JPS58112873A - Detector for tire flat of wheel for railway rolling stock - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for detecting tire flanges of wheels for railway vehicles.

When applying the brakes to a running railway vehicle to stop it, if the braking force acting on the wheels of the vehicle becomes excessive compared to the adhesion limit force (product of adhesion coefficient and wheel load) between the wheels and the rails, A so-called sliding phenomenon occurs in which the vehicle advances while the wheels are not rotating, and the contact area between the wheels and the rails may wear out and become flat. The flat portion of the wheel TFi as shown in FIG. 1 that occurs in this manner is called a tire flat. If such a tire flat exists on a wheel, it causes noise, vibration, etc., resulting in complaints from residents along the railway line. In particular, in recent years, as vehicles are driven at high speeds, pressure boosting brakes and AT
Since O (automatic train control system M) has been adopted, the occurrence of tire flats is increasing, and this has become a social problem called vibration pollution or noise pollution. It's coming. Therefore, in order to deal with such problems, there has been a strong desire to develop an appropriate tire flat detection device for early detection and repair of tire flats.

However, as this type of tire flat detection device, several methods have been proposed in the past.
The one shown in the figure is disclosed in Japanese Patent Publication No. 52-48361.

To explain the conventional tire flat detection device based on FIG. 2, 1 is rail r 2 a + 2 b is sleeper +
3a + 3b is a shearing force detector that detects the shearing force at two points A and B on the rail, and as a specific example, shearing strain at the rail abdomen is detected using a strain gauge or the like. An adder 4 detects the difference between the output of the shear force detector 3a and the output of the shear force detector 3b. 5 is an amplifier, and 6 is a bypass filter for extracting only the vibration component caused by the flat impact from the input. Reference numeral 7 is a comparator that compares the input with a predetermined reference value, and when the input is greater than the reference value, it outputs an output 8. This output causes a display device or recording device (not shown) to indicate that a tire flat exists. or recorded. 9 is the wheel, and P is the axle load. In Figure 2, wheel 9
Although only shown in the figure, the feature of this device is that it can prevent wheel tire flats by running the vehicle on the rail where the device is installed in the normal use condition without removing the wheel axle t-*p from the vehicle. It is something that can be detected.

Now, when the wheel 9 rolls quietly from the left to the right as shown by the arrow, the shearing force Qa of the rail at point A is Q in Figure 3.
The shearing force Qb of the rail at point B changes as shown in FIG. 3, Qb. Therefore, Qa-Qb becomes a substantially constant value between A3, as shown in La-Qb shown in the third diagram, and becomes substantially zero outside of A3. Therefore, when a wheel without a tire flat is transferred, the output of the amplifier 5 is almost zero when the wheel is outside between A3 as shown in Fig. 4(a), and when it is between A3, the output of the amplifier 5 is almost zero.
It is a nearly constant value proportional to .

Next, tire flan)? If the wheel with the wheel is transferred, a flat impact will occur, and P will be the impact load as shown in Figure 4 (b
), high-frequency vibration components are generated. According to actual measurements, P
Even when is an impact load, the output of the amplifier 5 for the same load is almost uniform between A3 regardless of the point of application of the load, and when the load is applied outside between A3, the output of the amplifier 5 is the same between A3. This is sufficiently small compared to when it acts on This high-frequency vibration component is extracted by the bypass filter 6, and the waveform shown in FIG. 4(C) is obtained to detect a tire flat as described above.

However, both the above-mentioned conventional tire flat detection devices and other conventional devices are based on the premise that the detection sensor is attached to the rail, and requires precise drilling of holes in the rail and sensor mounting surface. However, large-scale installation work such as flat surface machining must be carried out, and therefore a long time is required to install the device, and the measurement location cannot be easily moved.

In addition, in the method of detecting shear strain like the conventional device described above, detection errors due to processing precision as described above are likely to occur, and the detection signal needs to be processed by a delicate waveform processing circuit etc. This method has the disadvantage that it is not always possible to accurately detect the presence of a tire flat or identify a truck having a tire flat.

The present invention has been made in order to eliminate all the drawbacks of such conventional devices.The purpose of the present invention is to avoid large-scale installation by applying special processing to the rail or using complicated jigs and tools when installing the device. A railway that does not require construction work, greatly simplifies the installation of the device, simplifies the configuration of the device itself, and lowers the price, and can accurately identify the presence or absence of tire flats and the bogies with tire flats. An object of the present invention is to provide a tire flat detection device for vehicle wheels.

