EP0281623A1 - Determination et reperage des meplats a la surface de roulement des roues de vehicules sur rails - Google Patents

Determination et reperage des meplats a la surface de roulement des roues de vehicules sur rails

Info

Publication number
EP0281623A1
EP0281623A1 EP19870906402 EP87906402A EP0281623A1 EP 0281623 A1 EP0281623 A1 EP 0281623A1 EP 19870906402 EP19870906402 EP 19870906402 EP 87906402 A EP87906402 A EP 87906402A EP 0281623 A1 EP0281623 A1 EP 0281623A1
Authority
EP
European Patent Office
Prior art keywords
rail
sections
wheel
flat
rails
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
EP19870906402
Other languages
German (de)
English (en)
Inventor
Paul Arnoczky
Rolf Herrman
Hanspeter Stalder
François AMREIN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
INDIGEL AG
Original Assignee
INDIGEL AG
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 INDIGEL AG filed Critical INDIGEL AG
Publication of EP0281623A1 publication Critical patent/EP0281623A1/fr
Ceased legal-status Critical Current

Links

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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
    • G01B7/28—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring contours or curvatures
    • G01B7/282—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring contours or curvatures for measuring roundness

Definitions

  • the invention relates to a method for determining and locating flat spots in the tread of wheels of rail vehicles made of electrically conductive material, using a high-frequency circuit connected to the rails, the contact between the tread of a wheel and the supporting base of the wheel forming rail forms part of the circuit, and the evaluation of the interruption of the contact with the supporting rail caused by a flat point due to a corresponding driving speed due to the axle weight and the inertia of the wheel.
  • the invention further relates to a corresponding arrangement for determining the flat spots.
  • a flat spot is created when a wheel slides on the supporting rail instead of rolling.
  • a flat part of a wheel stresses the rail through dynamic forces and impacts, the size of which depends on the size of the flat part of the wheel, the mass, and the speed of rotation of the wheel and the weight on it.
  • These dynamic loads can be high and damage the rails.
  • Wheel not only can damage the rails but also the rolling stock. It is very important that flat spots on wheels are discovered as early as possible so that cars with flat-damaged wheels can be pulled out of service and repaired.
  • the inventors have set themselves the task of creating a method and an apparatus which not only determine flat spots per se in a wide range of driving speeds, but also their size and axis affiliation as a function of driving speed and axle pressure, this finding being largely independent of the shape and state of wear of the wheel flange, the electrical faults occurring during rail vehicle operation and the weather conditions.
  • the acquisition of the flat point measurement data takes place on a measuring section consisting of two identical sections of a rail, which is electrically insulated at three points, at the ends and in the middle thereof, each section of the measuring section being equipped with a connection to a separate, high-frequency circuit is, and the length 1 of the measuring section from the two identical sections of length s is adapted at least to the largest wheel circumference of the rail vehicle, and
  • the measurement signals are digitally recorded or evaluated with the aid of microprocessors and assigned to the relevant axis,
  • the process does not require any moving parts of the system, the functionality of which could be influenced by the weather.
  • the shape of the flanges of the wheels to be tested is not important. He can do the size of the flat spots according to the invention and as a function of the driving speed and the axle load are determined and assigned to the corresponding axle.
  • the method in which the additional energy in the rails is determined depends to a large extent on the axle pressure.
  • connection points is not critical for the measuring electronics, it can be moved as desired along the sections of the measuring section.
  • Each measuring section is connected and fed from its own supply sources with sinusoidal high-frequency current in such a way that the circuit has a flat resonance when idling, the load on the RF source is relatively low.
  • the support of a wheel on a section of the measuring section is evaluated by a limit switch simulator.
  • This evaluation can be carried out at all normal rail vehicle speeds, preferably in the range of 40-350 km / h.
  • the electronics are designed in such a way that only the largest is registered and evaluated for not just one, but several flat spots per wheel.
  • the object is achieved according to the invention in that
  • At least one measuring section of length 1 consisting of two identical sections of length s is arranged in a rail, which is electrically insulated at three points, at the ends and in the middle thereof, from the remaining rails or track sections, both sections of the measuring section / n are arranged on the same rail or, correspondingly offset in the longitudinal direction of the track, on both rails, and their length s corresponds to at least half the circumference of the largest wheel of the rail vehicles,
  • Each section of the measuring section is equipped with a connection to a separate, high-frequency circuit, and
  • control or evaluation devices are digital microprocessors.
  • two or more measuring sections are expediently arranged approximately 8 to 12 m apart.
