Wheel diameter management method

Abstract

To provide a wheel diameter management method for a railway vehicle, which can highly accurately calculate a wheel diameter with a simple structure.SOLUTION: This wheel diameter management method for a railway vehicle (1) comprises: a first measurement step; and a calculation step. In the first measurement step, while the railway vehicle (1) travels on a rail (R), the height of an axle (232) is measured by using a sensor (30) installed inside the rail (R). In the calculation step, a wheel diameter is calculated on the basis of the axle diameter of the railway vehicle (1) and the height of the axle (232) measured in the first measurement step.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a method for managing wheel diameters of railway vehicles. [Background technology]

[0002] A railway vehicle includes a bogie and a car body supported on the bogie. When a railway vehicle runs on rails, the wheels wear out. When the wheels become significantly worn out, the tread shape is distorted. In this case, the wheels are reground to return the tread shape to its normal state. When the wheel diameter becomes small enough, the wheels need to be replaced.

[0003] Wheel diameters are usually measured at an inspection factory after a train has been in operation. However, for railroad vehicles that travel long distances, such as intercontinental railroad vehicles, the wheel diameter may become smaller before the train is finished running, and the wheels may need to be replaced. Therefore, it is necessary to measure the wheel diameter even while the railroad vehicle is in operation.

[0004] A known technique for measuring wheel diameters while a railway vehicle is running is, for example, that described in Patent Document 1. In the measurement method described in Patent Document 1, sensors are installed on the inside and outside of the rail, and the distance from each sensor to the wheels of the running railway vehicle is measured. In Patent Document 1, the wheel diameter is calculated based on these measured values. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2004-258007 A Summary of the Invention [Problem to be solved by the invention]

[0006] In the measurement method described in Patent Document 1, it is necessary to install sensors on both the inside and outside of the rail. In this case, the number of parts in the device for measuring the wheel diameter increases. In addition, in the measurement method described in Patent Document 1, the wheel diameter is calculated based on the measured value of the distance from each sensor to the wheel. The measured value of the distance from each sensor to the wheel is a dimension in an oblique direction that is not parallel to either the height direction or the width direction of the railway vehicle. Therefore, a complex calculation formula is required to calculate the wheel diameter. This has led to the problem that it is difficult to measure the wheel diameter with high accuracy.

[0007] An object of the present disclosure is to provide a method for managing wheel diameters of railway vehicles that is capable of calculating the wheel diameter with high accuracy using a simple configuration. [Means for solving the problem]

[0008] The method for managing wheel diameters of railway vehicles according to the present disclosure includes a first measurement step and a calculation step. In the first measurement step, a sensor installed on the inside of the rail is used to measure the height of the axle when the railway vehicle runs on the rail. In the calculation step, the wheel diameter of the wheel fixed to the axle is calculated based on the axle diameter of the axle of the railway vehicle and the height of the axle measured in the first measurement step. Effect of the Invention

[0009] According to the railway vehicle wheel diameter management method according to the present disclosure, the wheel diameter can be calculated with high accuracy using a simple configuration. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a schematic diagram showing the overall configuration of a railway vehicle. [Diagram 2] FIG. 2 is a flow diagram showing a method for managing wheel diameters of railway vehicles according to the embodiment. [Diagram 3] FIG. 3 is a cross-sectional view of a wheelset of a moving railway vehicle. [Figure 4] FIG. 4 is a flow chart showing a modified example of the method for managing the wheel diameter. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] The method for managing wheel diameters of railway vehicles according to this embodiment includes a first measurement step and a calculation step. In the first measurement step, when the railway vehicle runs on the rail, the height of the axle is measured using a sensor installed on the inside of the rail. In the calculation step, the wheel diameter of the wheel fixed to the axle is calculated based on the axle diameter of the axle of the railway vehicle and the height of the axle measured in the first measurement step (first configuration).

[0012] In the wheel diameter management method of the first configuration, in the first measurement step, the axle height is measured by a sensor on the inside of the rail. In this measurement, since only one sensor is used, the number of parts is smaller than when two sensors installed on the inside and outside of the rail are used. In addition, in the wheel diameter management method of the first configuration, the wheel diameter is calculated in the calculation step. The axle diameter and axle height of the railway vehicle are used to calculate this wheel diameter. The axle diameter and axle height of the railway vehicle are both dimensions in the height direction of the railway vehicle. Therefore, when the parameters of the axle diameter and axle height of the railway vehicle are used, the wheel diameter can be calculated by addition and / or subtraction. In other words, the wheel diameter can be calculated by a simple calculation. As described above, according to the management method of the first configuration, the wheel diameter can be calculated with high accuracy using a simple configuration.

