set of projectors that are installed with the rails 11 sandwiched by the passage of the wheels 100. The wheel 100 may be detected by cutting light rays between the light receivers. The two detection units 5a and 5b are arranged so as to be aligned with the distance sensors 1a, 1b, 2a, and 2b when the vehicle 10 travels in the arrow direction when the vehicle 10 is viewed from the side.

  The speed detection unit 5 measures the passing time of the wheel 100 passing between the two detection units 5a and 5b (between one detection unit 5a and the other detection unit 5b). The speed V of the wheel (vehicle 10) 100 is obtained from the installation distance between both the detection units 5a and 5b.

  The speed detector 5 also has a function of detecting the number of axles (one wheel corresponds to one axis) of the vehicle 10 that passes therethrough. That is, the detection unit 5a generates one detection signal corresponding to the passage of the wheel 100, and counts this with a built-in counter, thereby detecting the number of axles of the vehicle 10. For example, in the case of a vehicle with 10 cars in one train, the counted axle count value is 40.

  The measurement results (axle count value and wheel speed) for each wheel in the speed detection unit 5 are sent to the control unit 4 together with a group of measurement results of the distance sensors 1a, 1b, 2a, and 2b.

  The control unit 4 sequentially captures the measurement data from the A / D conversion unit 3 and the axle count value, the wheel speed V and the elapsed time relating to the wheel 100 from the speed detection unit 5, and stores them with reference to the axle count value. Control is performed in which the part 6 is stored separately for each axle. Each measurement value is given a measurement number (sampling number) in the form of an increment of +1.

  Further, the control unit 4 is configured to be able to appropriately change the sampling period of data output from the A / D conversion unit 3 in accordance with the speed V of the wheel 100 obtained by the speed detection unit 5.

  Accordingly, the storage unit 6 sequentially stores the output data from the A / D conversion unit 3 and the speed V and elapsed time data of the wheel 100 from the speed detection unit 5 under the control of the control unit 4.

Here, the measurement of the distance with respect to the traveling wheel is performed by all the wheels 100 using the distance sensors 1a, 1b,
The measurement is repeated every certain measurement time Ts until passing in front of 2a and 2b. As a result, a group of measurement data is obtained for one wheel.

  Assuming that the measured wheel speed is V, the distance that the wheel 100 moves within one measurement time Ts of the distance sensors 1a, 1b, 2a, 2b is V × Ts. Also, if the distance sensors 1a, 1b, 2a, 2b measure n times from the difference in measurement number before one wheel 100 passes, the length of the wheel 100 in the traveling direction at the measurement position is V ×. It is expressed as Ts × n.

When the wheel speed V decreases, the measurement pitch V × Ts in the wheel passing direction becomes relatively small and precise measurement is possible, but the number of measurement data increases. As described above, the single measurement time Ts is set in consideration of the necessary measurement resolution and the wheel passing speed V.

  A processing unit 7 includes a group of measurement data stored in the storage unit 6 and distance data L1a, L1b, Lg + L2a, Lg-L2b, gauge Lg, and irradiation angle data θ1a related to the installation of the distance sensors 1a, 1b, 2a, 2b. , Θ1b, θ2a, θ2b, the wheel speed V detected by the speed detector 5, etc., the inner surface distance Lb, the wheel diameter D, the flange thickness df, the flange height fn, and the flange angle of the wheel 100 to be described later. It has a function to calculate and obtain various data (dimensions) such as θ.

Further, the processing unit 7 uses the various data such as the inner surface distance Lb, the wheel diameter D, the flange thickness df, the flange height fn, and the flange angle θ obtained as described above to measure the order of the wheels 100 (axle count value). And stored in the storage unit 6.

  The processing unit 7 is accompanied by a monitor screen for displaying measurement results and calculation results. The storage unit 6 can store design data of each wheel 100 when the vehicle 10 is newly manufactured. The design data of each wheel 100 at the time of the new manufacture includes shape figures cut by a straight line including the center of the wheel used in the design drawing and each dimension written in the design drawing. And the process part 7 can display the design data of each wheel 100 at the time of the new manufacture stored in the memory | storage part 6 on the monitor screen.

Hereinafter, the distance Lg between the left and right rails 11 is as specified, and the distance sensors 1a, 1b, 2a, 2b are specified installation data L1a, L1b, Lg + L2a, Lg-L2b, installation heights H1a, H1b, H2a, H2b. , Irradiation angle data θ1a, θ1b, θ2a, θ2b, the processing unit 7 has an inner surface distance Lb, a wheel diameter D, a flange thickness df, a flange height fn, and a flange angle θ ( A description will be given of how to obtain various data by calculation such as how to obtain each dimension will be described later.

First, as shown in FIG. 1, the vehicle 10 to be measured for wheel shape travels in the direction of the arrow, passes between the two detection units 5a, 5b of the speed detection unit 5, and further, the distance sensors 1a, 1b, 2a,
Drive between 2b.

