Device and method for detecting the surface condition of a wheel of a rail vehicle

Abstract

To detect and isolate defects in railway wheels under heavy loads.SOLUTION: The railway wheel impact load detection test panel included an auxiliary measuring rail adjacent to the field side of the stock rail or running rail of the railway section to increase the distance specified for a rail car wheel to traverse the measuring rail in the test panel. The measurement rail includes an optical strain gauge for detecting an impact load of the wheel. The detected impact data is correlated with characteristics of the wheel damage to identify a wheel to rebuild or replace before failure occurs.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to rail vehicle safety, and more particularly to detecting surface defects in rail vehicle wheel treads caused by overloading, thermal effects, debris and foreign matter, heavy braking, etc. [Background technology]

[0002] Railway vehicles (rail cars and locomotives) are supported by and move smoothly along a pair of parallel rails that bear against steel wheels. Each wheel includes an integral flange on its inner edge. The flange, with a diameter larger than the wheel's running circumference, extends downward next to the inner edge of the adjacent rail. The wheel tread is tapered to maintain wheel-to-rail contact. Thus, the wheel flanges on each side of a car or locomotive help align the car's or locomotive's wheels with the railroad track, both on straight and curved roads. Wheels are heavily loaded, with the majority of the weight bearing on the wheel's tread, or running surface, between the flange and the outermost ("field" side) of the wheel.

[0003] The very heavy loads carried by rolling stock can cause wheels to suffer wear and damage. Wear can occur in many ways, including abrasion and dents, surface and subsurface fatigue, cracks due to thermal or impact damage, flat spots, and wear caused by sliding friction and vibration as the wheels move sideways from the movement of the rolling stock around curves. If undetected, this damage to the wheels can lead to wheel failure, wheel breakage, failure of the wheel support structure (known as a "truck"), and, in the worst case scenario, derailment of the rolling stock. Occasionally, derailments can occur due to wheel failure during use, which can be fatal in some cases, resulting in enormous economic losses to the rolling stock and its contents, and severe damage to the property where the derailment occurs. The impacts of a railroad derailment can be severe.

[0004] The standard testing protocol for measuring wheel defects, such as abnormal wear, cracks, or broken wheels, is called Wheel Impact Load Detection, or "WILD." Traditional WILD processes include various methods for detecting damage and wear during rail vehicle operation. One type measures the load on the running rail in line with the rail tread. Another type uses a camera to capture a visual image of potential defects for later inspection. A third type uses an accelerometer to measure vibrations associated with cracked wheels. These systems are characterized by limited ability to detect and measure both surface and subsurface defects, complexities in using and interpreting measurements, high negative or positive false readings, and an inability to reliably detect potentially dangerous defects.

[0005] Railroad train derailments caused by wheel failure are among the most devastating and costly train-related accidents in terms of equipment causes. As an example of these shortcomings, a recent industry study found that over 70% of failed wheels on freight cars contained defects that were not detected by the WILD method before the wheel failed, even at freight car wheel loads of up to 80 kips. 80 kips is equivalent to 80,000 pounds. Furthermore, traditional WILD methods do not measure impact loads on the wheel tread surface area (the surface portion of the wheel tread near the field side of the tread, away from the flange) where most defects that cause failure occur. What is needed to overcome these shortcomings is a method for testing railcar and locomotive wheels that detects and isolates wheel defects under heavy loads before they seriously degrade the wheel's ability to safely withstand the loads to which it is subjected. Summary of the Invention [Means for solving the problem]

[0006] In one embodiment of the present disclosure, a railway wheel impact load detection test panel can include a section of railway track having first and second base rails, first and second auxiliary rails, the auxiliary rails having first and second ends, respectively, positioned adjacent the field side of each base rail of the railway track such that the running surface is elevated a predetermined increment relative to the running surface of the base rails, and a sensor positioned at a predetermined location on the bottom of each auxiliary rail, the auxiliary rails including an elevation transition ramp positioned at each of the first and second ends.