  • the impedance of the measuring circuits is set so that the wheels and axles form a pronounced short circuit over the rails or their isolated sections, which does not affect the other sections of the measuring section or sections.
  • each section of the measuring section On each section of the measuring section, at least half of the wheel circumference is scanned for flat spots.
  • the subdivision of the measuring section into two is also possible dig working sections, that two wheel sets of turning points can be examined at the same time with regard to flat points.
  • the arrangement of two or more measuring points with two sections each flat points can be detected and recorded at least twice.
  • the expected accuracy of flat spots increases with each additional measuring section.
  • the arrangement of two measuring points is particularly advantageous; the accuracy of this INDIGEL tandem system is at least 85%.
  • Half of the sections of the measuring sections and the opposite rail of the track are preferably equipped with strain gauge strips (strain gauges) for indicating the axle weight, which are conveniently fastened in the area of a threshold center on the neutral line of the rails and via a strain gauge amplifier are integrated in the microprocessor system.
  • the axle weight is determined using a known circuit arrangement and is determined using customary calculation methods.
  • the sections of the measuring sections that are not provided with strain gauge strips can be assigned to other third-party systems, such as hot boxes, hot wheels, profile control, and recorded together with the affected axes, the flat data, the speed and the axis weight, and so on assign data processing consisting of the microprocessors.
  • a receiver galvanically separated from the rails and from the HF oscillator which is suitably housed in a box, which detects the amplitude state of the measuring signal and forwards it for the microprocessor evaluation.
  • the evaluation system consisting of several microprocessors calculates the actual length of the flat from the measured length of the flat, the measured driving speed of the rail vehicle and the recorded axle weight.
  • the recorded data such as one or more flat spots, hot-box, hot-wheel, etc. of a wheelset can be sent to the entry station in a suitable telegraphic form via a modem with additional data, such as the date and time, so that the railway staff can enter the station the train can take the necessary measures in good time.
  • this telegram also contains the exact position of the axle of the damaged wheelset, counted from the front or from the rear, in relation to the total number of axles of the train.
  • FIG. 1 is a partial view of a railroad track with isolated sections and two pairs of wheels of a rail vehicle
  • - Fig. 2 shows an arrangement of strain gauge strips for the detection of the axis! branch
  • FIG. 3 shows a detailed diagram of the coupling of the RF signal in the measuring section and the receiving arrangement of
  • a railroad track is shown schematically, which consists of two rails 10 and 12.
  • Two identical sections 14, 16 of length s of a measuring section of length 1 are isolated at three locations 13, 15, 17 on rail 12.
  • Two or more such measurement sections can be provided for the better detection of flat areas 18, since the accuracy to be expected is about 60% with one measurement section, at least 85% with two measurement sections and at least 95% with three measurement sections. This uncertainty arises from the sinusoidal rocking of a wheel.
  • the wavelength can be calculated using the ringing formula
  • a train unit moving over the track with the rails 10, 12 is indicated by two wheel sets 20, 22 and 24, 26 with associated axles 28 and 30, which belong, for example, to a bogie.
  • a sinusoidal RF energy is fed from a high-frequency generator 32 into the two sections 14, 16 of the measuring section via an SE adapter 34 (transmitter-receiver) provided with a grounding 40 and monitored in the evaluation system 36, 38 via receiver lines .
  • the arrangement according to the invention can thus simultaneously detect two wheel sets 20, 22 and 24, 26 without the measurement results mutually influencing one another.
  • the first half of a wheel circumference is scanned over half the measuring section 14 and the second half over half the measuring section 16.
  • half the measuring distance s is smaller than the distance between the axes 28 and 30 in standard versions of railroad cars.
  • the rail 10 normally has an earth 40.
  • FIG. 2 shows the mechanical arrangement of strain gauge strips for detecting the axle load. As already mentioned, it is necessary to approximate the axle weight Q and thus better determine the effective length of the flat.
  • FIG. 2 shows, viewed from the middle of the track, a rail 10, 12 with known strain gauge strips 44 arranged on the neutral line 42. These are attached by known methods in the area of the center 46 of the sleeper compartment.
  • Fig. 3 shows in detail the feeding of the RF signal, here a 100 kHz sinusoidal voltage, and the galvanic decoupling of received signals.
  • the RF energy is fed from the RF oscillator 32 into the primary side of two transformers 50, 52.
  • the supply takes place via the resistors 54, 56, so that the mutual influences during idling and short circuit to max. Be reduced by 10%.
  • the primary winding 58 of the transformer 50 with the capacitance 62 and the primary winding 60 of the transformer 52 with the capacitance 64 each form a resonant circuit. These circles are largely dependent on the secondary circuits and the installations. This is possible because the secondary circuits se, formed from a secondary winding 66, 68, two capacitors 70.72 and a resistor 74.76, are also tuned for the same generator frequency. This condition guarantees the RF oscillator 32 a minimal load when the measuring section is free.
