JP2008037284A - Railroad vehicle wheel measuring device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance measuring accuracy by securely reflecting measurement waves toward a distance sensor in a wheel and to accurately grasp the wear state of the wheel. <P>SOLUTION: This railroad vehicle wheel measuring device is provided with a first distance sensor 2a arranged outside a rail 11 and measuring a distance to an outside flange face of a wheel 100 of a railroad vehicle 10 in the non-contact state; a second distance sensor 2b arranged inside the rail 11 and measuring a distance to an inside back face of the wheel 100 in the non-contact state; and a processing part 7 for calculating the shape of the wheel 100 based on measurement results of the respective first and second distance sensors 2a, 2b and distance data related to the installation of the first and second distance sensors 2a, 2b. Out of the first and second distance sensors 2a, 2b, at least the first distance sensor 2a is installed in the position below a tread face 11a on the rail 11 in which the irradiation direction of the measurement waves obliquely intersects with the extending direction of the rail 11 viewed from the upper direction of the rail 11. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a railway vehicle wheel measuring device, and in particular, measures the distance to the wheel of a railway vehicle in a non-contact manner by a distance sensor and obtains the wheel shape such as wheel diameter, flange thickness, and flange height by calculation. The present invention relates to a railway vehicle wheel measuring device that accurately grasps the wear state of the flanges and treads of wheels.

  The wheel of a railway vehicle (hereinafter abbreviated as a vehicle) travels on the rail surface (tread surface) guided by the flange on the inner part of the vehicle. In particular, when passing through a curve, it is between the outer surface of the flange and the inner surface of the rail. Lateral pressure and slip are generated and flange wear gradually occurs. The wear of the flange must be monitored because it leads to a serious accident where the wheel wears further and exceeds a certain limit, causing the vehicle to derail.

  In addition, when the wheel and the rail slip during braking, the wheel tread is scraped, which is called flat, and as the wheel rotates, an impact occurs at the location where the flat occurs, which adversely affects the riding comfort of the vehicle. Therefore, the wear state of the tread surface of the wheel must be monitored for this flat detection.

  In order to reduce the labor and labor in monitoring the wear state of the tread surface of the wheel, as seen in the following patent document, the first distance sensor installed on the outside of the rail is used to reach the flange surface outside the wheel. The distance is measured in a non-contact manner, and the distance to the back surface on the inner side of the wheel is measured in a non-contact manner with a second distance sensor installed on the inner side of the rail, and the respective measurement results of the first distance sensor and the second distance sensor In addition, there has been proposed a device that obtains the wheel shape such as the wheel diameter, the flange thickness, and the flange height from the distance data related to the installation of the first distance sensor and the second distance sensor.

JP 2001-88503 A

  However, in the above-described conventional apparatus, both the first and second distance sensors installed in front of the traveling vehicle are such as irradiating light from the direction right to the wheel (direction orthogonal to the rail). Since the tread surface that emits the measurement wave and is slightly inclined to the wheel is in a state substantially parallel to the measurement wave of the distance sensor, the measurement wave irradiated from the first distance sensor is reflected by the wheel surface and the first distance. There is a problem in the measurement accuracy of the amount of wear of the wheel, for example, the sensor may not return to the sensor and a portion that cannot be measured is generated.

  SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a railway vehicle wheel measuring device that reflects a measurement wave reliably toward a distance sensor at a wheel, has high measurement accuracy, and can accurately grasp the wear state of the wheel. It is in.

  A feature of the present invention that achieves the above-described object is that it is installed outside the rail, measures the distance to the outer flange surface of the railroad vehicle wheel in a non-contact manner by measuring wave irradiation, and outputs the measurement result. A first distance sensor that is installed on the inner side of the rail, measures a distance to the back surface on the inner side of the wheel in a non-contact manner by measurement wave irradiation, and outputs the measurement result; In a railway vehicle wheel measuring device comprising a processing unit for calculating the shape of a wheel from each measurement result of the distance sensor and the second distance sensor and distance data related to the installation of the first distance sensor and the second distance sensor, At least the first distance sensor of the first distance sensor and the second distance sensor is below the position of the tread surface of the rail, and the irradiation direction of the measurement wave is oblique to the extending direction of the rail when viewed from above the rail. Is placed at a position difference is to measure a distance by irradiating a measurement wave oblique to the wheel.