[0013] The management method of the first configuration may further include a second measurement step and an estimation step. In the second measurement step, the flange wear amount of the wheels of the railcar is measured. In the estimation step, the wheel diameter after the wheels are reground is estimated based on the flange wear amount measured in the second measurement step and the wheel diameter calculated in the calculation step (second configuration). If the flange wear amount of the wheels is known, it becomes possible to calculate the wheel reground amount. In the management method of the second configuration, in the estimation step, the wheel reground amount is calculated from the flange wear amount measured in the second measurement step, and the wheel diameter after the wheels are reground is calculated based on this reground amount and the wheel diameter calculated in the calculation step. This estimates the wheel diameter after the wheels are reground. In this case, it becomes possible to determine whether the wheel diameter after the wheels are reground is small enough to require replacement. Therefore, according to the management method of the second configuration, it becomes possible to determine whether the wheels of a railcar in operation should be replaced.

[0014] The management method of the second configuration may further include a recording step, in which information on the wheel diameter after wheel grinding estimated in the estimation step is recorded (third configuration). According to the management method of the third configuration, it becomes possible to determine whether or not the wheels of a running railway vehicle should be replaced during operation, based on the information on the wheel diameter after wheel grinding recorded in the recording step.

[0015] The management method of the second configuration may further include an identification step, in which paint is sprayed onto the axles or wheels of a running railcar based on the wheel diameter after wheel grinding estimated in the estimation step (fourth configuration). According to the management method of the fourth configuration, it becomes possible to determine whether or not the wheels of a running railcar should be replaced from the paint sprayed onto the axles or wheels in the identification step during operation.

[0016] Hereinafter, a method for managing wheel diameters of railway vehicles according to an embodiment of the present disclosure will be described with reference to the drawings. In the drawings, the same or corresponding parts are given the same reference numerals, and duplicated explanations will be omitted as appropriate.

[0017] [Railway vehicles] Fig. 1 is a schematic diagram showing the overall configuration of a railway vehicle 1. Fig. 1 shows the railway vehicle 1 as viewed along the direction of travel. In this specification, the direction of travel of the railway vehicle 1 may be referred to as the front-rear direction, the width direction of the railway vehicle 1 may be referred to as the left-right direction, and the height direction of the railway vehicle 1 may be referred to as the up-down direction. Multiple vehicles 1 are coupled together in the front-rear direction and run on rails.

[0018] 1, a railway vehicle 1 includes a car body 10 and a bogie 20. The car body 10 is supported on the bogie 20. The bogies 20 are disposed on the front and rear sides of the car body 10, respectively.

[0019] The bogie 20 includes a bogie frame 21, air springs 22 arranged on the left and right sides of the bogie frame 21, and a wheel set 23. The bogie frame 21 constitutes the framework of the bogie 20. The air springs 22 are arranged between the car body 10 and the bogie frame 21 to support the car body 10. The wheel set 23 is arranged on the front side and the rear side of the bogie frame 21. The wheel set 23 has a pair of wheels 231 on the left and right sides and an axle 232 extending in the left and right direction. The left and right wheels 231 are fixed to both ends of the axle 232, respectively. Axle boxes 24 are arranged on the left and right sides of the wheel set 23. The axle 232 is rotatably supported by bearings (not shown) provided in the axle box 24. The diameter of the wheel 231 (wheel diameter) can also be said to be the dimension of the wheel 231 in the up-down direction. The diameter of the axle 232 (axle diameter) can also be said to be the dimension of the axle 232 in the up-down direction.

[0020] [Wheel diameter management method] Fig. 2 is a flow diagram showing a method for managing wheel diameters of a railway vehicle 1 according to this embodiment. With reference to Fig. 2, the management method according to this embodiment includes a first measurement step (#5), a calculation step (#10), a second measurement step (#15), an estimation step (#20), a recording step (#25), and an identification step (#30).

[0021] The method for managing wheel diameters of a railway vehicle 1 according to this embodiment is executed by a management system. The management system includes a sensor installed on the inside of the rail, a control device, and a sprayer capable of spraying paint. The control device is connected to the sensor and the sprayer by wire. The control device may be connected to the sensor and the sprayer wirelessly. The control device controls the operation of the entire management system. The control device includes a memory unit. Specific configurations of the sensor, the memory unit, and the sprayer will be described together with the related steps of the management method according to this embodiment.