  Then, the speed detection unit 5 detects the wheel 100 and, as shown in FIG. 2, the outer distance sensors 1a and 2a measure the distances L3 and L5 to the flange outer surface 104, respectively, and the inner distance sensor 1b. , 2b respectively measure the distances L4, L6 to the wheel inner surface 105.

As shown in FIG. 2, the base table 12 is fixed under the rail 11 via the insulating member 13 even if it is formed of a metal rigid member, so that the track circuit (not shown) is provided on the base table 12. There is no false detection of vehicle entry due to laying. Further, when the rail 11 sinks due to the vehicle load due to the passing of the vehicle, the base 12 sinks integrally with the rail 11, but since there is a cavity (not shown) below the base 12, it is compressed from the roadbed. Stress can be avoided, and deformation of the base table 12 due to compressive stress can be avoided.

  Even if the vehicle 10 is heavy and the rail 11 sinks, the distance sensors 1a, 1b, 2a, and 2b also sink together with the wheels 100. Therefore, the deformation of the rail 11 does not affect the measurement results L3 to L6.

  FIG. 3 shows the wheel shape of the wheel 100 in FIG. 2 in more detail, taking the left wheel 100 as an example.

  106 is an inner surface of the tire portion of the wheel 100 constituting the tread surface 101 and the flange 102, 107 is an outer surface of the tire portion, and these two surfaces are the only flat surfaces in the wheel 100 and are planes parallel to each other. . Reference numeral 108 denotes a corrugated plate portion, which is a member that alleviates and absorbs the impact received by the tire portion (101 to 107) from the rail 11L during traveling of the wheel.

At the boundary between the tire portions (101 to 107) and the corrugated plate portion 108, there is a step of about 50 mm in the depth direction (direction away from the distance sensors 1a and 1b).

H1 and H2 are measurement heights (distances) from the apex portion (reference position in the height direction) of the rail 11L at the measurement points in the distance sensors 1b and 1a, and Ht is an apex portion of the rail 11L (reference position in the height direction). The height (thickness) of the tire part (101-107) from H, and Hs indicate the height of the reference groove 103 from the apex part (reference position in the height direction) of the rail 11L.

  Since the tread surface 101 and the outer flange surface 104 are worn mainly by traveling, the thickness Ht of the tire portions (101 to 107) becomes thinner. As a result, the wheel diameter D, which is roughly the diameter at the tread surface 101 (to be described later in detail) decreases, the measurement points of the distance sensors 1b and 1a move relative to the wheel 100, and the center of the axle ( Approach the wheel center).

  FIG. 4 shows a situation in which the wheel 100 that has been worn halfway is measured by the distance sensor 1b. The tread surface 101 of the wheel 100 is in contact with the rail 11 at a position O2 on the rail 11, and from the wheel center O. The length up to O2 corresponds to the wheel radius (D / 2).

When the wheel 100 travels in the direction of the arrow, the locus of the measurement point by the distance sensor 1b inside the wheel 100 is sequentially B1, C1, E1, from the measurement point A1, as indicated by a bold curve a.
It reaches A2 via E2, C2, and B2. The measurement points A1 to B1 are the flange surface 105 inside the flange 102, the measurement points B1 to E1 are the inner surfaces 106 of the tire parts (101 to 107), the measurement points E1 to E2 are the corrugated plate part 108, and the measurement points E2 to B2 are The inner surface 106 of the tire portion (101 to 107) and the measurement points B2 to A2 measure the flange surface 105 inside the flange 102.

  In FIG. 4, the measurement height HA1 at the measurement point A1 is higher than the measurement height HB1 at the measurement point B1 because of the change in the depth of the inner flange surface 105 (the direction away from the distance sensor). This is because the distance sensor 1b is installed obliquely upward from below the rail 11 (reference position in the height direction) (see FIG. 3).

  Similarly, in the corrugated plate portion 108 at the measurement points E1 to E2, there is a step of about 50 mm in the direction away from the distance sensor 1b, so that the measurement point becomes higher. The more worn wheels 100 are, the more measurement points are applied to the corrugated plate portion 108.

FIG. 5 is a diagram in which a group of measured values obtained by measuring the inner surface of the wheel 100 with the distance sensor 1b for the new wheel 100 is calculated and time-series measured values are displayed as a graph. The vertical axis is the measured value L4 of the distance sensor 1b, and the horizontal axis is an example of the result shown in the order of measurement by converting the time interval Ts for each measurement point and the measured wheel speed V into the distance V × Ts.

  In FIG. 5, the wheel 100 is not worn, the height Ht of the tire part (101 to 107) is the dimension as designed, and the measurement point passes through the inner flange face 105 and the inner face 106 of the tire part. Is a flat portion where the corrugated plate portion 108 does not exist, and the measured value of the distance sensor 1b should be constant. However, the measured value includes the rails of the flange surface 105 on the inner side of the traveling wheel and the inner surface 106 of the tire portion. There are slight variations in values due to scratches caused by contact with the derailment prevention guide, dirt due to oil applied to reduce friction with the rail, and peeling of the applied paint. Note that a step Ld at a position corresponding to the reference groove 103 (measurement points C1 and C2) is a step of the reference groove 103 (a direction away from the distance sensor 1b).