  In addition, a feature of the present invention that achieves the above-described object is that the distance between the rail wheel and the outer flange surface of the railroad vehicle is measured in a non-contact manner by measurement wave irradiation and the measurement result is obtained. A first distance sensor that outputs the measurement result, a second distance sensor that is installed on the inner side of the rail and that measures the distance to the back surface on the inner side of the wheel in a non-contact manner by irradiating a measurement wave, and outputs the measurement result; and In a railway vehicle wheel measuring apparatus including a processing unit that calculates the shape of a wheel from each measurement result of a first distance sensor and a second distance sensor and distance data related to the installation of the first distance sensor and the second distance sensor. The at least first distance sensor of the first distance sensor and the second distance sensor is below the position of the tread surface of the rail and the irradiation direction of the measurement wave is relative to the extending direction of the rail when viewed from above the rail. A first distance sensor group that is installed at a position in front of the traveling direction of the railway vehicle that intersects the vehicle, irradiates the wheels with a measurement wave obliquely, and measures a distance; and a first distance sensor and a second distance sensor Of these, at least the first distance sensor is located at a position behind the rail in the running direction of the railway vehicle where the measurement wave irradiation direction obliquely intersects the direction in which the rail extends when viewed from above the rail. There is a second distance sensor group that is installed, irradiates a measurement wave obliquely to the wheel, and measures a distance.

  According to the present invention, the measurement wave irradiated from the distance sensor is reliably reflected toward the distance sensor on the flange surface and the back surface of the wheel, so that no portion that cannot be measured is generated, and therefore the measurement accuracy is high, It is possible to accurately grasp the wear situation of the wheel.

  Hereinafter, an embodiment of a railway vehicle wheel measuring device according to the present invention will be described with reference to the drawings.

  FIG. 1 shows an embodiment of a railway vehicle wheel measuring apparatus 1 according to the present invention. In FIG. 1, reference numeral 10 denotes a vehicle that travels on a tread surface 11 a of a rail 11 with wheels 100. In addition, 12 is an overhead line and 200 is a pantograph.

  FIG. 2 shows a cross section of the wheel 100. In the wheel 100, the right side is referred to as the outside and the left side is referred to as the inside (back surface side). The wheel 100 includes a tread surface 101 formed so that the outer diameter of the outer peripheral surface from the outer part to the inner part gradually increases, and a flange 102 provided integrally with the inner part.

  The flange 102 has a convex curved surface whose outer peripheral surface is continuous from the tread surface 101 and whose thickness gradually decreases from the axial center side to the outer side in the radial direction.

The wheel 100 has a reference groove 103 on the inner side (back surface side), and the diameter Ws is determined by the reference. The flange surface 104 on the outer side of the wheel 100 is referred to as a flange outer surface, and the flange inner surface 105 on the inner side of the wheel 100 to the back surface 106 on the inner side of the wheel 100 is referred to as a wheel inner surface 107.

  In the wheel 100, when the tread surface 101 travels on the tread surface (rail surface) 11 a (see FIG. 1) of the rail 11, the flange outer surface 104 of the wheel 100 is guided on the inner side surface of the rail 11.

  The flange 102 has an outer diameter represented by a flange thickness Fd and a radius Rf. Half the difference between the outer diameter Wd of the tread surface 101 measured at the position determined by the reference and the outer diameter (2 × Rf) of the flange 102 is the flange height Fh (= Wd / 2−Rf), and the outer diameter Wd of the tread surface 101. And half of the difference between the diameters Ws of the reference grooves 103 is measured as the tire thickness Wt (= (Wd−Ws) / 2).

  Calculation of the flange thickness Fd is necessary for monitoring the wear state of the flange 102, and calculation of the outer diameter Wd and the tire thickness Wt of the tread surface 101 is necessary for monitoring the wear state of the tread surface 101. The railway vehicle wheel measuring device 1 shown in FIG.

  In FIG. 1, 2a and 2b are installed on the outside and inside of one rail 11 to measure the distance (shortest distance) from one wheel 100 in the vehicle 10 traveling on the rail 11. The first distance sensor and the second distance sensor are installed on a sleeper (not shown).

  Since the first distance sensor and the second distance sensor are installed on the outer side and the inner side of the other rail 11 for the other wheel 100 and the calculation of the configuration, the flange thickness Fd, etc. is exactly the same, the description is simplified. The description of one wheel 100 will be given for the sake of explanation.

