WO1987006203A1 - Appareil pour la detection depuis un rail de trous et de defauts superficiels sur les roues d'un vehicule de chemin de fer - Google Patents

Appareil pour la detection depuis un rail de trous et de defauts superficiels sur les roues d'un vehicule de chemin de fer Download PDF

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Publication number
WO1987006203A1
WO1987006203A1 PCT/DK1987/000040 DK8700040W WO8706203A1 WO 1987006203 A1 WO1987006203 A1 WO 1987006203A1 DK 8700040 W DK8700040 W DK 8700040W WO 8706203 A1 WO8706203 A1 WO 8706203A1
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WO
WIPO (PCT)
Prior art keywords
wheel
measuring
track
carriage
wheels
Prior art date
Application number
PCT/DK1987/000040
Other languages
English (en)
Inventor
Ulrik DANNESKIOLD-SAMSO^/E
Original Assignee
O^/Degaard & Danneskiold-Samso^/E Aps
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by O^/Degaard & Danneskiold-Samso^/E Aps filed Critical O^/Degaard & Danneskiold-Samso^/E Aps
Publication of WO1987006203A1 publication Critical patent/WO1987006203A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/12—Measuring or surveying wheel-rims

Definitions

  • the invention relates to an apparatus for track-based detection of holes and flat spots in passing railway wheels when these are passing a measuring stretch on the track.
  • U.S. patent specification no. 3,558,876 describes a track-based device where a number of detectors are arranged on a number of spaced apart test rails which are vibrationally isolated from each other and from the track.
  • the test rails are produced in very accurate lengths corresponding to the wheel circumference, and each test rail is provided with a detector at either end.
  • the signals from the detectors are filtered and compared with preselected middle values to detect vibration levels substantially above the middle value.
  • This method is based on simultaneous measuring and establishing of whether the measuring result exceeds a certain value. This method provides no possibility of closer analysing whether the wheels have defects or not and is moreover dependent on the weight and speed of the carriage, and the system therefore provides no sufficiently precise analysis of the condition of the wheels.
  • Special test rails separated from the track are moreover difficult to use by electric railway service because the track is generally used as return conductor for the operating current.
  • the apparatus must effectively and precisely be able to detect the desired damages without in any way having an influence on the railway service.
  • the measuring stretch is thus simply a section of the ordinary track and this measuring stretch is equipped with a number of motion sensitive transducers that measure the rail's movement or acceleration in vertical direction when a carriage passes.
  • the transducers are read when the wheel travels on the rail in such a manner that each transducer reads a section of the wheel circumference but the signals are combined in such a manner that the entire wheel circumference is read and the read signals are processed or stored for later data processing.
  • the drawbacks of the known systems operating by simultaneous measuring and calculation are thus avoided. With the apparatus according to the invention the entire measuring sequence is recorded and perhaps stored, and the evaluation of the measuring result is then not made till the collection of data has been fully completed.
  • the axle base in most bogie structures is somewhat smaller than the wheel circumference.
  • the track is unbroken by the measuring stretch and any return current in the rails may run without problems and without interfering with the apparatus according to the invention.
  • a usual carriage identification system eg. a microwave system with an antenna arranged close to the first transducer so that all carriage numbers are read when the last carriage leaves the measuring stretch.
  • the carriage identification system is connected to the data processing unit so that all data sets are given carriage number and wheel identification.
  • the apparatus according to the invention is preferably designed as disclosed in the characterising part of claim 3. It is thus possible accurately to pack the data collection buffers with measuring signals corresponding to a whole wheel circumference in such a manner that the measuring results are available as were they the result of a continuous measuring all the wheel round. It is also possible to calculate the speed and direction of travel of the carriage so as to exclude signals from trains passing in the wrong direction, if so desired, or to exclude signals from carriages passing at a rate of speed beyond the area in which the measurements are sufficiently accurate for reliable identification of damages. If it is desired to measure on carriages passing in both directions of travel, the apparatus will have to be provided with an additional carriage detector located on the other side of the measuring stretch and a corresponding change in the data program must be made.
  • the extent of a damage on the tread may be calculated on the basis of the measurements and the speed calculation so that it may be decided how high priority to give to a damage regarding the question of removing the carriage for repairs at once or whether repair work on the carriage may be postponed until such time when the repair work will not interfere with train services.
  • the apparatus may be designed as disclosed in the characterising part of claim 5 whereby vibrations from outside are sufficiently dampened before reaching the measuring area.
  • the damping means are not required.
  • a rubber packing or the like between the sleepers and the concrete floor as silencer and in connection with such or similar structures rail damping means are required.
  • the data collection is optimised in terms of time which is of great importance to the measuring of carriages with comparatively closely spaced bogies and particularly if the train is running at great speed.