  Such a small variation in measured values may cause an error in obtaining a shape diagram. Therefore, a function for eliminating the error included in the processing unit 7 will be described.

  FIG. 7 is a diagram showing an example of a measurement value selection process, in which a group of measurement values (distance L4) obtained by the distance sensor 1b from the measurement points A1 to A2 is displayed in a histogram (frequency distribution diagram). The vertical axis represents the frequency at the measurement point, and the horizontal axis represents the measured value (distance L4) of the distance sensor.

  The processing unit 7 creates a histogram of FIG. 7 for a group of measurement values (distance L4) stored in the storage unit 6. In FIG. 7, the central value of the frequency distribution, that is, the measurement value L4c of the distance sensor in the set having a high appearance frequency is obtained. It sorts as a representative value of the measured value L4 of the distance sensor.

  5 is drawn, the position of the line segment α is the distance to the tire portion inner side surface (flat portion of the tire side surface) 106 in the wheel 100, and the intersection point with the measurement value L4 indicated by the bold line is designated. The measurement points B1, C1, C2, B2 can be obtained sequentially.

  This process eliminates scratches caused by contact with rails and derailment prevention guides, dirt due to oil applied to reduce friction with the rails, and variations in measured values due to peeling of applied paint. be able to.

  In FIG. 3, when the height of the measurement point of the distance sensor 1b is set in the range of 0 <measurement height H1 of the distance sensor 1b <height Ht of the tire portion, a group of measurement points of the distance sensor 1b is a wheel tire. It is possible to concentrate on the inner side surface 106 of the part and measure the distance L4 to the inner side surface 106 more correctly. As a result, the number of measurement points on the inner surface 106 increases, and it becomes easier to select the distance sensor measurement value L4c at the center value of the frequency distribution in FIG. 7 as a representative value of the distance sensor measurement value L4. Errors included in the measurement are reduced.

  Similarly, by setting the height of the measurement point in the distance sensor 2b in a range of 0 <measurement height H1 of the distance sensor 2b <tyre portion height Ht, the distance L6 to the inner side surface 106 is more correctly set. Can be measured.

  Further, since the inner distance sensors 1b and 2b on the inner surface of the wheel also serve to measure the wheel diameter D described later, it is necessary to recognize the reference groove 103 (see FIGS. 4 and 5) necessary for measuring the wheel diameter D. . When this restriction is added to the above-described range of preferable measurement heights of the distance sensors 1b and 2b, the height Hs of the reference groove 103 <the distance sensor 1b in the newly manufactured wheel is set to the measurement height of the distance sensors 1b and 2b. It is preferable to set the measurement height H1 <the tire portion height Ht. Here, Hs and Ht are the height of the reference groove 103 and the height of the tire portion from the apex portion of the rail in the newly manufactured wheel 100.

Further, in FIG. 5, the reference groove 103 is utilized using the step Ld from the inner tire side surface 106.
When recognizing (measurement points C1 and C2), if the line segment α is drawn with the measured value L4c of the distance sensor at the center value of the frequency distribution obtained by the sorting process shown in FIG. It is possible to eliminate the effects of measurement value variations due to scratches caused by contact, dirt due to oil applied to reduce friction with the rail, and peeling of applied paint.

  Further, since the running wheels are swung or laterally shifted, the measured values of the inner distance sensors 1b and 2b vary greatly. As shown in FIG. 2, a play called a movable gap e is set between the rail 11 and the wheel 100, and the wheel 100 can bend a curve (curved part) due to the existence of the movable gap e. . Therefore, when the swaying or lateral deviation value of the traveling wheel is larger than the step of the reference groove 103, the reference groove 103 may not be recognized by the conventional processing method for each measured value.

  On the other hand, in the processing method shown in FIG. 7, it is possible to grasp the situation of the entire wheel, and to remove errors due to swinging and lateral displacement. That is, a set having a high appearance frequency in a group of measurement values can be recognized as a measurement value group corresponding to the inner flange surface 106. The center value of the set fluctuates when the traveling wheel is swung or laterally shifted. By comparing the center value of the set in the determined measurement value with the expected center value, not only can the perturbation and the lateral deviation be recognized, but also the measurement points C1, C1 and C2 based on the center value of the set in the determined measurement value By specifying C2 and recognizing the position of the reference groove 103, the included error can be removed, and the error in the measurement of the wheel diameter D can be removed.

  FIG. 6 is a graph showing a time series measurement value in an example in which the worn wheel 100 is measured by the inner distance sensor 1b and displayed as a graph.