  The first distance sensor 2a is installed outside the rail 11, and measures and outputs the distance L3 to the tread surface 101 and the flange outer surface 104 on the outside of the wheel 100 in time series. The second distance sensor 2b is installed inside the rail 11, and measures and outputs a distance L4 to the wheel inner surface 107 such as the flange inner surface 105 and the back surface 106 inside the wheel 100.

  As the distance sensors 2a and 2b, a high-frequency current is caused to flow through an internal coil to generate a high-frequency magnetic field. When a metal to be measured enters the magnetic field, an eddy current is generated on the metal surface by electromagnetic induction, An eddy current displacement sensor that uses the distance between the sensor and the object to measure the magnitude of the eddy current, or an optical displacement composed of a combination of a light emitting element and a light position detection element using a light emitting diode or semiconductor laser. Sensors, ultrasonic displacement sensors that measure the distance between the sensor and the object by irradiating the object with the ultrasonic wave and measuring the time it takes for the sound wave to return from the object as a reflected wave Is available.

  In this embodiment, optical displacement sensors are used as the distance sensors 2a and 2b. As shown in FIG. 3, the distance sensors 2a and 2b are measured waves at a distance hG below the position of the tread surface 11a of the rail 11 ( It is installed at a position where the irradiation direction of the light (light) obliquely intersects with the direction in which the rail 11 extends as viewed from above the rail 11, and the measurement light (wave) is irradiated obliquely to the wheel 100.

  Therefore, the measurement light (waves) emitted from these is not blocked by the rail 11, and the elevation angles θ1, θ2 and the angle of attack (angles that intersect the rail 11 horizontally when the measurement light is viewed from above) φ1, φ2 Have an installation angle of. Here, the angles of attack φ1 and φ2 are angles that obliquely intersect the direction in which the rail 11 extends when the irradiation direction of the measurement light is viewed from above the rail 11.

The elevation angles θ1 and θ2 and the angles of attack φ1 and φ2 in the first distance sensor 2a and the second distance sensor 2b may be the same or different. Since the second distance sensor 2b easily receives reflected waves, the angle of attack φ2 is 90 degrees, that is, the second distance sensor 2b may be installed at a position orthogonal to the direction in which the rail 11 extends, but the first distance sensor 2a Is the arrangement of FIG.

  The distance sensors 2a and 2b are installed (arranged) in front of the traveling direction of the vehicle 10. However, the distance sensors 2a and 2b are installed with the installation angles of the elevation angles θ1 and θ2 and the attack angles φ1 and φ2 from the rear of the wheel 100. May be.

  The measurement light emitted from the distance sensors 2a and 2b toward the wheel 100 is reflected by direct reflection on the inner and outer surfaces of the flange 102 and the tread 101 and returns to the distance sensors 2a and 2b to the irradiation points P1 and P2. The distance (L3, L4) is measured. Since the irradiation points P1 and P2 move on the curved surface of the wheel 100 in accordance with the traveling of the wheel 100, the measured distance changes according to the curved surface.

  The measurement results (measured distances) L3 and L4 at the distance sensors 2a and 2b are amplified by the first amplification unit 3a and the second amplification unit 3b shown in FIG. 1, and the first A / D conversion unit 4a and the second A / A / D conversion is sequentially performed by the D conversion unit 4b.

In FIG. 1, reference numeral 5 denotes a distance L3 by the first distance sensor 2a and the second distance sensor 2b.
It is a speed detector that detects the speed of the wheel 100 for which L4 is measured (the moving speed of the wheel 100 along the traveling direction A of the vehicle 10).

  The speed detection unit 5 is of an eddy current type, optical type or ultrasonic type like the distance sensors 2a and 2b, for example, and the two detection units 5a and 5b are connected to the vehicle 100 in the traveling direction A. It is arranged so as to be in between.

  This speed detector 5 obtains the speed of the wheel 100 from the passing time of the wheel 100 passing between the two detectors 5a and 5b (between one detector 5a and the other detector 5b). It is.

  The speed detection unit 5 obtains an elapsed time when the vehicle 10 to be inspected passes between the two detection units 5a and 5b.

  The measurement result of the speed detection unit 5 is sent to the first control unit 6a and the second control unit 6b together with the measurement result of the distance sensors 2a and 2b.