  • the insulated rail section 14 is connected to the secondary circuit 66, 70, 74, and the insulated rail section 16 to the secondary circuit 68, 72, 76. Without short circuit via a wheel set 20, 22, 28 or 24, 26, 30 on the measuring section, between 14 and 10 or 16 and 10, the full voltage appears on terminals 78 and 80.
  • the signals on terminals 78 and 80 will collapse to a minimum signal level if a short circuit is generated on the measuring section between 14 and 10 or 16 and 10 via a wheel set 20, 22, 28 or 24, 26, 30.
  • the signal feed is carried out on each measuring section from two sections 14, 16.
  • Two measuring sections are normal, which is known as a tandem system.
  • a tandem system is necessary to detect a flat spot with a higher probability (85% probability).
  • the received signals E are sent to the evaluation devices.
  • Terminal connections, connecting lines and the like arranged in the usual way are not provided with special reference symbols here and below.
  • Fig. 4 shows block diagram see the entire structure of a tandem system.
  • the direct signals of the flat point detection are sampled on both measurement sections with their sections 14, 16 or 14 ', 16' delimited by isolations 13, 15, 17 or 13 ', 15', 17 ', with their S / E adaptations 34 , 34 'and receivers of measurement signals, recorded together with the signals determined on the DMS measurement strip 44, 44' and sent to the data processing system.
  • FIG. 4 clearly shows that the flat point locating system according to the invention is able to take on external measurement data and also transmit it in a suitable form with the measured and calculated flat point data.
  • the RF adapter 84 receives the RF signals from a measurement path and converts them into a suitable digital signal form so that the signals can be processed by processors.
  • the RF signals are generated by the RF oscillator 32.
  • the limit switch simulator processor 86 also reacts immediately. It measures the duration of the wheel pass over half the measurement section 14 and controls the measurement on the other half measurement section 16 in the same time period.
  • the signal sequence with the limit switch simulator 86 and with the Measuring section formed from the sections 14 ', 16' is analog.
  • the limit switch simulators start the corresponding slave processor.
  • Each half measuring section has its own slave processor 88, 90, 88 ', 90'.
  • Every half measuring section has to measure a wheel pair at the same time, record and save data.
  • this adaptation can also prepare other external measurement data for the slave processors: e.g. Slave 88 the hot box 98 with two hot box detectors (HBD) 110, slave 90 the axle weight (via DMS), slave 88 'the hot weel 100 with a hot weel detector (HWD) 108, and slave 90' the axle weight (DMS).
  • HBD hot box detector
  • DMS cold weel detector
  • other assignments are also possible.
  • a slave processor does the following:
  • the I / Q expansion 102, 102 '(FIG. 4) for the master processor 92 serves to ensure that the many signal inputs and outputs are combined, so that the master processor 92 can use the SMP bus at the appropriate moment Line 104 can query and process.
  • a line leads from the I / 0 expansion to the "relay out" R.
  • the master processor 92 can read off via I / O inputs through various operating and protocol modems as well as the lower limit of the number of flat spots that should be reported. 4 shows only the switch 112 for the minimum number of flat spots and the switch 114 for the protocol form.
  • the master processor can switch 92 relay outputs on or off via I / O outputs.
  • the switch 116 from single to tandem operation and the switch 118 for carrying out system tests are shown.
  • the master processor 92 can also read the date and the exact time from a bored or quartz-controlled clock circuit 106 at any time.
  • the master processor 92 is the main coordinator and evaluator of the system.
  • An arrow U symbolizing the transmission indicates the connection to printers in the system and - via modems - in a train station.
  • the tasks of the master processor 92 are as follows:
  • the master axle count must match the four times the four slave processors 88, 90, 88 ', 90'.
  • the speed is calculated in a known manner with the time measurement, while an axis travels half a measurement distance s.
  • T 2 period duration [sec] of the measuring frequency
  • the k-factor depends on the speed and axis weight. Establishing an exact mathematical formula is practically impossible due to the many unknown dynamic forces, vibrations, shocks, etc. Attempts have been made with analog computers, but a usable result has not yet been achieved, and one continues to rely on empirically determined results that require extensive series of experiments.
  • FIG. 5 illustrates a pair of rails 10, 12 with different signal sequences that occur during the time in which a wheel rolls over half a measurement section 14 of the rail 10.
  • the strain gauge sensors record the axis weight (Fig. 5F) and hold it with a peak value integrator (Fig. 5G).
  • the switch-on simulator 86 When the wheel leaves the area of the measurement section 14 at the position c-g, the switch-on simulator 86 also closes the data acquisition from this axis 28 (FIG. 5C).
  • the falling edge of the signal according to Fig. 5C generates a command to convert the peak detector value into a suitable code form, e.g. convert the binary-coded digit form (BCD form) and store it in the slave processor 88 for the axes concerned (FIG. 5H).

