JP2001004364A - Device for measuring wear in wheel of rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for measuring wear in the wheels of a rolling stock to improve maintenance work on the amount of wear in the wheel tread parts of a rolling stock for a railroad track. SOLUTION: This device for measuring wear in the wheels of a rolling stock is constituted of a rail 2 for measuring wheels, a sensor box 3 in which a displacement sensor 4 for measuring the height locations of wheel flange parts is embedded, a displacement sensor 5 for measuring the contact location between a wheel and the rail 2, an amplifier 6 to convert the amounts of displacement of the displacement sensor 4 and displacement sensor 5, a data collecting part 7 to accumulate data on the amount of displacement, a means part 8 for computing the amount of wear for computing and analyzing data and setting data on initial values, and a printer 9 for outputting analysis data. When the wheels of a rolling stock to be measured are passed above the rail 2 for measurement during travelling, the contact location of the tread surfaces of the wheels of a rolling stock and the rail 2 and the height locations of the flange parts are automatically measured to automatically measure the amount of wear in the tread surfaces of the wheels of a passing rolling stock.

Description

DETAILED DESCRIPTION OF THE INVENTION

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel measuring device for a track vehicle, and more particularly to a vehicle wheel wear measuring device as a tool for maintenance and inspection of a wheel.

2. Description of the Related Art Conventionally, in order to measure the amount of wear on a wheel tread, which is a contact portion with a track rail on which a vehicle travels, there is a manual measurement and a jig measurement while the vehicle is stopped. Since measurement was not possible, much time was required for measurement and inspection. In addition, a method of automatically measuring the wheel treading in a non-contact manner while the vehicle is running is performed by using a lamp for illuminating under the vehicle floor and a T
There is a method of recording an image of a running wheel tread using a V-camera or a CCD camera and measuring the recorded image by using an image processing device. However, the image processing method requires a long time for analysis and calculation, and the device is complicated. There were some disadvantages (JP-A-5-52536 and JP-A-10-19523).

SUMMARY OF THE INVENTION The present invention is intended to automatically measure the amount of wear on the wheel treads with high precision and in a short time while a vehicle entering a garage is running at a low speed for maintenance and inspection after business operation of the vehicle. To provide a vehicle wheel tread wear measurement device.

A vehicle wheel tread wear measuring device according to the present invention which achieves the above object is a displacement sensor built-in box with a ram for measuring the position of a wheel flange portion on a rigid right and left integral measuring rail. , A measuring instrument body consisting of a displacement sensor that measures the position of the wheel and the rail contact surface, a control panel consisting of an amplifier and a data collection unit that reads displacement data from the displacement sensor, and the amount of wear for data analysis calculations An apparatus comprising an arithmetic means is provided with software analysis means provided with an algorithm for correcting the actual shape of wheels and rails based on displacement data.