  • the data After collection of data on a bogie the data are to be packed and the measuring system is made ready for measuring on the next bogie, and the space of time between them is critical to the upper rate of speed of the measuring system in that the system must in a reliable manner be able to distinguish one bogie from the next in terms of measuring.
  • the apparatus is designed as disclosed in the characterising part of claim 8. Whenever the measuring sequence of a bogie has been completed, the carriage detector is read, and when the carriage detector signals that there is no carriage by the detector, the system will record that it is now measuring on the last carriage of the train.
  • transducer sensitive to motion for example accelerometers, speed transducers, displacement transducers or strain gauge transducers. It has, however, proved to be particularly advantageous to use accelerometers as disclosed in the characterising part of claim 9.
  • Fig. 1 is a principle drawing of the apparatus according to the invention
  • Fig. 2 is a block diagram of the entire apparatus according to the invention.
  • Fig. 3 is the combined signal of a faultless wheel
  • Fig. 4 is the combined signal of a wheel with defects
  • Fig. 5 is a section of the tread on a wheel with defects
  • Fig. 6 is a section of the signal corresponding to the defect shown in Fig. 5, and
  • Fig. 7 is a rail with accelerometers and damp- ing material.
  • Fig. 1 of the drawing shows a principle diagram of the apparatus according to the invention.
  • a train for example an electric train for urban or suburban railway service.
  • a measuring stretch comprises a damping material 5 secured to the track 4, and a number of accelerometers a,b,c,d and e are arranged at a place where passing of trains generally takes place at a rate of speed suitable to the measuring system.
  • the measuring stretch must of course be arranged at a place where all the carriages that are to be controlled for wheel damages will pass.
  • the measuring stretch may moreover be placed almost anywhere on a railway section.
  • Between first and second accelerometer and between fourth and fifth ac ⁇ elerometer there is arranged inductive wheel detectors 7 and 8 which are connected to the trigger entries of a calculator unit or computer 9.
  • a microwave based carriage identification system 11 with the antenna 10 arranged close to the first accelerometer a reads the carriage number in a generally known manner and sends a carriage identification signal comprising the number of the carriage to the computer 9.
  • the carriage 1 is shown travelling in the direction 6 and with its front bogie 2 situated in the middle of the measuring stretch in such a manner that both wheel pairs 3 are within the measuring area.
  • the apparatus moreover comprises a carriage detector 12 which is likewise connected to the calculator unit 9.
  • the carriage detector is placed about half a carriage length before the measuring stretch in the direction of travel, and every time data for one carriage has been collected, the calculator circuit 9 checks by means of the carriage detector 12 whether any more carriages are approaching.
  • the data processing is started, and the computed wheel parameters can be displayed on a display unit, printed out on a list, stored in a data store in the unit 9 or be transmitted on completion of the data processing or at some other desired time, eg. once per 24 hours.
  • the transmission of data may for example be to a central data base or a data store 16, which may be connected to the system, where they are stored in a generally known manner and for example form the basis of a conditional wheel maintenance. If so desired, the non-processed, ie. the read data set for wheels with definite wheel parameters or parameters exceeding predetermined limits may be stored for closer analysis.
  • Fig. 2 shows in greater detail the electric block diagram of the apparatus according to the invention.
  • the same designations or reference numerals as in Fig. 1 are used for the same parts. It appears that there are used ten accelerometers arranged in pairs opposite each other so that both wheels of a wheel pair are measured at the same time.
  • axle base in each bogie of approx. 2.50 m and a distance between the bogies of approx. 13.5 m.
  • the wheel circumference of railway wheels are in the region of approx. 2.75 m to approx. 3.0 m dependent on how many times the wheel has been repaired by turning or grinding.
  • the two rows each comprising five accelerometers, namely a,b,c,d,e and a' ,b' ,c' ,d' ,e' , are spaced at intervals of 0.75 m so that a wheel circumference of for example 3.0 m is "covered" by four accelerometers.
  • All accelerometers are via charge amplifiers 13,13' connected to adapter circuits 14 comprising amplifier circuits, filters, surface circuits etc. so that the measuring signals from the accelerometers and the trigger signals from the wheel detectors 7,8 may be processed in the calculator circuit 15 comprising a computer with A/D converter and real time clock.
  • the carriage identification system 10,11 and the carriage detector 12 are likewise connected to the calculator circuit 15.
  • the trigger signals from the wheel detectors are after signal amplification, filtering and signal alignment transmitted to the calculator circuit 15 via a single wire.
  • the signal for the first wheel on the rail 4 is thus pieced together by the signals from the accelerometers b, ⁇ ,d and e and the signal for the following wheel of the same bogie is pieced together by the signals from the accelerometers a,b, ⁇ and d. Simultaneously herewith there is of course a reading of corresponding signals from the accelerometers on the other rail 4'.
  • the signal collection may by made in other manners and with a different number of accelerometers, but in the manner described above the data collection is done as fast as possible and without mixing the signals even if both wheels 3, see Fig. 1, are on the measuring stretch at the same time.