  As shown in FIG. 4, a part of the measurement point is applied to the corrugated plate portion 108 of the worn wheel 100 as the tire portion (101 to 107) has a reduced thickness Ht. There is a step of about 50 mm (in the direction away from the distance sensor) with respect to the inner flange surface 106, and since the step is large, the measured values of these corrugated plate portions 108 fluctuate greatly. Therefore, by specifying the measurement points E1 and E2 The region of the corrugated plate portion 108 can be identified, and the measurement value of the region is excluded in the creation of the histogram in FIG. 7 to eliminate the cause of the error caused by the corrugated plate portion 108 when designating the center value of the set. Is easy.

  The above is similarly applied to the other inner distance sensor 2b. The interval X1b between the measurement points C1 and C2 on the worn wheel 100 is longer than the interval X1a between the measurement points C1 and C2 on the new wheel 100 when the measurement point approaches the center O of the wheel 100.

  FIG. 8 shows the locus of the measurement points on the outer surface of the wheel 100 by the outer distance sensor 1a as in FIG.

  The tread surface 101 of the wheel 100 is in contact with the rail 11 at a position O2 on the rail 11, and the length from the wheel center O to O2 corresponds to the wheel radius (D / 2). In the figure, a line B indicated by a bold line is the locus of the measurement point.

  When the wheel 100 travels in the direction of the arrow, the locus of the measurement point reaches the measurement point P2 sequentially from the measurement point P1 through Q1 and Q2. Measurement points P1 to Q1 are measured on the outer flange surface 104 of the flange 102, measurement points Q1 and Q2 are measured on the outer surface 107 of the tire portion, and measurement points Q2 to P2 are measured on the outer flange surface 104 of the flange 102.

In FIG. 8, the measurement height HP1 of the measurement point P1 is higher than the measurement height H2 of Q1 because the outer flange surface 104 is farther from the outer surface 107 of the tire portion, and the distance sensor 1a is the rail 11 (Reference position in the height direction) By being installed obliquely upward from below (see FIG. 3).

  FIG. 9 is a diagram showing an example of a group of measurement values obtained by measuring the distance to the external measurement surface of the new wheel 100 by the distance sensor 1a, and calculating and displaying a graph of time series measurement values.

  The vertical axis represents the measured value L3 of the distance sensor 1a, and the horizontal axis represents the time interval Ts for each measurement point converted into the distance V × Ts using the wheel speed V in the order of measurement.

  Since the outer flange surface 104 and the outer surface 107 of the tire portion are flat portions, the distance measurement value L3 is a constant value. As in the case of the measurement of the inner surface of the wheel described above, a histogram (frequency distribution diagram) as shown in FIG. 7 is drawn, its center value L3c is selected as a representative value, line segment β is drawn in FIG. The point of intersection with the trajectory of the measured value L3 shown in is designated as the measurement points Q1 and Q2, and is applied to alleviate the friction between the rail and the derailment prevention guide, such as scratches and rails. It is possible to remove variations in measured values due to dirt caused by oil and peeling of applied paint. Note that the locus of the measurement value L3 indicated by the thick line C disappears in the middle of the measurement points P1, Q1, Q2, and P2, because the tread surface 101 of the wheel 100 is inclined linearly and the reflected light cannot be captured. This is because the distance cannot be measured by the distance sensor 1a. However, since the tread 101 is inclined in a straight line, the portions where the thick line C disappears may be connected in a straight line.

  In FIG. 3, when the height of the measurement point of the distance sensor 1a is set in the range of 0 <measurement height H2 of the distance sensor 1a <height Ht of the tire portion, the measurement point of the distance sensor 1a is the tire of the wheel 100. It concentrates much on the outer side surface 107 of the part.

  Since the outer surface 107 is a flat surface, the measured value L3 of the distance sensor 1a is almost constant. Similarly, by setting the distance sensor 2a within the range of 0 <measurement height H2 of the distance sensor 2a <height Ht of the tire portion, the number of measurement points on the outer surface 107 increases, and the distance sensor 2a is more correctly removed. The distance L5 to the side surface 107 can be measured.

  In FIG. 3, the rim end portion 109 (Q1 and Q2 also agree) where the outer surface (rim surface) 107 of the wheel 100 and the tread surface 101 intersect each other is chamfered by 3C or 4C.

  In FIG. 9, a broken line γ in the vicinity of the measurement points Q 1 and Q 2 of the rim end portion 109 indicates the chamfered portion, and this chamfered portion is used as a feature point of the rim end portion 109 for recognizing the rim end portion 109.

  However, FIG. 10 shows an example in which a worn wheel is measured. As is apparent from FIG. 10, the rim end 109 rises to the outside (distance sensors 2a and 2b side) in the worn wheel (referred to as a rim drooling phenomenon). (This rim drooling phenomenon is not caused by the wear of the wheel 100, but is caused by the tire portion being expanded under the load of the vehicle 10 because the material of the tire portion is softer than the rail 11) To do).

  As indicated by the thick line δ, a position error ΔX has occurred in the recognition of the rim end 109. Comparing ΔX in FIG. 9 and FIG. 10, it can be seen that the error of the rim end 109 in the worn wheel 100 is large.