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an overall configuration diagram of a vehicle wheel tread surface wear measuring device according to an embodiment of the present invention. In FIG. 1, a vehicle wheel tread surface wear measuring device (hereinafter abbreviated as a measuring device) includes a rigid left and right integrated rail 2 supporting a wheel 1 and a displacement amount measuring a height position of a flange portion 1a of the wheel. A sensor box 3 having a built-in displacement sensor 4, a displacement detection displacement sensor 5 for measuring a contact position between the wheel 1 and the rail 2, an amplifier 6 for converting the displacement of the displacement sensor 4 and the displacement sensor 5, and displacement data A data collecting unit 7 for accumulating the data, a wear amount calculating unit 8 for performing data analysis and setting initial value data, and performing a comparison operation between displacement amount data and a set initial value, and a printer 9 for outputting analysis data results. It is composed of FIG. 2 shows FIG.
It is a figure which shows the AA 'view of the whole block diagram. When measuring the outer shape of the tread surface of the wheel 1, a plurality of sensor boxes 3 are arranged so as to face the circumferential surface of the flange portion of the wheel, and the sensor box 3 determines the height position of the wheel flange portion while the vehicle is traveling. The contact positions of the wheels 1 and the rails 2 at that time are simultaneously detected by the displacement sensors 5 arranged in a plurality.
The number of detection points on the wheel tread surface circumference and the resolution accuracy are determined by the number of sensor boxes 3 and displacement sensors 5 arranged. Although the components are shown in the overall configuration diagram of FIG. 1 and FIG. 2 (a view taken along the line AA ′ in FIG. 1), the wheels 1 that contact the rails 2 while the vehicle is running are movable parts and are fixed to the ground. The rail 2, the sensor box 3 attached to the rail, and the displacement sensor 5 are also fixed parts. Therefore, when measuring the amount of wear of the wheel 1, it is necessary to arrange a plurality of sensor boxes 3 and displacement sensors 5 in a length corresponding to the circumference of the tread surface of the wheel 1. The number of detection points in the tread surface circumferential direction, that is, the resolution is determined by the number of the sensor boxes 3 and the displacement sensors 5 installed. Also, the peripheral speed of the wheels 1, that is, the traveling speed of the vehicle, the displacement sensor 4 built in the sensor box 3, and the measurement data of the displacement sensor 5 are stored in the data collection unit 7 via the amplifier 6, but the displacement sensor 4 The read time of the displacement sensor 5 and the data read time per displacement sensor of the data collection unit define the capability of the apparatus. The reading time of the displacement sensor 4 and the displacement sensor 5 is about 1 / 10,000 seconds at a distance of about 5 to 8 mm from the object to be measured.
Since the data collection unit 7 that accumulates the measured data amounts of the plurality of displacement sensors 4 and the displacement sensors 5 can have a reading cycle of about one thousandth of a second, the traveling speed of the wheels 1, that is, the vehicle is about 5 km / h. During running is possible. Sensor box 3 and displacement sensor 5 facing the circumferential surface of wheel 1
The number of arrangements becomes the measurement pitch by the number, and the measurement pitch is limited by the size of the sensor box 3,
Measurement can be performed at a measurement pitch of about 50 mm. The displacement sensor 4 built in the sensor box 3 and the displacement sensor 5 arranged on the same horizontal plane so as to face the inner surface of the wheel 1 have an accuracy of about ± 10 μm if an eddy current displacement sensor is used. Can be detected with high accuracy. Therefore, the initial value of the wheel 1 before the wear is input to the wear calculating means 8, and the displacement sensor 4 is used when the wheel 1 is measured.
The measurement data input by the displacement sensor 5 is accumulated in the data collection unit 7 via the amplifier 6, and the measured data and the initial value data are calculated and compared by the wear amount calculation unit 8, so that the data after the wear is obtained. The wear amount of the tread of the wheel 1 can be measured at high speed and with high accuracy. FIG. 3 is a cross-sectional view showing the internal configuration of the sensor box 3. The vehicle wheels and rails have a rounded slope in order to prevent the vehicle from falling off during traveling, and therefore, a right-and-left swing (rolling) occurs during traveling of the vehicle. A ram 3a is provided at the upper part of the sensor box 3 for securely contacting the wheel flange, even if the position of the wheel flange is slightly changed due to runout, in order to reliably capture the height of the wheel flange. It comprises a spring 3b for pushing up the ram 3a from below, and a displacement sensor 4 for detecting the height position of the wheel flange, ie, the pushed position of the ram, via the ram 3a. FIG. 4 shows the displacement sensors 4 and 5 used in the present invention.