  In the first control unit 6a and the second control unit 6b, the measurement data from the first A / D conversion unit 3a and the second A / D conversion unit 3b and the speed and elapsed time of the wheel 100 from the speed detection unit 5 are used. Sequential capture and control to store in the built-in storage. In addition, the first control unit 6a and the second control unit 6b output the data output from the first A / D conversion unit 3a and the second conversion unit 3b according to the speed of the wheel 100 obtained by the speed detection unit 5. The sampling cycle is appropriately changed.

Reference numeral 7 denotes a processing unit between the first distance sensor 2a and the second distance sensor 2b fixedly installed in advance and the measurement data stored in the built-in storage unit of the first control unit 6a and the second control unit 6b. Of the first distance sensor 2a and the second distance sensor 2b and the wheel speeds detected by the speed detection unit 5 in accordance with a formula described later. The thickness Fd of the flange 102 of 100, the height Fh of the flange 102, the diameter Wd of the wheel 100 (see FIG. 2), and the like are calculated to obtain the shape of the wheel.

  Moreover, the process part 7 stores the data which concern on the shape of the wheel in the wheel 100 obtained as mentioned above with the measurement order of the wheel 100 in a built-in memory | storage part. Furthermore, the three-dimensional position of each part in the wheel 100 is calculated by calculating the three-dimensional position of each part in the wheel 100 from the speed and elapsed time of the wheel 100 obtained by the speed detection unit 5 and the data relating to the shape of the wheel in the wheel 100 obtained as described above. Is reproduced and displayed on the output screen display unit 8 or a hard copy is obtained by an output printing unit (not shown).

  In FIG. 1, 9 stores the distance L0 (see FIG. 3) between the first distance sensor 2a and the second distance sensor 2b in a built-in storage unit in the processing unit 7, and inputs various processing commands. Keyboard.

Hereinafter, the operation of the railway vehicle wheel measuring apparatus 1 will be described.
First, as shown in FIG. 1, the vehicle 10 travels on the rail 11 in the direction of the arrow, and sequentially passes between the two detection units 5 a and 5 b of the speed detection unit 5 from the head wheel 100, and the first It travels between the distance sensor 2a and the second distance sensor 2b.

  Then, as shown in FIG. 3, the measurement point P <b> 1 of the measurement light emitted from the first distance sensor 2 a transitions on those surfaces from the flange outer surface 104 to the tread surface 101 as the vehicle 10 travels, and the tread surface 101 and the flange outer surface 104. The second distance sensor 2b similarly measures the distance L4 to the wheel inner surface 107.

  At this time, the measurement point P1 of the measurement light emitted from the first distance sensor 2a changes at a position PP1 indicated by a two-dot chain line in FIG. 4A according to the traveling of the vehicle 10, and a− of the flange outer surface 104 of the wheel 100 a portion between b, a portion between bc of the tread surface 101 of the wheel 100, a portion between cd on the outer surface of the wheel 100, a portion between de of the tread surface 101 of the wheel 100, and the flange outer surface 104. The distance L3 to the part between ef is measured, and the output (measurement result) from the first distance sensor 2a is obtained by referring to the speed, sampling period, and sampling number of the vehicle 10 obtained by the speed detection unit 5. When drawn, the shape is as shown in FIG.

  Similarly, the measurement point P2 of the measurement light emitted from the second distance sensor 2b changes according to the traveling of the vehicle 10 at a position PP2 indicated by a two-dot chain line in FIG. 5A, and the second distance sensor 2b The distance L4 to the part between ab of the inner flange inner surface 105 in the wheel 100 shown to (a), the part between be of the back surface 106, and the part between ef of the flange inner surface 105 is measured, When the output (measurement result) from the second distance sensor is drawn with reference to the speed, sampling period, and number of samples of the vehicle 10 obtained by the speed detection unit 5, it has a form as shown in FIG. .

  Note that the positions c and d shown in FIG. 5B are positions where the measurement point P2 of the measurement light emitted from the second distance sensor 2b crosses the reference groove 103.

  Next, the outputs (measurement results) of the first distance sensor 2a and the second distance sensor 2b are amplified by the first amplification unit 3a and the second amplification unit 3b, and then the first A / D conversion unit 4a and the second A / D. A / D conversion is performed by the conversion unit 4b, and the converted data is stored in a built-in storage unit under the control of the first control unit 6a and the second control unit 6b.