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Abstract

Dans un procédé pour déterminer et localiser les méplats (18) à la surface de roulement de roues (20, 22, 24, 26) constituées d'un matériau électro-conducteur, on fait appel à un circuit électrique haute fréquence relié aux rails (10, 12). L'évaluation s'effectue par interruption du contact lors qu'un méplat (18) ne repose pas sur le rail. Cette interruption due au méplat intervient à partir d'une vitesse de 40 km/h par exemple. L'évaluation de l'interruption du contact s'effectue sur une section de mesure constituée de deux tronçons (14, 16, 14', 16') identiques d'un rail (10, 12), laquelle section est isolée électriquement en trois points (13, 15, 17, 13', 15', 17') - à ses extrémités et en son milieu. Chaque tronçon est équipé d'un branchement à un circuit électrique haute fréquence séparé. La longueur (1) de la section de mesure constituée des deux tronçons identiques de longueur (s) est adaptée au moins à la plus grande circonférence de roue du véhicule sur rails. Les signaux de mesure sont déclenchés et évalués numériquement à l'aide de microprocesseurs (88, 90, 92, 88', 90'). Les méplats (18) peuvent êtres affectés avec précision à l'essieu concerné (28, 30). Les deux sections de mesure doivent fournir une information univoque sur la présence d'un méplat.
EP19870906402 1986-09-16 1987-09-03 Determination et reperage des meplats a la surface de roulement des roues de vehicules sur rails Ceased EP0281623A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH370586 1986-09-16
CH3705/86 1986-09-16

Publications (1)

Publication Number Publication Date
EP0281623A1 true EP0281623A1 (fr) 1988-09-14

Family

ID=4261748

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19870906402 Ceased EP0281623A1 (fr) 1986-09-16 1987-09-03 Determination et reperage des meplats a la surface de roulement des roues de vehicules sur rails

Country Status (2)

Country Link
EP (1) EP0281623A1 (fr)
WO (1) WO1988001956A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19728507A1 (de) * 1997-07-03 1999-06-24 Friedhelm Dr Ing Schneider Verfahren und Vorrichtungen zur Erfassung der Rundheitsabweichung von Eisenbahnrädern
DE102019207798A1 (de) * 2019-05-28 2020-12-03 Siemens Mobility GmbH Verfahren zur Ermittlung des Zustandes eines Radsatzes

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1469040A (fr) * 1964-12-21 1967-02-10 Siemens Ag Procédé pour déterminer la longueur des plats des roues de véhicules de chemins de fer
US3844513A (en) * 1970-04-22 1974-10-29 Ericsson Telefon Ab L M Method and system for detecting wheel flats on rail vehicles
HU162604B (fr) * 1970-11-14 1973-03-28
US4058279A (en) * 1976-11-29 1977-11-15 General Signal Corporation Flat wheel detector

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8801956A1 *

Also Published As

Publication number Publication date
WO1988001956A1 (fr) 1988-03-24

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