[0022] Fig. 3 is a cross-sectional view of the wheel set 23 of the railway vehicle 1 while it is running. Fig. 3 shows a longitudinal section including the center axis C of the wheel set 23. With reference to Fig. 3, in a first measurement step (#5), when the railway vehicle 1 runs on the rail R, the height of the axle 232 is measured using the sensor 30. The sensor 30 is, for example, a non-contact laser displacement meter. The height of the axle 232 is the dimension in the up-down direction from the lower end of the sensor 30 to the lower end of the axle 232. In this embodiment, only one sensor 30 is used to measure the height of the axle 232. The detection value by the sensor 30 is sent to the control device.

[0023] In the first measurement step (#5), the sensor 30 can also be used to measure the axle diameter of the railway vehicle 1. When measuring the axle diameter with the sensor 30, in addition to the distance from the sensor 30 to the bottom end of the axle 232, the distance from the sensor 30 to another portion of the axle 232 (for example, within a range of ±60° when the bottom end of the axle 232 is set at the 0° position) is measured. From these measured values, a cross-sectional profile of the axle 232 can be created and the axle diameter can be calculated.

[0024] In the calculation step (#10), the wheel diameter of the wheel 231 fixed to the axle 232 is calculated based on the axle diameter of the axle 232 of the railway vehicle 1 and the height of the axle 232 measured in the first measurement step (#5). This calculation is performed by the control device. The axle diameter can be the result of measurement using the sensor 30 in the first measurement step (#5) as described above. However, the axle diameter when new may be recorded in the memory unit and this axle diameter may be used. This is because the axle diameter does not normally change. The memory unit is, for example, a memory in the control device. The location where the control device is installed is not particularly limited, but it is installed, for example, in a management center that manages the operation of the railway vehicle 1. The control device may be installed in the railway vehicle 1.

[0025] An example of a method for calculating the wheel diameter will be described below with reference to FIG. 3. If the axle diameter is d (mm), the distance from the upper end of the sensor 30 to the lower end of the axle 232 is H (mm), the height of the rail R is h (mm), and the height of the sensor 30 is L (mm), the wheel diameter D (mm) is expressed as D=2×(H+Lh)+d. Here, the sum H+L of the distance H from the upper end of the sensor 30 to the lower end of the axle 232 and the height L of the sensor 30 means the height of the axle 232. In this way, by using the axle diameter and the height of the axle 232, the wheel diameter can be calculated by a very simple calculation. However, the method for calculating the wheel diameter is not limited to this. For example, the height and wheel diameter of the axle 232 when new may be recorded in a memory unit, and the wheel diameter may be calculated by comparing the height of the axle 232 measured in the first measurement step (#5) with the height of the axle 232 when new.

[0026] In the second measurement step (#15), the flange wear amount of the wheel 231 of the railway vehicle 1 is measured. Usually, the grinding amount of the wheel 231 is determined according to the flange wear amount. In other words, if the flange wear amount of the wheel 231 is known, it is possible to obtain the grinding amount of the wheel 231.

[0027] In the second measurement step (#15), the method for measuring the amount of flange wear is not particularly limited, but may be measured by the following procedure, for example, as shown in Japanese Patent No. 6610557. A sensor different from sensor 30 is installed on the outside of rail R, and the distance from the sensor to the rim of wheel 231 is measured while railway vehicle 1 is traveling. The amount of flange wear is then calculated by comparing the measured distance with a previously measured distance from the sensor to the rim of, for example, a new wheel 231. The calculation of the amount of flange wear is executed by a control device.

[0028] In the estimation step (#20), the wheel diameter after grinding the wheel 231 is estimated based on the flange wear amount measured in the second measurement step (#15) and the wheel diameter calculated in the calculation step (#10). The wheel diameter after grinding the wheel 231 can be calculated, for example, by taking the difference between the current wheel diameter and the grinding amount of the wheel 231. This makes it possible to determine whether the wheel diameter after grinding the wheel 231 is small enough to require replacement (whether it satisfies a specified dimension). Therefore, it becomes possible to determine whether the wheel 231 of the running railway vehicle 1 should be replaced. The estimation of the wheel diameter after grinding is performed by a control device.

[0029] In the recording step (#25), information on the wheel diameter after grinding of the wheel 231 estimated in the estimation step (#20) is recorded in the storage unit. The information recorded in the storage unit in the recording step (#25) may be the wheel diameter itself after grinding of the wheel 231 estimated in the estimation step (#20), or may be the grinding allowance of the wheel 231. The grinding allowance is a parameter that indicates the extent to which the wheel 231 can be ground, and is the difference between the current wheel diameter and the wheel diameter that needs to be replaced. From the information on the wheel diameter after grinding of the wheel 231 recorded in the recording step (#25), it becomes possible to determine whether or not the wheel 231 of the traveling railway vehicle 1 should be replaced during operation.