The principle diagram of the eddy current displacement sensor of FIG. There are many types of contact type and non-contact type to capture the amount of displacement.The contact type is a sensor that uses a differential transformer, and the non-contact type is one that uses optical measurement. An eddy current sensor that is structurally robust and non-contact type is the most practical. FIG. 1A shows the basic principle and configuration of an eddy current displacement sensor.
The eddy current displacement sensor utilizes a high-frequency magnetic field, and generates a high-frequency magnetic field by passing a high-frequency current through a coil inside a sensor head by a high-frequency oscillation circuit. If the metal of the object to be measured is present in the magnetic field, an eddy current in the direction perpendicular to the passage of the magnetic flux flows on the surface of the object to be measured due to the electromagnetic induction, and the impedance of the sensor coil changes. The sensor can measure the distance based on the amount of change. Figures (B), (C), and (D) show how the distance between the detection object and the eddy current displacement sensor (hereinafter, abbreviated as displacement sensor) and the change in the impedance of the sensor coil are related to the measurement distance. FIG. FIG. 2B shows a case where the distance between the detection object and the displacement sensor is long, and the impedance change characteristic has a small phase shift but a large amplitude with respect to a reference waveform indicated by a broken line. FIG. (C) shows a case where the distance is closer to that of FIG. (B), and FIG. (D) shows a case where the distance is closer than that of FIG. (C). FIG. 3D shows that when the distance between the detection object and the displacement sensor is made closest, the phase change of the impedance change characteristic becomes larger and the amplitude becomes smaller with respect to the reference waveform indicated by the broken line. The figure (C) is the figure (B) and the figure (D)
, And the phase shift and the amplitude are both medium. As described above, the eddy current displacement sensor can measure the distance between the measurement object and the metal in a non-contact manner based on the characteristic of the change in the impedance of the sensor coil. FIG.
FIG. 1 is a diagram showing a basic principle diagram of measurement by a vehicle wheel tread wear measurement device according to the present invention. The tread surface of the wheel 1 hits the upper surface of the rail 2 and the vehicle travels on the track. Although the actual shapes of the wheels 1 and the rails 2 have rounded slopes, in examining the basic principle of measurement, the basic principles of measurement are defined as horizontal and vertical rectangular wheels 1 and rails 2 without roundness and slope. State. The outer shape of the wheel tread before wear of the wheel 1 is dφ, and the outer shape of the wheel flange portion 1a is Dφ. In order to measure the height position of the wheel flange 1a above the ground, a displacement sensor 4 is arranged. The lower surface of the flange of the wheel flange portion 1a before the tread surface of the wheel 1 is worn and the displacement sensor 4
Is a fixed gap value as LG. The gap value between the upper surface of the rail 2 and the displacement sensor 4 is LL. The tread surface outer diameter dφ of the wheel 1 before the wheel is worn, the outer diameter Dφ of the wheel flange portion 1a, the distance LG between the lower end surface of the wheel flange portion 1a by installing the displacement sensor 4 and the upper surface of the rail 2 and the displacement sensor. The gap LL between the four is an initial value. When the vehicle is in business operation and the tread surface of the wheel 1 changes by Δt due to wear, the lower end surface of the flange portion 1a of the wheel 1 is not in contact with the rail 2 so that it does not wear.
The gap value between the wheel flange 1a and the displacement sensor 4 is L
G, assuming that the gap value at the time of measuring the amount of wear is LG ′, Δt which is the amount of wear can be obtained by measuring the amount of change of (LG−LG ′). Thus, the amount of wear Δt = LG−LG ′,