  • the data collection is in this manner completed the moment the following wheel has passed wheel detector 8 so that the system is quickly ready for measuring on the following bogie.
  • the signal pieced together is "packed" in a data collection buffer for each wheel and corresponding to a wheel circumference, and is then transmitted to a digital store wherein there is also stored information on carriage number and wheel identification in that the carriage number has been read by the passage of the carriage of the antenna 10 and stored in a buffer in the identification system 11 transmitting data on to the computer in the calculator unit 15.
  • the numbering of the wheels is done by simple counting in that the wheel detectors 7 and 8 provide the number of passed wheels per carriage side.
  • the data processing is started. For each wheel the maximum value of the rail acceleration and a number of relevant parameters are computed, for example the RMS-value, which is stored, and perhaps also the entire signal is stored.
  • Fig. 3 of the drawing shows the pieced together signal for a faultless wheel
  • Fig. 4. shows the signal for a defect wheel.
  • the values shown in Figs. 3 and 4 are measured values and it clearly appears from Fig. 4 that the peak value is many times higher than the basic signal when a wheel has one or more holes in the tread or a flat surface thereon.
  • Fig. 3 and Fig. 4 show the acceleration as a function of the time.
  • Fig. 5 shows a section of a tread with defects covering an area
  • Fig. 6 shows the corresponding acceleration signal. From the extent in terms of time of the signal, in the present case 23 ms, and from calculation of the rate of speed of the carriage, which at the measuring time in question was measured at 36 km/h, for example on the basis of the difference in time between the signals from the wheel detectors 7 and 8, it is possible to calculate the extent of the defect in Fig. 4 to be approx. 250 mm. Thus it is not only possible to locate the wheels having holes or flat spots but also to establish the extent of the damage.
  • Fig. 7 of the drawing shows a rail 4 with railhead 17 with wearing surface, a railbase 18 and an intermediate piece 20.
  • a viscoelasti ⁇ material 21 and 23 whereto is secured a steel plate 22 being approx. 3 mm thick. Assembling and fastening is made by glueing.
  • the vis ⁇ oelasti ⁇ material 21 has for example a maximum loss factor at 20°C, and the material 23 has a maximum loss factor at 0°C so as to obtain a wide temperature interval with uniform damping.
  • the accelerometers 24 are by means of a foot 25 glued directly on the underside of the railhead 17.
  • the rail 4 has been cleaned by sandblasting so that there is obtained really good adhesion without having to secure the parts to the rail by means of fish plates or the like welded thereon or by boring holes in the rail.
  • Accelerometers (a,a'...e,e') Bruel & Kjser, type 5674
  • Carriage detector (12) ⁇ degaard & Danne- skiold-Sams ⁇ e, type AR It is obvious to a person skilled in the art that many other parts with corresponding properties may be used with departing from the principal idea of the invention. The mentioned individual parts are merely an example of a way of building up the apparatus according to the invention but this apparatus has been tested for a period and proved fully operational and has yielded the desired results.
  • the embodiment of the invention described in connection with Figs. 1-7 of the drawing is preferably for use by urban or suburban railway service, for example electric railway service with carriages having 2-axle bogies.
  • the apparatus according to the invention can of course also be used, perhaps in a more simple form. If the individual carriages are not provided with an electronic carriage detection system as previously mentioned, defective wheels may be identified by automatic counting of wheel axles. It is very important that a carriage with a defect wheel is at once disconnected from the train if it a matter of a material defect on for example a heavily loaded goods train in that a material defect in a wheel may ruin the track.
  • the apparatus may therefore be designed in such a manner that a block station or a similar signalling apparatus ahead of the train is at once alarmed or stop signal activated so that the train is brought to a stop as soon as the apparatus has established a vertical rail acceleration value which is greater than a predetermined value on one of the wheels.
  • the transducers are preferably placed on the track between the sleepers so that the influence from the damping of the sleepers is reduced.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Un appareil de détection, fonctionnant depuis un rail et servant à détecter des trous ou des défauts superficiels sur les roues (3) d'un véhicule de chemin de fer en marche lors du passage desdites roues sur une portion de rail servant de bande de mesurage, comprend un certain nombre de transducteurs, tels que des accéléromètres (a, b, c, d, e) placés sur le rail (4) et espacés le long de la bande de mesurage, des détecteurs (7, 8) de roues servant à indiquer le début et la fin du mesurage sur un bogie, un organe de collecte de données et de traitement de données (9), un système d'identification (10, 11) de wagons et un détecteur (12) de wagons. Un matériau amortisseur de vibrations (5) est appliqué sur le rail (4) le long de la bande de mesurage. Ledit appareil fonctionne selon le principe que le traitement des données relatives à l'identification des roues présentant des trous et des défauts superficiels n'est pas effectué jusqu'à ce que la collecte des données concernant la dernière roue du dernier wagon n'est pas terminée.
PCT/DK1987/000040 1986-04-16 1987-04-14 Appareil pour la detection depuis un rail de trous et de defauts superficiels sur les roues d'un vehicule de chemin de fer WO1987006203A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DK1746/86 1986-04-16
DK174686A DK174686A (da) 1986-04-16 1986-04-16 Anlaeg til sporbaseret detektering af huller og flader paa jernbanehjul