An object of the present invention is to provide one or more accelerometers disposed on the sleepers of a rail, and an axis sensing treadle disposed at a predetermined distance before and after the accelerometers in the passage area of a railway vehicle. and a total detection unit, and it is determined whether or not the output of the accelerometer exceeds a predetermined reference value due to vibration caused by wheel transfer of the railway vehicle, thereby indicating that a tire flat exists in the wheel of the railway vehicle running on the rail. This is achieved by detecting this, and by shaping the output of the axle detection treadle into a waveform and using the signal obtained as separate bogie signals for the front and rear bogies to identify all bogies in which the tire flat is present. Ru.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 5 is a layout diagram showing an example of the arrangement of the detection section of the tire flat detection device according to the present invention, and FIG. 6 is a block diagram showing the configuration of an embodiment of the present invention.

In Fig. 5, 10 is a railway vehicle, 11 is a wheel A, Bi
12 is a front truck that supports the wheels C and Di, and a rear truck that supports the wheels C and Di. 13 is a rail, 14 is a sleeper, and an arbitrary one of the sleepers 14 is provided with an accelerometer 8 for detecting vibrations caused by a flat tire. is fixedly placed. Furthermore, axle detection treadles 'r, , 'r, serving as wheel axle detection units, are installed at a predetermined interval ti before and after the accelerometer 81 in the passage area of the railway vehicle. This axis detection treadle TIIT! shall be constructed so as to be able to detect the passage of a wheel or axle by using a photoelectric sensor or a magnetic sensor.

The arrangement interval of these two shaft detection dreadls TI and TI is such that the front bogie 11 and rear bogie 1 of at least one vehicle
Set the interval so that the two can be clearly distinguished.

In FIG. 6, %Tl1T1 is the aforementioned axis detection treaddle, 15 is a power supply unit, 16 is a shaping circuit that shapes the axis detection signal into a square wave, 17 is a control circuit that receives the output of the shaping circuit 16, and 18 is an acceleration waveform. S+ (and Ss
); 19 is a shaping circuit; 20 is an amplifier;
This is an A/D converter/peak hold circuit that converts the TTL force of a shaped accelerometer to A/D and then holds the peak value within a predetermined time width. These control circuit 17 and A/D conversion φ peak hold circuit 20 are connected to a CPU 21 (central processing unit). 22 is C! Connected to PU21, for example acceleration data and truck signal? A monitor unit that displays images on a cathode ray tube.

23 is the same (a printer connected to the CPU 21 and prints necessary information), and 24 is the same (connected to the CPU 21, a memory for storing data and processing programs).

Next, the operation in such a configuration will be explained. The railway vehicle 10 moves in the direction of the arrow shown in FIG. 5 while rolling on the rails 13, and the wheels A (7') of the front bogie 11
When the wheel axle (denoted as wheel axle) approaches the position where the shaft detection treadle T1 is installed, the bogie front axle detection signal a is output from the axle detection treadle TI, and as the vehicle 10 moves forward, the wheel B of the front bogie 11 (or the wheel axle ) passes the shaft detection treadle Ts', a bogie rear shaft detection signal S is output from the shaft detection treadle TI.

The vehicle 10 further advances and the wheels A and B of the front bogie 11 move to the shaft detection tread layer T! When passing through the tread layer TI, a bogie front axle detection signal a'+a bogie rear axle detection signal b' are sequentially output from the tread layer TI. Subsequently, the wheels C and D of the rear bogie 12 move through these axle detection treadles 'rt, 'r.

Similarly, each axis detection signal C, d, C', d when passing all the way.
' are output sequentially. Each of these output signals a + b
+a' + b' + C+ d + C' + +1
' is shaped by the shaping circuit 16 into a square wave as shown in FIG. 7(a) and guided to the control circuit. That is, as shown in the figure, when the front bogie 11 passes a turn, the shaping circuit 16 causes the front bogie 11 to rise due to the bogie rear axle detection signal b', fall due to the bogie rear axle detection signal b', and further
When passing, a square wave is generated which rises due to the bogie front axle detection signal aK and falls due to the bogie rear wheel detection signal d'. With this waveform, the front bogie 11 and rear bogie 12 of one vehicle are
It is possible to identify trolleys that have wheels with clearly distinguishable tire flats.

On the other hand, an accelerometer 81 disposed between the shaft detection treadles Tl, T detects vibrations caused when each wheel of the vehicle 10 passes while rolling, and a strain measuring device 18 The amplified waveform is as shown in FIG. 7(b), and there are some large acceleration waveforms due to tire flats among the small amplitude noise. In order to determine in which trolley this waveform is occurring,
Axis detection treadles T, ,'rI are used together.

That is, whether or not a tire flat exists is determined by correlating the output of the accelerometer t, which is statistically processed by the microcomputer, with the truck signal.