  On the other hand, the speed obtained by the speed detection unit 5 is stored in the built-in storage unit under the control of both the control units 6a and 6b together with the elapsed time.

  Then, in the processing unit 7, the data stored in the built-in storage units of both the control units 6a and 6b, the installation distance L0 (see FIG. 3) between the first distance sensor 2a and the second distance sensor 2b, and the first, The various installation angles θ1, θ2, φ1, φ2 of the second distance sensors 2a, 2b, the installation height hG (see FIG. 3) of the first and second distance sensors 2a, 2b, and the speed obtained by the speed detector 5. From the following equation, the flange thickness Fd and flange height Fh of the flange 102 and the outer diameter Wd of the tread surface 101 of the wheel 100 are calculated, and various data obtained by the calculation are stored in the storage unit together with the measurement order of the wheel 100. .

  Then, if necessary, the calculation result is displayed on the screen by the output screen display unit 8, or the calculation result is printed out by an output printing unit (not shown).

As shown in FIG. 3, since the first and second distance sensors 2a, 2b are previously installed at the distance L0, the installation angles θ1, φ1, θ2, φ2, and the installation height hG, the first distance sensor 2a and From the distance L3 and the distance L4 measured by the second distance sensor 2b, the flange thickness Fd of the wheel 100 can be calculated by Formulas 1-3.

また、図５（ｂ）で示す第２距離センサ２ｂの出力波形において、第２距離センサ２ｂから照射した計測光の計測点Ｐ２（図３参照）が車輪１００の基準溝１０３を横断する距離Ｌｓを図上のｃ点からｄ点までの経過時間と車輪速度から求め、既知である基準溝103の直径Ｗｓ及び第２距離センサ２ｂで計測した距離Ｌ４と設置角度θ２とその設置高さ
ｈＧより、タイヤ厚Ｗｔと踏面１０１の外径Ｗｄを数式４〜７で算出できる。

Further, in the output waveform of the second distance sensor 2b shown in FIG. 5B, the distance Ls that the measurement point P2 (see FIG. 3) of the measurement light emitted from the second distance sensor 2b crosses the reference groove 103 of the wheel 100. Is obtained from the elapsed time from the point c to the point d on the figure and the wheel speed, and is based on the known diameter Ws of the reference groove 103, the distance L4 measured by the second distance sensor 2b, the installation angle θ2, and the installation height hG. The tire thickness Wt and the outer diameter Wd of the tread surface 101 can be calculated by Formulas 4-7.

  Further, in the output waveform of the first distance sensor 2a shown in FIG. 4 (b), the distance Lf that the measurement point P1 (see FIG. 3) of the measurement light emitted from the first distance sensor 2a crosses the wheel 100 is shown as a in FIG. The outer diameter (2 × Rf) and the flange height Fh of the flange 102 are obtained from Equations 8 and 9 using various data obtained from Equation 4 and Equation 7 from the elapsed time from the point to the point f and the wheel speed. It can be calculated.

  Furthermore, when the waveforms converted into the horizontal component distances L1 and L2 in FIG. 3 are superimposed on the backs of the measurement results by the distance sensors 2a and 2b shown in FIG. 4B and FIG. 5B, FIG. The figure regarding the shape of the wheel 100 to be shown (cross-sectional shape obtained by cutting the wheel 100 along the center line passing through the axle) can be obtained, and the numerical values of the figure coincide with the various data obtained in Equations 1 to 9. I can confirm that.

Here, a method for obtaining the optimum value of the angle of attack φ1 of the first distance sensor 2a will be described.
FIG. 6A shows the measurement light emitted from the first distance sensor 2a having the angle of attack (the angle at which the measurement light intersects the rail 11 horizontally) φ1 and the angle α formed by the normal of the wheel surface at the measurement point. Shows the direction. FIG. 6B shows the angle of attack φ1 on the horizontal axis and the angle α formed with the normal of the wheel surface on the vertical axis, and the tip position a, the center position b, and the flange 102 of the tread surface 101 shown in FIG. This shows how the angle α formed with the normal changes when the angle of attack φ1 is changed.

  Since the amount of reflected light returning to the distance sensor increases as the angle α formed with the normal line decreases, it is effective to improve the accuracy and measurement range by adopting the smallest point φ1.