[0007] In one aspect, each of the first and second auxiliary rails can include a length of rail supported adjacent to a respective base rail such that the running surface of the rail is positioned 0.250 to 0.500 inches above the height of the adjacent base rail, and the first and second ends of each auxiliary rail tapering downwardly so that the height of each of the first and second ends is equal to the height of the adjacent base rail, wherein the predetermined length of the first and second auxiliary rails is at least 80 feet, the height transition slope has a slope within a range of 1 in 20 to 1 in 200, and the height of each auxiliary rail is approximately 0.375 inches.

[0008] In yet another embodiment, the sensor can include a fiber optic sensing element housed in a weatherproof enclosure, an optical strain gauge having a strain gauge welded to a rail, a load cell, a load sensor, or other suitable sensor, and an integral connector for coupling the optical strain gauge to external instrumentation, the sensing element having a sensitivity corresponding to a resolution of loads of 1,000 pounds (1 kip) or less on the first and second auxiliary rails. The external instrumentation can include a housing supported on a tower along the railroad track, and a processing system enclosed in the housing and connected to the integral connector via a cable, the processing system controlled by program software stored in a non-volatile memory coupled to the processing system. .

[0009] In other aspects, the sensor may provide an output consisting of characteristic features of wheel tread defects indicative of one or more of rim damage, surface or subsurface fatigue, tread cracks, wheel skid marks, tread dents, and skid wear.

[0010] In other embodiments, a railway wheel impact load detection test panel can include a section of railway track having first and second base rails, at least one auxiliary rail having a first end and a second end and positioned adjacent the field side of either base rail of the railway track such that its running surface is elevated a predetermined increment relative to the running surface of the base rail, and a sensor positioned on a bottom surface of the at least one auxiliary rail at a predetermined location, the at least one auxiliary rail including a height transition ramp positioned at each of the first and second ends.

[0011] In one aspect, the at least one auxiliary rail can include a length of rail supported adjacent each base rail such that the running surface of the at least one auxiliary rail is positioned 0.250 to 0.500 inches above the height of the adjacent base rail, and first and second ends of the at least one auxiliary rail tapering downwardly so that the height of each first and second end is equal to the height of the adjacent base rail, wherein the length of the at least one auxiliary rail is at least 80 feet, the height transition slope has a slope within 1 in 20 to 1 in 200, and the height of each auxiliary rail is approximately 0.375 inches.

[0012] In yet another embodiment, the load sensor can include an optical strain gauge having a fiber optic sensing element housed in a weatherproof enclosure and an integral connector for coupling the optical strain gauge to external instrumentation, the sensing element having a sensitivity corresponding to a resolution of loads of 1,000 pounds (1 kip) or less on at least one auxiliary rail. The external instrumentation can include a housing supported on a tower along the railroad track, and a processing system enclosed in the housing and connected to the integral connector via a cable, the processing system controlled by program software stored in a non-volatile memory coupled to the processing system.