For example, an example of this processing method will be explained with reference to FIG. Figure 8 (c)) shows how the output of the accelerometer is
After D-conversion, peaks within a certain time width are extracted and made into time series data. In the same figure (b), the waveform of (a) is shaped, both the positive and negative waveforms are folded in the positive direction, and the CPU 21 processes the parent yarn, which is then graphed together with the trolley signal and displayed on the monitor unit 22. It is. If the graphed acceleration data exceeds the standard @ for determining the presence or absence of a tire flat, that is, in Fig. 8 (b), the blacked out area indicates the occurrence of a tire flat, and which bogie it is. It provides information on whether and to what extent.

Based on this information, repair work for wheels with flat tires can be carried out as appropriate.

According to the configuration of the above-described embodiment, the accelerometer 8 for detecting vibrations disposed on the sleeper 14 of the rail 13. and.

An axis detection treadle T+ arranged at a predetermined interval before and after the accelerometer 8° in the passage area of the railway vehicle 10.
, Txlr detection unit, small wheels for railway vehicles A, , B, C,
When the output of the accelerometer S, which detects run-off due to rolling of D..., exceeds a predetermined standard mk, a sound is detected indicating the existence of a tire flat, while the shaft detection treadle TI+T2 The signals obtained by waveform shaping the output of are used as separate bogie signals for the front and rear, and these are data processed using appropriate means to identify the bogie with a flat tire. You can get an effect like this.

First of all, since the accelerometer is not attached to the rail but to the railroad ties, special processing is applied to the rail.

Large-scale installation work using complicated jigs and tools? There's no need to do it. Therefore, the detection device can be installed easily and quickly, and labor costs can be significantly reduced.

Furthermore, the measurement location can be moved extremely easily.

Second, since the accelerometer is attached to the sleeper, the accelerometer responds only when a tire flat hits that sleeper, making it possible to accurately identify the bogie supporting the wheel where the tire flat is located. .

Third, compared to conventional devices, the structure of the device itself and the entire system is simplified, and the price is therefore reduced.

Fourthly, tire flats can be detected while the vehicle is running.

Note that the present invention is not limited to the embodiments described above, and can be implemented with appropriate modifications.

For example, in the above description, the case where one accelerometer S is used, but as shown in FIG. 9(a), two accelerometers 8+, SmTh
and guided them to a strain measuring instrument with one element each.
The presence or absence of a tire flat can be determined using the same method as described above. In this case, the reliability of detection can be further improved.

It is also possible to connect two accelerometers s, , sl in parallel so that the accelerometers can be inputted to a single accelerator acceleration measuring device. In this case, the reliability of the determination is improved and economical effects can be obtained at the same time.

Furthermore, two accelerometers8. , S, the 9th! 1(b)
), the accelerometers may be installed on sleepers on one rail side, or three or more accelerometers may be used together.

Further, as the axis detection means, optical sensors that are susceptible to snow damage or magnetic sensors that are easily affected by electrical disturbances are not used.
Strain gauges can be attached to all rails to detect the axis.

Furthermore, regarding data processing, instead of using the acceleration waveform shaping circuit as described above, the acceleration waveform is non-linearly amplified, A/D conversion and peak hold are performed, and the same process 1 judgment sound as described above is performed. It can also be configured.

As described in detail above, according to the present invention, it is not necessary to perform special processing on the rail or use complicated jigs and tools when installing the device. Is it a large-scale installation work? For use in railway vehicles, the installation of the device is very simple, the configuration of a single device is simple, the price is low, and it is possible to accurately identify the presence or absence of a tire flat and the bogie on which a tire flat exists. A tire flat detection device for a wheel can be provided.

[Brief explanation of drawings]

The first factor is tire flange) t - A perspective view of a wheel for a railway vehicle for explanation, FIG. 2 is an explanatory diagram showing the configuration of a conventional device,
3 and 4 are characteristic diagrams for explaining the operation of the conventional device, FIG. 5 is a layout diagram of the detection section of the device according to the present invention, and FIG. 6 is a configuration of an embodiment of the present invention. A block diagram showing FIG. 7(a). (b) and FIGS. 8(a) and (b) are characteristic diagrams for explaining the operation of the same embodiment, respectively, and FIG. 9(a)
, (t)) are layout diagrams each showing another example of the arrangement of the detection section of the device of the present invention. Patent applicant Japanese National Railways Figure 6 Figure 8 (b) Figure 9

Claims (1)

[Claims] (1) A detection unit comprising one or more accelerometers arranged on railroad ties, and axis detection treadles arranged at a predetermined distance before and after the accelerometers in the passage area of the railway vehicle. The presence of a tire flat on the rail vehicle wheels running on the rails is detected based on whether the output of the accelerometer exceeds a predetermined reference box due to vibrations caused by the rolling of the rail vehicle wheels. - 10,000, The signal obtained by waveform shaping the output of the shaft detection treadle is used as separate bogie signals for the front and rear, so that it is possible to determine the percentage of the bogie in which the tire flat is present. Tire flat detection device for railway vehicle wheels.