(Equation 1) Can be determined by measurement. As described above, the basic principle of the measurement has been described with reference to FIG. 5, but the actual shapes of the wheels 1 and the rails 2 are rounded and sloped. FIG. 6 is a diagram showing a measurement diagram in an actual application. The tread portion of the wheel 1 has a rounded shape and slope like 1b, and the end surface of the flange portion 1a of the wheel 1 also has a rounded shape like 1c. Also, rail 2 is 2a
It has a rounded shape like. Therefore, when the vehicle travels on the track of the rail 2, the contact point 2 b between the wheel 1 and the rail 2 is not always the center 2 c of the rail 2. Therefore, if only the gap value LG between the wheel flange portion 1a and the displacement sensor 4 shown in the measurement basic principle diagram of FIG. 5 is measured, an error occurs due to the position of the contact point 2b between the wheel 1 and the rail 2 in FIG. For this purpose, a displacement sensor 5 that detects a contact point 2b between the tread surface 1b of the wheel 1 and the rail 2 is installed on the side surface of the wheel 1, and a gap value LS between the wheel 1 and the installed displacement sensor 5 is measured.
The position of the contact point 2b can be detected and measured. FIG. 7 is a diagram showing a wear measurement calculation flow in which the measurement data of the gap value LG by the displacement sensor 4 and the gap value LS by the displacement sensor 5 are used as variables in the measurement diagram in the actual application of FIG. The wear amount measurement calculation flow is roughly divided into five block flows. Initial value input section step 71, measurement data input section step 72, horizontal,
It comprises a vertical change amount calculation unit step 73, a measurement calculation correction unit step 74 based on horizontal and vertical change amounts, and a wear amount calculation unit step 75. The initial value input unit step 71 serves as basic data to be compared when recognizing how much the displacement amount data measured after wheel wear has changed with respect to what. Therefore, as the initial value data before wheel wear, in the wheel portion, the flange portion outer diameter value Dφ, the tread surface portion outer diameter value dφ, and the wheel thickness direction values Ww and Wp are required. The gap value LG based on the wheel flange outer diameter Dφ and the distance LL between the rail 2 and the upper surface of the center 2C.
The measurement displacement sensor 5 gives the distance LS to the wheel 1 as an initial value in advance. When the vehicle to be measured comes to travel on the measurement rail section 2 with respect to the initial value,
In the measurement data section step 72, the distance to the wheel flange is automatically inputted as the gap value LG 'after the wheel is worn by the displacement sensor 4 at the same time as the displacement sensor 5 for recognizing the contact point between the wheel and the rail. The gap value data LS 'is automatically input. Based on these measurement data and the initially input initial value data, the horizontal and vertical change amounts are calculated and recognized by the horizontal and vertical change amount calculation unit process 7.
3, and the gap value with the wheel 1 for measuring the contact point 2b with the rail 2 due to the right and left swing of the wheel 1 is changed from LS by the amount that the actual measured wheel flange gap value changed from LG to LG '. The change in LS 'is calculated and recognized. Next, it is the measurement operation correction unit process 74 based on the amount of change in the horizontal direction that performs operation correction based on the actual measurement data and the initial value data. According to the value of the end surface position detection data LS 'in the thickness direction of the wheel, which is actual measurement data, an error is generated by an actual shape value having a rounded gradient of the wheel tread surface and a real shape value having a rounded upper surface of the measurement rail. Based on the correction algorithm characteristic 74-1, the correction value based on the difference between the contact point 2b between the wheel tread surface and the measurement rail portion is converted into the measurement gap value L.
By correcting the G ′ data, the gap value in the height direction of the wheel flange portion after correction by the actual shape having the actual rounded slope is calculated and corrected as LG ″. In order to calculate the amount of wheel tread wear, the wear amount calculating unit process 75 calculates the amount of change in the wheel tread after wear as Δt, where Δt = LG−LG ”, and calculates the amount of change after wheel tread wear. When the outer diameter is d'φ,