  Of the three lines, the change in the amount of reflected light returning to the distance sensor at the tip position a of the tread 101 is extreme, and the irradiation of the measurement light to this position is the most severe condition. It is effective to dispose the first distance sensor 2a so that the angle of attack φ1m is taken as the angle of attack φ1 when the minimum angle is indicated by a curve indicating the change in the amount of reflected light returning to the distance sensor.

  In this case, it is effective to install the first distance sensor 2a at the position where the angle of attack φ1 is the largest, considering that the larger the angle of attack φ1 is, the narrower the measurement range in the width direction of the tread 101 is.

  When the angle of attack φ1 is appropriate, the number of samplings increases, and the shape of the wheel 100 can be obtained with high accuracy.

  As for the second distance sensor 2b, since the wheel inner surface 107 is substantially parallel to the rail 11, the angle of attack φ2 is 90 degrees, that is, when the measurement light of the second distance sensor 2b is viewed from above, Although it may be installed so as to be orthogonal, it is desirable that the second distance sensor 2b is also optimally installed by obtaining measurement data as shown in FIG. 6B.

  In the measurement by the first distance sensor 2a, when the angle of attack φ1 increases, the rear side of the wheel 100, that is, the portion between the de of the tread surface 101 of the wheel 100 and the e− of the flange outer surface 104 shown in FIG. It becomes difficult to measure the portion between f.

  However, based on the fact that the wear on the wheel 100 occurs almost evenly except for the flat, and that the measurement at the portion between the ab of the flange outer surface 104 and the portion between bc of the tread surface 101 can be accurately performed. The measurement results at the portion between the ab of the flange outer surface 104 and the portion between the bc of the tread surface 101 are based on the portion between cd of the outer surface of the wheel 100 between ef of the flange outer surface 104 4B and the portion between the points de of the tread surface 101 can be used by inverting the shape pattern in a mirror-contrast manner to obtain the waveform of FIG. 4B.

When the angle of attack φ1 increases, it becomes difficult to measure the distance to the tread surface 101 on the rear side of the wheel 100.
Therefore, the railway vehicle wheel measuring apparatus 1 that can accurately measure the distance to the tread surface 101 on the front side and the rear side of the wheel 100 in the vehicle 10 that travels will be described with reference to FIG.

7, the same components as those shown in FIG.
In the railway vehicle wheel measuring apparatus 1 shown in FIG. 7, the first distance sensor 2a and the second distance sensor 2b installed on the front side of the wheel 100 in the traveling direction of the vehicle 10 are the same as those in the embodiment shown in FIG. However, the 1st distance sensor 2c and the 2nd distance sensor 2d are installed in the position which becomes the back side of the wheel 100 with respect to the advancing direction of the vehicle 10 by the positional relationship as shown in FIG.

  Similarly to the first distance sensor 2a, the first distance sensor 2c has an irradiation direction of the measurement wave obliquely intersecting with the extending direction of the rail 11 when viewed from above the rail 11 on the outer side of the rail 11 and below the position of the tread 11a. Like the second distance sensor 2b, the second distance sensor 2d is located on the inner side of the rail 11 and below the position of the tread 11a so that the irradiation direction of the measurement wave is the direction in which the rail 11 extends when viewed from above the rail 11. It is installed at a position that crosses diagonally. In this case, the angles of attack φ1 and φ2 are angles that should be called see-off angles that intersect the rail 10 horizontally when the measurement light is viewed from above.

  Similarly to the second distance sensor 2 b, the second distance sensor 2 d may be installed at a position where the measurement wave irradiation direction is orthogonal to the direction in which the rail 11 extends when viewed from above the rail 11.

  If the first distance sensor 2a and the second distance sensor 2b installed on the front side of the wheel 100 in the traveling direction of the vehicle 10 are a first distance sensor group, the first distance sensor 2a installed on the rear side of the wheel 100 in the traveling direction of the vehicle 10 is used. The first distance sensor 2c and the second distance sensor 2d form a second distance sensor group.

  The measurement data obtained by the first distance sensor 2c and the second distance sensor 2d are amplified by the first amplifying unit 3c and the second amplifying unit 3d, and sequentially A by the first A / D converting unit 4c and the second A / D converting unit 4d. / D conversion and sent to the first control unit 6 c and the second control unit 6 d together with the measurement result in the speed detection unit 5.