[0013] In yet another embodiment, the load sensor may provide an output including characteristic signatures of wheel tread defects indicative of one or more of rim breakage, surface or subsurface fatigue, tread cracks, wheel skid marks, tread dents, and skid wear. In yet another exemplary embodiment, the wheel condition may be based on individual wheel measurements, their side-to-side deltas, and delta magnitudes in terms of being outliers for the train. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is an end view of a railroad track testing panel according to one or more exemplary embodiments of the present disclosure. [Figure 2] FIG. 2 is a plan view of the test panel of FIG. 1 in accordance with one or more exemplary embodiments of the present disclosure. [Figure 3] 2 is a detail of a cross-sectional end view of a metrology rail of the test panel of FIG. 1 in accordance with one or more exemplary embodiments of the present disclosure. [Figure 4A] FIG. 2 is a perspective view of a sensor measurement installed on the test panel of FIG. 1 in accordance with one or more exemplary embodiments of the present disclosure. [Figure 4B] FIG. 2 is an enlarged perspective view of a sensor measurement installed on the test panel of FIG. 1 in accordance with one or more exemplary embodiments of the present disclosure. [Figure 4C] FIG. 2 is a plan view of a sensor installed below the measurement rail on the test panel of FIG. 1 in accordance with one or more exemplary embodiments of the present disclosure. [Figure 5] 1 is a diagram of a surface area of ​​a railway wheel measured on a test panel, according to one or more exemplary embodiments of the present disclosure. [Figure 6] 2 is a cross-sectional view of a railroad wheel and test rail of the test panel of FIG. 1 in accordance with one or more exemplary embodiments of the present disclosure. [Figure 7A] 2 is a diagram of a first example of wheel damage that may be detected by the test panel of FIG. 1, in accordance with one or more exemplary embodiments of the present disclosure. [Figure 7B]10 is a diagram of a second example of wheel damage that may be detected by the test panel of FIG. 1 in accordance with one or more exemplary embodiments of the present disclosure. [Figure 7C] FIG. 2 is a diagram of a third example of wheel damage that may be detected by the test panel of FIG. 1, in accordance with one or more exemplary embodiments of the present disclosure. [Figure 7D] FIG. 2 is a diagram of a fourth example of wheel damage that may be detected by the test panel of FIG. 1, in accordance with one or more exemplary embodiments of the present disclosure. [Figure 7E] FIG. 10 is a diagram of a fifth example of wheel damage that may be detected by the test panel of FIG. 1, in accordance with one or more exemplary embodiments of the present disclosure. [Figure 7F] FIG. 10 is a diagram of a sixth example of wheel damage that may be detected by the test panel of FIG. 1, in accordance with one or more exemplary embodiments of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0015] Thus, disclosed herein is an advancement in the state of the art for detecting broken wheels and other wheel defects on rail vehicles using modified track panels, which are sections of railroad track configured as test panels. Railroad tracks, as is well known, include parallel base rails, typically fabricated from steel, spaced at predetermined gauge distances, and supported by a ballast structure constructed at the ground surface. The ballast structure may, for example, include a continuous series of elongated, closely spaced sleepers (vertical members beneath the first and second rails) evenly spaced and supported on a composite bed of stone or rock aggregate placed along the railroad right-of-way. The aggregate may be layered on a roadbed configured to support the heavy weight of a railroad train.

[0016] According to the present disclosure, a railroad wheel impact load detection ("WILD") test panel includes an auxiliary measurement rail adjacent to the field side of a base or running rail of a railroad track section, allowing a rail car wheel to cross the measurement rail within the test panel for a specified distance. The measurement rail includes optical strain gauges that detect wheel impact loads. Detected impact data is correlated with wheel damage signatures to identify wheels for restoration or replacement before failure occurs.

[0017] Briefly, the present disclosure provides a test panel configuration on a selected portion of railroad track located along a railway right-of-way. Auxiliary measurement rails are added to the selected portion of the base rails, on the outboard or field side of each base rail, adjacent to each base rail. In one embodiment, the length of each auxiliary measurement rail may be a predetermined value that must exceed the length of the longest rail car to be tested with the test panel. The running surface of each auxiliary rail is elevated a predetermined increment relative to the running surface of the base rail, and the auxiliary rails include height transition ramps located at their first and second ends. Sensitive optical strain gauges, such as fiber optic sensors, or other suitable sensors can be attached to the underside of each auxiliary or measurement rail between the rail and the sleepers supporting the base and auxiliary rails. The sensor sensitivity must be capable of resolving wheel load increments of 1 kip (1,000 lbs) of load.