[0030] In the identification step (#30), paint is sprayed onto a target axle 232 of a running railway vehicle 1 based on the wheel diameter after grinding of the wheel 231 estimated in the estimation step (#20). Paint may be sprayed onto a target wheel 231 of a running railway vehicle 1. The paint is sprayed from a spraying device. The location where the spraying device is installed is not particularly limited, but may be, for example, the inside of the rail R. The spraying device is operated in response to a command from a control device.

[0031] In the identification step (#30), paint is sprayed on wheels 231 in need of replacement in order to identify them. In the identification step (#30), for example, a spraying device may be controlled to spray paint if the wheel diameter after grinding of the wheel 231 estimated in the estimation step (#20) is small enough to require replacement. This makes it possible to determine that wheels 231 of a railway vehicle 1 with paint on the axle 232 or wheel 231 should be replaced during operation.

[0032] The spraying device may be capable of spraying paint of different colors depending on the wheel diameter after grinding of the wheel 231 estimated in the estimation step (#20). In this case, by checking the color of the paint attached to the axle 232 or the wheel 231, it becomes possible to determine at a glance the priority of replacing the wheel 231.

[0033] There may be a time lag between measuring the height of the axle 232 in the first measurement step (#5) and estimating the wheel diameter after the wheel 231 has been reground in the estimation step (#20). Therefore, it is preferable that the injector is installed in front of the sensor 30. However, if it does not take much time to estimate the wheel diameter after the wheel 231 has been reground, the injector may be installed in the same position as the sensor 30.

[0034] [effect] In the wheel diameter management method according to the present embodiment, in the first measurement step (#5), the height of the axle 232 is measured by the sensor 30 on the inside of the rail R. In this measurement, the number of sensors 30 is one, so the number of parts is smaller than when two sensors installed on the inside and outside of the rail R are used. In addition, in the wheel diameter management method according to the present embodiment, the wheel diameter is calculated in the calculation step (#10). The axle diameter of the railway vehicle 1 and the height of the axle 232 are both dimensions in the vertical direction of the railway vehicle 1. Therefore, when the parameters of the axle diameter of the railway vehicle 1 and the height of the axle 232 are used, as described above, the wheel diameter can be calculated easily, and the wheel diameter can be calculated with high accuracy. As described above, according to the wheel diameter management method according to the present embodiment, the wheel diameter can be calculated with high accuracy with a simple configuration.

[0035] The embodiments of the present disclosure have been described above. However, the above-described embodiments are merely examples for implementing the present disclosure. Therefore, the present disclosure is not limited to the above-described embodiments, and can be implemented by appropriately modifying the above-described embodiments without departing from the spirit of the present disclosure.

[0036] In the above embodiment, the second measurement step (#15) is performed after the first measurement step (#5) and the calculation step (#10). However, the second measurement step (#15) may be performed at any timing before the estimation step (#20). An example in which the order of the steps shown in FIG. 2 is changed is shown in FIG. 4. FIG. 4 is a flow diagram showing a modified example of the wheel diameter management method. The second measurement step (#15) may be performed before the first measurement step (#5) as shown in FIG. 4. Alternatively, the second measurement step (#15) may be performed between the first measurement step (#5) and the calculation step (#10).

[0037] In the above embodiment, the identification step (#30) is performed after the recording step (#25). However, the order of performing the recording step (#25) and the identification step (#30) is not particularly limited as long as it is performed after the estimation step (#20). As shown in FIG. 4, the identification step (#30) may be performed before the recording step (#25). [Explanation of symbols]

[0038] 1:Railway vehicles 231: Wheel 232: Axle 30: Sensor R: Rail

Claims

1. A method for managing wheel diameters of railway vehicles, comprising the steps of: a first measuring step of measuring the height of an axle using a sensor installed on an inner side of the rail when the rail vehicle runs on the rail; a calculation step of calculating the wheel diameter of a wheel fixed to the axle based on the axle diameter of the axle of the railway vehicle and the height of the axle measured in the first measurement step.

2. The management method according to claim 1, further comprising: a second measurement step of measuring a flange wear amount of the wheel of the railway vehicle; an estimation step of estimating a wheel diameter after the wheel has been reground, based on the flange wear amount measured in the second measurement step and the wheel diameter calculated in the calculation step.

3. The management method according to claim 2, further comprising: The management method further comprises a recording step of recording information on the wheel diameter after the wheel has been reground, the information being estimated in the estimation step.

4. The management method according to claim 2, further comprising: The management method further comprises an identification step of spraying paint onto the axles or the wheels of the railway vehicle while it is in motion, based on the wheel diameter after the wheel has been ground, estimated in the estimation step.

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