  In the first control unit 6c and the second control unit 6d, the measurement data from the first A / D conversion unit 3c and the second A / D conversion unit 3d and the speed and elapsed time of the wheel 100 from the speed detection unit 5 are used. Sequential capture and control to store in the built-in storage. In addition, the first control unit 6c and the second control unit 6d output the data output from the first A / D conversion unit 3c and the second conversion unit 3d according to the speed of the wheel 100 obtained by the speed detection unit 5. The sampling cycle is appropriately changed.

  In the processing unit 7, the measurement data stored in the built-in storage unit of the first control unit 6c and the second control unit 6d and the first distance sensor 2c and the second distance sensor 2d fixedly installed in advance are arranged. From the distance L0 (see FIG. 3), the installation angles θ1, θ2, φ1, φ2 (see FIG. 3) of the first distance sensor 2c and the second distance sensor 2d and the wheel speed detected by the speed detector 5, the above-described The shape of the wheel 100 is obtained by sequentially calculating the thickness Fd of the flange 102 of the wheel 100, the height Fh of the flange 102, the diameter Wd of the wheel 100 (see FIG. 2), and the like.

That is, the measurement result shown in FIG. 8B is obtained by the first distance sensor 2a of the first distance sensor group, and the measurement shown in FIG. 8C is obtained by the first distance sensor 2c of the second distance sensor group. When the results are obtained and the measurement results are connected and synthesized with reference to the portion between cd on the outer surface of the wheel 100, FIG.
The measurement result of (d) can be obtained.

9B is obtained by the first distance sensor 2b of the first distance sensor group, and the measurement shown in FIG. 9C is obtained by the first distance sensor 2d of the second distance sensor group. When the results are obtained and the respective measurement results are connected and synthesized with reference to the portion between cd on the inner surface of the wheel 100, the measurement results of FIG. 9D can be obtained.

  8D and 9D show the shapes of the front and rear sides of the wheel 100 from the flange outer surface to the tread surface, and the front and rear sides of the wheel inner surface 107 of the wheel 100, respectively. The result of extremely accurate measurement is shown, and the shape of the wheel 100 can be obtained with high accuracy based on the above-described Equations 1 to 9.

  According to each embodiment described above, the flange thickness Fd of the wheel 100, the outer diameter Wd of the tread surface 101, the tire thickness Wt, the outer diameter of the flange 102 (2 × Rf), the wheel flange height Fh, etc. in a non-contact state. Since each distance sensor 2a, 2b, 2c, 2d is installed obliquely so as to have an angle of attack, a see-off angle, and an elevation angle with respect to the wheel 100 from the front or rear of the vehicle 10, The measurement wave emitted from each distance sensor with respect to the normal is in a direction away from a right angle, so that the measurement accuracy can be improved and the measurement range can be expanded.

  Then, each part of the wheel 100 is calculated from the speed and elapsed time of the wheel 100 obtained by the speed detection unit 5 and stored in the storage unit built in the sequential control unit 6a, 6b or 6a to 6d. Can be reproduced and displayed on the output screen display unit 8 to make the determination of the wear of the wheel 100 more reliable.

  Further, since the data amount subjected to A / D conversion becomes enormous when the speed of the wheel 100 is low, the data amount is A / D converted in accordance with the speed of the wheel 100 input by the control units 6a and 6b. The sampling period of the data L3 and L4 may be changed as appropriate and stored in the storage unit.

Further, in the above-described embodiment, the wear on the wheel 100 on one side has been described. However, the vehicle 10 includes two wheels connected by an axle (not shown), and the wheel is bent depending on the bending of the rail 11 and the loading state. A difference occurs in the lateral pressure applied to the flange, and there is a difference in the degree of wear. Therefore, it is also possible to install a railway vehicle wheel measuring device for the rails 11 on both sides and measure the wear state of the flange and wheel diameter for both wheels.

  Furthermore, according to the railway vehicle wheel measuring device of the present invention, the durability of the device is improved in order to accurately grasp the wear state of the wheel flange and the tread surface in a non-contact manner, and the labor and labor required for maintenance of the device can be reduced. .