[0018] The sensors can detect tread impact edges as railcar wheels roll over the test panel's instrumented rails at a predetermined speed while bearing a rated load. The sensors can be fiber optic, mechanical, electrical, electromechanical, or other suitable sensor types. The sensors and associated equipment receive, interpret, and record wheel tread edge impact information to provide test data. As the railcar rolls along the test panel, the signals emitted by the sensors are sensitive to various types of wear occurring on the railcar wheels. As shown in Figures 7A-7F, wear patterns are received by instrumentation modules 62, 64, and 66, which are interpreted by instrumentation substation 80 to generate unique signals that can be collected to enable scheduling of necessary service for wheelsets identified by the test panel. The test panel can be configured to measure tread impact edges for both the left and right axles of the wheelsets of a railcar truck assembly.

[0019] Test data provided by the test panel can be correlated to a specific vehicle and each specific wheel according to coded information called Automatic Equipment Identification (AEI). The AEI information code appears as a railway reporting mark attached to each rail car. The mark contains a two- to four-character code identifying the rail car's owner and a numeric code identifying the vehicle number. The mark can typically be read by a trackside AEI reader, using RFID technology as an example. Some systems allow test data output from the measurement to be transmitted to a remote location for real-time observation.

[0020] Railway wheels are generally cast or forged from steel, heat treated, and machined to a specified profile and dimensions on a lathe. Some wheels are fitted with steel tires, which can be replaced to restore the wheel tread to specifications. Each wheel contains an integral flange with a larger diameter than the rest of the wheel. The flange is located on the inner surface of the wheel and aligns the wheel with the rail. A wheelset is formed by mounting the wheels on both ends of an axle with the flanged sides facing each other. The wheelset is supported by a track, which is an assembly of two wheelsets. The track is attached to the underside of the railcar and allows the car to turn when turning on curved tracks.

[0021] FIG. 1 is an end view of a railroad track test panel 10 according to one or more exemplary embodiments of the present disclosure. FIG. 2 is a plan view of the test panel of FIG. 1, illustrating the same structural features as those shown in FIG. 1. The track test panel 10 (also referred to herein as a track stile or test panel 10) shown in the plan view of FIG. 2 includes a pair of parallel base or running rails 12, a guard rail 14 positioned adjacent to the inside edge 16 of each base rail 12, and an auxiliary measurement rail 16 positioned adjacent to the outer "field" side of each base rail 12. The base rails 12, sometimes referred to as traffic rails, are the rails that support trains as they roll along the railway. The rails are supported by ties 18 aligned perpendicular to the rails 12, 14, and 16 and spaced evenly from one another. The ties 18 are preferably supported on a roadbed or ballast 20. The guardrail 14 and instrument rail 16 are rail segments that extend along the track for a distance that exceeds the length of a rail vehicle such as a freight car. A typical freight car is 50 to 90 feet long, depending on the type of car (e.g., box car, flatbed car, hopper car, etc.), so the guardrail and instrument rail must exceed that length.

[0022] The guardrail 14 is tapered at each end 22 so that the gap 24 between the guardrail 14 and the adjacent base rail 12 increases according to a flare or taper specification expressed in a ratio of 1:D, where D is the length of the tapered section. Thus, a 1:20 taper or other angle refers to the angle formed by a 1-foot ordinate (Y-axis) and a 20-foot abscissa (X-axis). The taper 22 is provided to widen the gap 24 between the guardrail 14 and base rail 12 at the end of the track stile 10 to facilitate alignment of the railcar's wheelsets as they enter the track stile. The guardrail 14 serves to hold the wheel flanges (not shown in this view) in proper relationship with the measurement rail 16 to ensure repeatability of detected impact load measurements made while the test vehicle is rolling on the track stile 10. See FIG. 6 for a cross-sectional view of a wheel positioned on the rail of the track stile 10.

[0023] The metering rail 16 is positioned adjacent the field side of the base rail 12 and is raised a small predetermined amount as described. The metering rail 16 is slightly elevated relative to the base rail 12 so that the outer portions of the wheels roll along the metering rail 16 instead of the base rail 12. The slightly defined height of the metering rail can be in the range of 0.250 to 0.500 inches, preferably 0.375 inches.