  Here, if the rim drooling phenomenon occurs evenly at the rim end portion 109 in the entire circumference of the wheel 100, the amount of swell due to the rim drooling phenomenon can be said to be equal in the vicinity of the measurement point Q1 and in the measurement point Q2. Accordingly, the position error ΔX generated due to the swell due to the rim dripping phenomenon is opposite in sign near the measurement point Q1 and at the measurement point Q2, and is equal in value. Therefore, as shown in FIG. 10, the line β is drawn with the center value L3c as a representative value, X2b is measured after designating the measurement points Q1 and Q2, and the position of O1 corresponding to the intermediate point X2b / 2 is obtained. The position error ΔX thus canceled out. Even in the case of the worn wheel 100, the measurement points Q1 and Q2 can be designated, and the position error in the wheel passing direction is canceled even if wear deformation of the rim end 109 occurs. Further, it is possible to remove measurement value variations due to scratches caused by contact with the rail or the derailment prevention guide, dirt due to oil applied to reduce friction with the rail, and peeling of the applied paint.

  The above is similarly applied to the other outer distance sensor 2a. The interval X2b between the measurement points Q1 and Q2 on the worn wheel 100 is longer than the interval X2a between the measurement points Q1 and Q2 on the new wheel 100 because the measurement point is located near the center O of the wheel 100.

  Hereinafter, the processing unit 7 obtains the length dimension of the wheel 100 in the traveling direction of the vehicle 10 and the distance dimension from the wheel axis center for each measurement value obtained by each distance sensor 1a, 1b, 2a, 2b. A description will be given of obtaining a shape diagram equivalent to a shape cut by a straight line including the wheel center used in the design drawing by converting both dimensions into the wheel length in the radial direction of the wheel 100.

In FIG. 1, the speed V and the axle count value obtained by the speed detection unit 5 are sequentially stored in the storage unit 6 under the control of the control unit 4 together with the elapsed time. Each distance sensor 1a, 1b, 2a,
A group of output waveforms (measured values) from 2b are amplified by the amplifying unit 20 and then A / D converted by the A / D converting unit 3, and controlled by the control unit 4 with reference to the axle count value, Each time it is stored in the storage unit 6 sequentially.

  Then, in the processing unit 7, the measurement data L3 to L6 stored in the storage unit 6 and the data L1a, L1b, Lg + L2a, Lg−L2b and the irradiation related to the installation of the distance sensors 1a, 1b, 2a, and 2b stored in advance. Using the angle data θ1a, θ1b, θ2a, θ2b, the gauge data Lg, and the wheel speed V detected by the speed detector 5, the inner wheel distance Lb, the wheel diameter D, and the flange thickness df in each of the left and right wheels 100 sequentially. , The wheel shape such as the flange height fn and the flange angle θ is obtained by calculation as follows.

In FIG. 2, the inner surface distance Lb of the wheel 100 is calculated by the following equation using the measurement results L4 and L5 of the inner distance sensors 1b and 2b.
(Equation 1)
Lb = Lg− (L1b−L4 × cos (θ1b)) − (L2b−L6 × cos (θ2b))
In FIG. 2, e is a movable space on one side between the rail 11 and the wheel 100.

In FIG. 4, the wheel diameter D can be calculated using triangles O, C1, and O1. The line segment O · C1 is the length from the wheel center O to the reference groove 103, and the diameter D0 of the reference groove 103 is known in advance and is D0 / 2. The line segment O · O1 is D / 2−H1, as is apparent from FIG. H1 is the measurement height in the distance sensor 1b, and can be calculated by the following equation using the installation height H1b in FIG.
(Equation 2)
H1 = L4 × sin (θ1b) −H1b
On the other hand, the line segments C1 and O1 can be obtained from the measurement of the wheel passage distance between the reference grooves 103 using the measurement points C1 and C2 in FIG. For example, in the measurement example of FIG. 6, the wheel passing distance between the reference grooves 103 is obtained as X1b.

  As is apparent from FIG. 4, the wheel 100 is symmetrical with respect to the vertical line O.O2 drawn from the wheel center O to the rail 11, so that the line segment C1.O1 is obtained as X1b / 2.

  Therefore, since the position of O1 in FIG. 5 is located directly below the wheel center O, it is the center position of the wheel 100.

Next, for the triangles O, C1, and O1, the wheel diameter D can be calculated by the following equation using the three-square theorem.
(Equation 3)
D = 2 × (√ ((D0 / 2) ² − (X1b / 2) ² )) + 2 × H1
In FIG. 6, the coordinates of the position O1 corresponding to the wheel center can be specified from the length of the line segment C1 · O1. That is, as described above, the wheel passing direction length is represented by V × Ts × n, and the coordinates of the individual measurement points are represented by the sampling numbers of the measurement points. For example, if the sampling number of the measurement point that recognized the reference groove 103 (C1) is n1, the length incremented from that is X1b / 2, and therefore the sampling number n2 at the position O1 can be calculated from the following equation. .
(Equation 4)
n2 = n1 + (X1b / 2) / (V × Ts)
As shown in FIG. 4, since the wheel center O is located immediately above the position O1, the sampling number n2 at the position O1 can be used as the coordinates in the traveling direction.