Publications (1)

Publication Number Publication Date
WO1987006203A1 true WO1987006203A1 (fr) 1987-10-22

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Application Number Title Priority Date Filing Date
PCT/DK1987/000040 WO1987006203A1 (fr) 1986-04-16 1987-04-14 Appareil pour la detection depuis un rail de trous et de defauts superficiels sur les roues d'un vehicule de chemin de fer

Country Status (3)

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AU (1) AU7354687A (fr)
DK (1) DK174686A (fr)
WO (1) WO1987006203A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991011355A1 (fr) * 1990-01-26 1991-08-08 Caltronic A/S Dispositif servant a detecter le desequilibre des roues d'un vehicule de chemin de fer
WO1999039959A1 (fr) * 1998-02-05 1999-08-12 Knorr-Bremse Electronic Gmbh Dispositif pour detecter des meplats sur au moins un corps pouvant rouler
ES2170606A1 (es) * 1999-07-05 2002-08-01 Talgo Patentes Sistema de supervision de calidad de rodadura, aplicable en vehiculos ferroviarios.
EP1607726A1 (fr) * 2004-06-18 2005-12-21 Pivotex OY Méthode et dispositif pour mesurer des caractéristiques d'un véhicule se déplaçant sur des rails
FR2893900A1 (fr) * 2005-11-29 2007-06-01 Signal Dev Sarl Procede et dispositif de detection de defauts de circularite de roues de materiel ferroviaire et systeme comprenant un tel dispositif
EP2631150A1 (fr) 2012-02-24 2013-08-28 Tamtron Systems Oy Procédé et dispositif améliorés permettant de mesurer les caractéristiques d'un véhicule se déplaçant sur un rail
WO2014162270A3 (fr) * 2013-04-01 2014-12-18 Universidad Eafit Système de détection de l'ovalisation des roues d'un véhicule ferroviaire
US10124819B2 (en) 2016-08-08 2018-11-13 General Electric Company Wheel deformity warning system
JP2019104389A (ja) * 2017-12-13 2019-06-27 日鉄レールウェイテクノス株式会社 鉄道用曲線軌道における波状摩耗の予兆検知システム及び予兆検知方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3558876A (en) * 1968-10-16 1971-01-26 Servo Corp Of America Train wheel defect detector
US4129276A (en) * 1978-01-30 1978-12-12 General Signal Corporation Technique for the detection of flat wheels on railroad cars by acoustical measuring means
DE3309908A1 (de) * 1982-04-22 1983-11-03 Messerschmitt-Bölkow-Blohm GmbH, 8000 München Verfahren zur erkennung von flachstellen an schienenraedern
WO1986001167A1 (fr) * 1984-08-14 1986-02-27 Haollberg Karl Rune Soeren Procede et dispositif de detection de roues avec des bandes de roulement deformees dans des vehicules de chemin de fer