[0024] A height transition slope having a slope in the range of 1 in 20 to 1 in 200 is provided to allow for a smooth transition of the rail vehicle's wheelset as it rolls up and down the level of the measurement rail 16, i.e., onto and off the test panel 10. The sole purpose of the measurement rail 16 is to detect wheel impact loads as the wheels roll along the rail. The measurement rail 16 is so named because it contains sensors (described below) that measure impacts caused by changes in the wheel tread surface.

[0025] FIG. 3 is a detailed end view of a cross section of the measurement rail 16 of the test panel 10 of FIG. 1 , in accordance with one or more exemplary embodiments of the present disclosure. The measurement rail 16 is also shown in FIG. 6 as measurement rail 182. The measurement rail 182 includes a running surface 36 and a lower surface 38. An optical strain gauge, such as a fiber optic sensor 184, is attached to the lower surface 38 of the measurement rail 182. The fiber optic sensor 184 is attached to the lower surface 38 of the measurement rail 182 using clamps 42 secured by bolts 44 at each end of the rail 182. The operation of the sensor 184 is further described in FIG. 4A-4C show diagrams of a measurement portion of a track stile 10 in a rail yard setting.

[0026] FIG. 4A is a perspective view of a trackside 50 including sensor measurements installed on the test panel 10 of FIG. 1 , in accordance with one or more exemplary embodiments of the present disclosure. The trackside 50 measurement includes three towers 52, 54, and 56 positioned a predetermined distance from the test panel 10. Each tower 52, 54, and 56 supports a respective instrument module 62, 64, and 66. Cables connect each fiber optic sensor 184 (not shown in FIG. 4A ) mounted on an instrumentation rail 182 of the test panel 10 to the respective instrumentation module 62, 64, and 66. Cables 72, 74, and 76 transmit detected impact load signals from the fiber optic sensors 182 to measurement circuitry within the instrumentation modules 52, 54, and 56. The trackside 50 includes a substation 80, which may be housed in an enclosed structure. The substation receives data processed by the instrumentation modules 62, 64, and 66 for analysis and may format the data for communication with a central location, such as a railyard control facility (not shown). Communication from the measurement modules 62, 64, 66 to the substation 80 may be via wired or wireless RF transmission. Similarly, the substation 80 may wirelessly transmit the results of its analytical work to the depot control facility.

[0027] FIG. 4B is an enlarged perspective view of sensor measurements installed on the test panel 10 of the trackside 50 of FIG. 4A , in accordance with one or more exemplary embodiments of the present disclosure. The illustrated section 90 of the trackside 50 includes the running rail 12, guardrail 14, and measurement rail 16 on the near side of the railway test panel 10. Also shown are the measurement components of a fiber optic sensor, including a tower 52, a measurement module 62, and a pair of cables 72, one connected to the fiber optic sensor mounted on the underside of the measurement rail on each side of the test panel 10 (left and right on the near side 72A and far side 72B of the rail). In the illustrated example, the measurement module 62 may include a housing 68 ( FIGS. 4A and 4B ) containing a processing system (not shown) that may operate according to program software stored in a non-volatile memory connected to the processing system. The processing system is connected to the fiber optic sensor 184 ( FIGS. 3 , 4A , 4B , and 6 ) with an integrated connector 70 ( FIG. 3 ) via cables 72A and 72B.

[0028] The housing may be supported on a tower 52 along the railroad track 50. Also shown in Figure 4B is a canister which may consist of a removable data device, a data processing module, or a radio transmitter / receiver, etc.

[0029] 4C is an enlarged plan view 100 of the installation of one sensor 184 (not visible, see FIG. 3 ) installed under the measurement rail 16 in the test panel 10 of FIG. 4A , in accordance with one or more exemplary embodiments of the present disclosure. Included in this view are the running rail 12, the guard rail 14, and the measurement rail 16. The measurement rail 16 shows the surface 36 against which the rail wheels 160 roll during a wheel impact load test event to detect the wear condition of the wheels 160. The shaded area in FIG. 4C indicates the surface wear of the measurement rail 16. The fiber optic sensor is secured by bolts 42.