  The thick lines D between the measurement points A1 to B1 to E1 in FIG. 11 are results obtained from a group of measured values of the inner distance sensor 1b, and the shape of the wheel with the wheel center (corresponding position O1) as a position reference. It is drawn in the figure. This corresponds to the left half of the wheel divided in two by the vertical line O · O1 extending from the wheel center O to the rail 11 in FIG. 4 (see FIG. 6).

  The vertical axis represents the positional relationship (L1b) with the distance sensor 1b, and the length in the vertical direction represents the horizontal component (L4 × cos (θ1b)) of the measured value. Moreover, the length of a horizontal direction shows a wheel passage distance (agreement with the wheel passage direction length).

  On the other hand, the broken line has the shape in the design corresponding to the left half of the wheel 100 drawn in the same manner. Here, when the two are compared, the wheel passing direction length is different because the design drawing is generally drawn as a cut surface cut by a straight line including the center of the wheel, whereas the measurement result is measured by the distance sensor 1b. It is because it is the partial cross section which measured the traveling wheel by height H1.

  As a method for correcting the length in the wheel passing direction of the measurement result corresponding to the design drawing, if the measurement height of the distance sensor 1b is considered as the wheel radius (D / 2), as is apparent from FIG. The cut surface cut by the straight line (A1a to B1a to C1a to E1a to O) including the wheel center is equivalent to the shape in the design drawing.

  Accordingly, with respect to a group of measurement values measured by the distance sensor 1b, the wheel radius (D / 2) is set to the measurement height of the distance sensor 1b based on the length in the wheel passing direction for each measurement point. The length correction is performed as described above.

As an example, in FIG. 4, the calculation process of the measurement point A1 is performed by calculating the length in the wheel passing direction (line segment A1 · O1a) from the measurement point A1 to the wheel center O (line segment A1 · O = line segment A1a · Perform length correction to O). The line segment A1 · O can be calculated from the three square theorem using the following equation for the triangle O · A1 · O1a.
(Equation 5)
Line segment A1 · O = √ ((Line segment A1 · O1a) ² + (Line segment O · O1a) ² )
Here, the line segment A1 · O1a is the wheel passing direction length (measured value), and the line segment O · O1a is D / 2-HA1 as is apparent from FIG. HA1 is the measurement height of the measurement point A1, but generally expressed as the measurement height H1.

  When the processing unit 7 performs the calculation of the above equation 5 for each measurement point, the thick line D in FIG. 11 can be obtained.

Similarly to FIG. 11, the thick line E connecting the measurement points P1 to Q1 to O (O1) in FIG. 12 is a result obtained from a group of measurement values of the outer distance sensor 1a, and the wheel center (corresponding position ( O (O1)) is used as a position reference and is drawn in the wheel shape diagram, which corresponds to the left half of the wheel divided in two by the vertical line O · O1 drawn from the wheel center O to the rail 11 in FIG. (See FIG. 9).

  The vertical axis indicates the positional relationship (L1a) with the distance sensor 1a, and the length in the vertical direction indicates the horizontal component (L3 × cos (θ1a)) of the measured value. Moreover, the length of a horizontal direction shows a wheel passage distance.

  On the other hand, the broken line is the shape in the design corresponding to the left half of the wheel drawn in the same manner. Here, when both are compared, the wheel passing direction lengths are different for the same reason as in FIG.

  When the length in the wheel passing direction of the measurement result is corrected to the length corresponding to the design drawing, when considered in the same way as in FIG. 11, it is cut along a straight line (P1a to Q1a to R1a) including the wheel center as apparent from FIG. The cut surface is equivalent to the shape of the design drawing.

  Therefore, for a group of measurement values measured by the distance sensor 1a, length correction is performed for each measurement point based on the wheel passing direction length based on the measurement point height.

  As an example, in FIG. 8, the calculation processing of the measurement point P1 is performed by calculating the length in the wheel passing direction (line segment P1 · O1a) from the measurement point to the wheel center (line segment P1 · O = line segment P1a · O). Correct the length.

The line segment P1 · O can be calculated from the three square theorem for the triangle O · P1 · O1a by the following equation.
(Equation 6)
Line segment P1 · O = √ ((Line segment P1 · O1a) ² + (Line segment O · O1a) ² )
Here, the line segment P1 · O1a is the wheel passing direction length (measured value), and the line segment O · O1a is D / 2-HP1 as is apparent from FIG. HP1 is the measurement height of the measurement point P1, but generally expressed as the measurement height H2.

H2 can be calculated by the following equation using the installation height H1a of the distance sensor 1a shown in FIG.
(Equation 7)
H2 = L3 × sin (θ1a) −H1a
When the processing unit 7 performs the calculation of Equation 6 for each measurement point, the thick line E in FIG. 12 can be obtained.