## EQU2 ## d'φ = dφ−2 × Δt FIG. 8 is a diagram showing an application example of the present invention. In the overall configuration diagram shown in FIG. 1, a displacement sensor 5 that detects an end surface position of the wheel 1 in a thickness direction is provided.
Since the left and right wheels 1 are actually one-piece connected by an axle, the rail track width CRE and the distance CWH between the inner end faces of the left and right wheels 1 are fixed values, and the center of the rail track width CRE is Assuming that the tread center is the center and the distances from the inner end surfaces of the left and right wheels 1 are WL and WR respectively,

## EQU3 ## CRE = CWH + WL + WR is also a fixed value. Therefore, the displacement sensor 5 only needs to be disposed on one wheel, and only an example is shown.
FIG. 8 shows an example in which the displacement sensors 5 are arranged on the left and right outer sides of the wheel, an example in which the displacement sensors 5 are arranged on the inner side of one wheel, and an example in which the displacement sensors 5 are arranged on the inner sides of the left and right wheels in the same way as in FIG. Here is an example. FIG. 1A shows an example in which the displacement sensors 5 are arranged outside the left and right wheels 1 and the contact positions of the wheels 1 and the rails 2 are measured on the right and left sides, respectively. FIG. 2 (B) shows that the displacement sensor 5 is disposed inside the left wheel 1 and the contact position of the right wheel 1 is measured by measuring the contact position of the left wheel 1 and the rail 2 and simultaneously setting the rail track width CRE and the wheel width CWH to fixed values. An example in which is obtained by calculation and measured. FIG. 4C shows that the displacement sensors 5 are arranged inside the left and right wheels 1 respectively,
The example of measuring the contact position of each of right and left is shown. In each case,
In measuring the amount of wheel wear, a vehicle wheel wear measuring device similar to the present invention can be provided.

According to the present invention, the amount of wear on the wheel tread can be automatically measured with high precision and quick response while the vehicle is running without stopping the vehicle, and the wear of the track wheel is reduced. Work efficiency for mass maintenance inspection is improved.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle wheel tread wear measurement device according to an embodiment of the present invention.

FIG. 2 is a diagram showing an AA ′ view in the overall configuration diagram of FIG. 1 according to the present invention.

FIG. 3 is a diagram showing a sectional view of a sensor box in the overall configuration diagram of FIG. 1 according to the present invention.

FIG. 4 is a diagram showing a principle diagram of an eddy current type displacement sensor applied to the present invention.

FIG. 5 is a diagram showing a basic measurement principle diagram of a vehicle wheel tread surface wear measuring device according to an embodiment of the present invention.

FIG. 6 is a diagram showing a measurement diagram in actual application of the basic principle diagram of the measurement in FIG. 5 of the present invention.

FIG. 7 is a diagram showing a wheel wear measurement calculation flow according to the present invention.

FIG. 8 is a diagram showing an application example of a displacement sensor arrangement of a vehicle wheel tread surface wear measuring device according to an embodiment of the present invention.

[Explanation of symbols]

1 ... vehicle wheels, 1a ... wheel flanges, 2 ... rails,
2c: rail center, 3: sensor box, 4: displacement sensor, 5: displacement sensor, 6: displacement sensor amplifier, 7
... data collection unit, 8 ... wear amount calculation means unit, 9 ... printer.

 ────────────────────────────────────────────────── ─── Continuing from the front page (72) Inventor Tadashi Hanzawa 3-1-1, Saimachi, Hitachi-shi, Ibaraki F-term in Hitachi, Ltd. Hitachi Plant F-term (reference) 2F069 AA24 AA39 BB27 EE04 GG01 GG04 GG06 GG58 GG62 HH02 HH09 HH30 NN00

Claims (1)

[Claims] 1. A vehicle wheel wear measuring device for measuring an amount of wear on a wheel tread, which is a contact portion with a track rail on which a track vehicle travels, wherein the vehicle wheel wear measuring device is used for measuring while the vehicle is running. An integrated rail, a sensor box with a built-in displacement sensor that measures the gap value of the wheel flange surface, and a second displacement sensor that measures the contact position between the wheel tread and the rail simultaneously with the gap value, in the vehicle wheel circumferential direction A control panel with a data collection unit that measures multiple points simultaneously and stores the measured data, and compares the input initial value data before wear of the wheel with the measurement data stored in the data collection unit of the control panel and calculates the wheel tread. And a wear amount calculating means for measuring a wear amount of the vehicle.