It is a figure which shows one Embodiment of the rail vehicle wheel measuring device which becomes this invention. It is sectional drawing of the wheel in a railway vehicle. It is a figure explaining installation of the distance sensor in the railway vehicle wheel measuring device of FIG. It is a figure explaining the condition which measures the distance to a wheel with the 1st distance sensor in the railway vehicle wheel measuring device of FIG. It is a figure explaining the condition which measures the distance to a wheel with the 2nd distance sensor in the railway vehicle wheel measuring device of FIG. It is a figure explaining the optimal installation of the distance sensor in the rail vehicle wheel measuring device of FIG. It is a figure which shows other embodiment of the rail vehicle wheel measuring device which becomes this invention. It is a figure explaining the condition which measures the distance to a wheel with two 1st distance sensors in the railway vehicle wheel measuring device of FIG. It is a figure explaining the condition which measures the distance to a wheel with two 2nd distance sensors in the railway vehicle wheel measuring device of FIG.

Explanation of symbols

2a, 2b ... distance sensor, 5 ... speed detection unit, 6a, 6b ... control unit, 7 ... processing unit, 8 ... output screen display unit, 10 ... vehicle, 11 ... rail, 11a ... tread of rail, 100 ... wheel.

Claims (5)

A first distance sensor installed outside the rail, measuring the distance to the outer flange surface of the wheel of the railway vehicle in a non-contact manner by measuring wave irradiation, and outputting the measurement result; and installed inside the rail; A second distance sensor that measures the distance to the back surface inside the wheel in a non-contact manner by irradiating a measurement wave, and outputs the measurement result; the respective measurement results of the first distance sensor and the second distance sensor; and In the railway vehicle wheel measuring device including a processing unit that calculates the shape of the wheel from the distance data related to the installation of the first distance sensor and the second distance sensor,
At least the first distance sensor of the first distance sensor and the second distance sensor has an irradiation direction of the measurement wave obliquely intersecting with the extending direction of the rail when viewed from above the rail below the position of the tread surface of the rail. A railway vehicle wheel measuring device that is installed at a position and measures a distance by irradiating a measurement wave obliquely to the wheel. In the railway vehicle wheel measuring device according to claim 1,
The second distance sensor is installed at a position below the position of the tread of the rail and at a position where the irradiation direction of the measurement wave is orthogonal to the direction in which the rail extends when viewed from above the rail. apparatus. A first distance sensor installed outside the rail, measuring the distance to the outer flange surface of the wheel of the railway vehicle in a non-contact manner by measuring wave irradiation, and outputting the measurement result; and installed inside the rail; A second distance sensor that measures the distance to the back surface inside the wheel in a non-contact manner by irradiating a measurement wave, and outputs the measurement result; the respective measurement results of the first distance sensor and the second distance sensor; and In the railway vehicle wheel measuring device including a processing unit that calculates the shape of the wheel from the distance data related to the installation of the first distance sensor and the second distance sensor,
At least the first distance sensor of the first distance sensor and the second distance sensor has an irradiation direction of the measurement wave obliquely intersecting with the extending direction of the rail when viewed from above the rail below the position of the tread surface of the rail. A first distance sensor group installed at a position in front of the traveling direction of the railway vehicle, irradiating a measurement wave obliquely to the wheel, and measuring a distance;
At least the first distance sensor of the first distance sensor and the second distance sensor has a measurement wave irradiation direction obliquely intersecting a direction in which the rail extends when viewed from above the rail below the position of the tread surface of the rail. A railway vehicle wheel measuring device, comprising: a second distance sensor group which is installed at a position rearward in the traveling direction of the railway vehicle, irradiates a measurement wave obliquely to the wheel, and measures a distance. In the railway vehicle wheel measuring device according to claim 3,
Each of the second distance sensors in the first distance sensor group and the second distance sensor group is below the position of the tread surface of the rail, and the irradiation direction of the measurement wave is orthogonal to the extending direction of the rail when viewed from above the rail. A railway vehicle wheel measuring device, characterized in that each is installed at a position to be operated. In the railway vehicle wheel measuring device according to any one of claims 1 and 3,
Furthermore, a speed detection unit for detecting the speed of the wheel is provided, and the processing unit calculates the position of each part of the flange in the wheel from the speed and elapsed time of the wheel to be inspected obtained by the speed detection unit. A railway vehicle wheel measuring device comprising: means for displaying the shape of the wheel obtained by the processing unit.

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