Hereinafter, how to measure the dimensions of each part in the wheel 100 will be described.
First, a method for obtaining the flange thickness df performed by the processing unit 7 will be described with reference to FIG.

  FIG. 13 shows the position of the wheel center O in the wheel passing direction by correcting the length of the wheel passing direction length described above for a group of measured values of the inner distance sensor 1b with the position reference in the vertical axis as the inner surface of the rail 11L. A processing unit that includes a shape drawing drawn as a reference and a shape drawing drawn using the wheel center O as a position reference in the wheel passing direction by correcting the length of the wheel passing direction length described above for a group of measured values of the outer distance sensor 1a. 7, the shape of the wheel 100 equivalent to the design drawing can be obtained from FIGS. 11 and 12.

The flange thickness df is defined as the distance from the axle center P5, which is an intermediate position between the two wheels 100, to the measurement point P3 by the outer distance sensor 1a, and is calculated by the following equation.
(Equation 8)
df = line segment P3 / P4 + line segment P4 / P5
= (Lw-line segment P2 / P3) + Lb / 2
(Equation 9)
Line segment P2 · P3 = Horizontal component of the measured value up to P3−Horizontal component of the measured value up to P2 Here, the length of the line segment P4 · P5 is expressed by the equation 1 based on the measured values by the inner distance sensors 1b and 2b. Is the half length (Lb / 2) of the inner surface distance Lb obtained in step (1), Lw is the wheel width, tread surface 101 is a radius (D / 2) from the wheel center O, and a point 65 mm inside from the inner flange surface 106. It is defined that the measurement point P3 is defined as a point on the outer flange surface 104 that is 10 mm from the tread surface 101 in the outer circumferential direction.

With reference to FIG. 14, a method of obtaining the flange angle θ performed by the processing unit 7 will be described.
FIG. 14 is a shape diagram of a wheel drawn in the same manner as FIG.

  The flange outer surface 104 in the vicinity of the measurement point P3 is a conical surface when a wheel is newly manufactured and immediately after rolling, and is a straight line in the sectional view. Therefore, a plurality of measurement data in the vicinity of the measurement point P3 are extracted, their regression lines are calculated, and the inclination angle of the regression line with respect to the traveling direction is set as the flange angle θ.

A method for obtaining the flange height fn performed by the processing unit 7 will be described with reference to FIG.
FIG. 15 is also a wheel shape diagram drawn in the same manner as FIG.

The flange height fn is defined as the length from the tread surface 101 to the tip of the flange 102. In FIG. 15, A1f and P1f correspond to the tip of the flange 102 measured by the inner distance sensor 1b and the outer distance sensor 1a, respectively. The measurement point to be corrected is the length in the wheel passing direction described above, and the wheel center O is set to the length in the wheel passing direction. The two lengths A1f and P1f thus obtained are compared, and the flange 102 is compared. A point closer to the front end of the head is selected, and the length from that point to the tread surface 101 is calculated as the flange height fn.

  The shape of the worn wheel 100 shown in FIG. 13 can be easily compared by aligning the shape of the new wheel 100 (including immediately after milling) with the center of the axle and matching the dimensions on the monitor screen. Compared to the design drawings (when newly manufactured), the wheel diameter D, the flange thickness df, the flange height fn, the flange angle θ, and the reduction amount of the wheel inner surface distance Lb are reduced. It is possible to replace the wheel 100 with a wheel rolling or a new product to return the wheel 100 to the flange shape at the time of the new product as soon as possible so as not to cause an accident by predicting the wheel.

  In the railway vehicle traveling wheel measuring device according to the present invention described above, a shape diagram equivalent to the shape diagram cut by a straight line including the wheel center used in the design drawing is obtained from a group of measurement values obtained by the distance sensor. Can do.

  In addition, when drawing the shape diagram of the wheel using a group of measured values measured by the distance sensor installed on the inside and outside of the traveling wheel, the position reference in the wheel passing direction should be clarified, and the shape diagram of the wheel It is possible not to include an error in drawing.

  In addition, the outer flange surface and inner flange surface of the running wheel were scratched by contact with the rail and the derailment prevention guide, soiled with oil applied to reduce friction with the rail, and further applied to the wheel. Even if the measurement value includes variations due to peeling of the paint or the like, it is possible to avoid errors in drawing the shape diagram of the wheel.

  Furthermore, even if the distance fluctuation between the outer flange surface and the inner flange surface occurs due to the influence of the swaying and lateral displacement of the traveling wheel, and there is an error in recognizing the reference groove position where the step from the flange surface is minute, It is possible to avoid errors when drawing the wheel shape diagram.

Further, even when the wheel shape is complicated, the processing is not complicated when drawing the wheel shape diagram, and it is possible to prevent the error from being included.
Furthermore, the deformation of the wheel shape due to the load can also be grasped.