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3558876A (en) * 1968-10-16 1971-01-26 Servo Corp Of America Train wheel defect detector
US4129276A (en) * 1978-01-30 1978-12-12 General Signal Corporation Technique for the detection of flat wheels on railroad cars by acoustical measuring means
DE3309908A1 (de) * 1982-04-22 1983-11-03 Messerschmitt-Bölkow-Blohm GmbH, 8000 München Verfahren zur erkennung von flachstellen an schienenraedern
WO1986001167A1 (fr) * 1984-08-14 1986-02-27 Haollberg Karl Rune Soeren Procede et dispositif de detection de roues avec des bandes de roulement deformees dans des vehicules de chemin de fer

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
DERWENT'S ABSTRACT, No. A4395 D/03; & SU,A,734046. *
DERWENT'S ABSTRACT, No. H5621 C/35; & SU,A,709440. *

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991011355A1 (fr) * 1990-01-26 1991-08-08 Caltronic A/S Dispositif servant a detecter le desequilibre des roues d'un vehicule de chemin de fer
WO1999039959A1 (fr) * 1998-02-05 1999-08-12 Knorr-Bremse Electronic Gmbh Dispositif pour detecter des meplats sur au moins un corps pouvant rouler
DE19804566C2 (de) * 1998-02-05 2002-01-31 Knorr Bremse Systeme Vorrichtung und Verfahren zur Flachstellenortung von wenigstens einem rollfähigen Körper
ES2170606A1 (es) * 1999-07-05 2002-08-01 Talgo Patentes Sistema de supervision de calidad de rodadura, aplicable en vehiculos ferroviarios.
EP1607726A1 (fr) * 2004-06-18 2005-12-21 Pivotex OY Méthode et dispositif pour mesurer des caractéristiques d'un véhicule se déplaçant sur des rails
FR2893900A1 (fr) * 2005-11-29 2007-06-01 Signal Dev Sarl Procede et dispositif de detection de defauts de circularite de roues de materiel ferroviaire et systeme comprenant un tel dispositif
WO2007063209A1 (fr) * 2005-11-29 2007-06-07 Signal Developpement Procede et dispositif de detection de defauts de circularite de roues de materiel ferroviaire et systeme comprenant un tel dispositif
EP2631150A1 (fr) 2012-02-24 2013-08-28 Tamtron Systems Oy Procédé et dispositif améliorés permettant de mesurer les caractéristiques d'un véhicule se déplaçant sur un rail
WO2014162270A3 (fr) * 2013-04-01 2014-12-18 Universidad Eafit Système de détection de l'ovalisation des roues d'un véhicule ferroviaire
US10124819B2 (en) 2016-08-08 2018-11-13 General Electric Company Wheel deformity warning system
JP2019104389A (ja) * 2017-12-13 2019-06-27 日鉄レールウェイテクノス株式会社 鉄道用曲線軌道における波状摩耗の予兆検知システム及び予兆検知方法

Also Published As

Publication number Publication date
DK174686D0 (da) 1986-04-16
DK174686A (da) 1987-10-17
AU7354687A (en) 1987-11-09

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