  Furthermore, the shape diagram of the wheel cut by a straight line including the wheel center used in the shape diagram and the design drawing of the wheel obtained by using a group of measured values measured by the distance sensor installed on the inside and outside of the traveling wheel. It is possible to compare the actual wheel and the new wheel by displaying them simultaneously.

It is a figure which shows the condition which measures a wheel with the rail vehicle running wheel measuring device which becomes one Embodiment of this invention. It is a figure which shows the condition which measures the distance to a driving | running | working wheel with a distance sensor in the railway vehicle driving | running | working wheel measuring apparatus shown in FIG. It is a figure which shows the installation height condition of the distance sensor which is the characteristics of this invention. In the railway vehicle traveling wheel measuring device shown in FIG. 1, it is a diagram showing a situation in which measurement is performed by an inner distance sensor at the time when the wear of the wheel has progressed halfway. FIG. 5 is a graph obtained by calculating and processing time-series measured values for new wheels in the measurement of the wheel inner surface shown in FIG. 4. FIG. 5 is a graph obtained by calculating and processing time-series measured values for a worn wheel in the measurement of the wheel inner surface shown in FIG. 4. It is a figure explaining the processing method which classifies the distance to a wheel from the measurement result shown in FIG. In the railway vehicle traveling wheel measuring device shown in FIG. 1, it is a figure which shows the condition measured with the outer distance sensor. It is the figure which carried out the calculation process of the time series measured value performed on the new wheel in the measurement of the wheel outer surface shown in FIG. 8, and displayed it as a graph. It is the figure which carried out the calculation process of the time-series measured value performed on the worn wheel in the measurement of the wheel outer surface shown in FIG. 8, and displayed it as a graph. FIG. 7 is a diagram in which measured values on the inner surface of the wheel by the inner distance sensor shown in FIG. 6 are overwritten on the design drawing with the wheel center as a position reference. It is the figure which overwrote on the design drawing the measurement value of the wheel outer surface by the outer distance sensor shown in FIG. It is a figure explaining how to obtain | require the flange thickness performed in the process part shown in FIG. It is a figure explaining how to obtain | require the flange angle performed in the process part shown in FIG. It is a figure explaining how to obtain | require the flange height performed in the process part shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1a, 1b, 2a, 2b ... Distance sensor, 3 ... A / D conversion part, 4 ... Control part, 5 ... Speed detection part, 6 ... Memory | storage part, 7 ... Processing part, 10 ... Railcar, 11L, 11R ... Rail 12 ... Base stand, 100 ... Wheel.

Claims (4)

A first distance sensor installed on the outside of the rail and measuring the distance to the outer flange surface of the running wheel of the railway vehicle in a non-contact manner and outputting the measurement result; and a running wheel of the railway vehicle installed on the inside of the rail A second distance sensor for measuring the distance to the inner back surface in a non-contact manner and outputting the measurement result, the measurement result of the both distance sensors, and the distance data relating to the installation of the both distance sensors. In a railway vehicle traveling wheel measuring device provided with a processing unit that calculates the shape of a wheel,
The processing unit obtains the length dimension of the traveling wheel in the traveling direction of the railway vehicle and the distance dimension from the axis center of the traveling wheel for each measurement value obtained by each distance sensor, and determines the wheel dimension from the both dimensions. Railroad vehicle running wheel measurement characterized by obtaining a figure equivalent to a figure cut by a straight line including the wheel center used in the design drawing by converting to the length of the running wheel in the radial direction apparatus.   In the railway vehicle traveling wheel measuring device according to claim 1, the processing unit determines from the length dimension of the traveling wheel in the traveling direction of the railway vehicle and the axial center of the traveling wheel for each measurement value obtained by each distance sensor. The distance dimensions are obtained, and each dimension drawing obtained by converting from both dimensions to the length of the traveling wheel in the radial direction of the wheel is overlapped to cut along a straight line including the wheel center used in the design drawing. A railway vehicle traveling wheel measuring device characterized in that a reference position for overlapping each shape drawing is used as a wheel center when obtaining a shape drawing equivalent to the shape drawing.   In the railway vehicle traveling wheel measuring apparatus according to claim 2, the processing unit is a reference for superimposing the shape drawings on the intermediate position of the traveling wheel length dimension in the traveling direction of the railway vehicle obtained by the distance sensors. A railway vehicle traveling wheel measuring device characterized in that the position is centered on a wheel. In the railway vehicle traveling wheel measuring device according to claim 1, the first distance sensor is set so that the measured height is within the tire height when the traveling wheel is newly manufactured, and the second distance sensor is The measurement height is set to be between the reference groove height and the tire height at the time of new production of the running wheel, and the measurement points for the running wheel by the distance sensors are concentrated on the flat part of the tire side surface of the running wheel. The processing unit uses a representative value as a distance from the set having a high frequency of appearance among the group of measurement values obtained by the distance sensors to the flat part of the tire side surface of the distance wheel. A railway vehicle running wheel measuring device characterized by the above.

Images