[0030] FIG. 5 is a cross-sectional view of the surface area of ​​a railway wheel 160 of a wheelset. The wear pattern of the wheel 160 (see FIGS. 7A-7F below) is the subject of measurement on the test panel 10 according to one or more exemplary embodiments of the present disclosure. The wheel 160 includes a field side 162 and a flange 164 on the opposite side of the wheel 160. The wheel tread 166 is marked with wear areas defined as follows: Area 1 (168) is the field side, and Area 2 (170) is the root area adjacent to the flange 164. Areas 3 (172) and 4 (174), which form the wear track of the wheel on the rail under normal conditions, typically straddle tape line 176 (the centerline of the wheel tread 166) by approximately ½ inch on either side of tape line 176.

[0031] FIG. 6 is a cross-sectional view of a railway wheel 160 and a test rail of the test panel 10 of FIG. 1. Ballast 20 supports the test rail on the track stile 10. As is known in the art, ballast may include several layers of piled material, such as crushed stone, to provide a strong and stable foundation for cross ties 18 (not shown in FIG. 6, but see, e.g., FIG. 1), which in turn support the test rail. In FIG. 6, the test rail includes a base rail 180 disposed between a secondary rail 182 and a guard rail 188. The base rail 180 (12 in FIG. 1) is also commonly referred to as the running rail on which the train rides. The secondary (test) rail can be milled to a depth of ½ inch, and the running rail can be machined to a depth of ⅜ inch to create a smooth transition at the incline to allow the outer rail to ascend (moving from left to right) as the running rail descends. As shown in FIG. 5, the wear areas of the wheel tread 166 are marked with the numbers 1, 2, 3, and 4.

[0032] The auxiliary rail 182 (116 in FIG. 1) is also referred to as the measurement rail 182 of the track stile 10. The guard rail 188 (14 in FIG. 1) is spaced apart from the base rail 180 to provide clearance for the flange 164 and maintain alignment between the base rail 180 and the wheels 160. The guard rail 188 (14 in FIG. 1) is spaced apart from the inner edges of the two base rails 180 (12 in FIG. 1). The auxiliary rail 182 is closely spaced apart from the base rails 180 and is elevated a predetermined distance (height increment 190) from the base rail 180. The elevation increment is provided to raise the surface of the auxiliary (measurement) rail 182 sufficiently to ensure that the wheel 160 being tested is supported by the auxiliary rail 182 and not the base rail 180.

[0033] Test results indicate that a 0.375-inch height increment is sufficient to allow a sufficient amplitude range to accommodate most wheel imperfections while keeping the height increment to the minimum practical value. The elevation increment 190 preferably gradually decreases toward each end of the auxiliary rail 182 to provide a smooth transition for the wheels from the base rail 180 to the auxiliary rail 182. Also shown in Figure 6 is a slope or taper formed in the wheel tread 166, set at a 1:20 ratio. The taper is a common configuration on railway wheels that is provided to allow the wheelset to self-steer when traversing curved sections of track. The base rail 180 may have a similar taper or slope to facilitate self-steering.

[0034] Continuing with FIG. 6 , the measurement rail 182 includes a sensor 184 mounted on the underside of the measurement rail 182 in the clearance space 186 between the measurement rail 182 and the ballast 20. A preferred sensor 184 is a fiber optic element configured as a strain gauge mounted on the underside of the measurement rail 182. The fiber optic element of the load sensor 184 can be sensitive to minute displacements of the measurement rail 182 when deflected by a rail vehicle rolling over it. An advantage of fiber optic sensors is that they are not susceptible to electricity, electromagnetic fields, or interference. The operating principle of a fiber optic strain gauge is that an optical fiber having a Bragg grating structure formed in a portion of the optical fiber can be configured to change the characteristics of a laser beam signal traveling through the optical fiber in proportion to strain when: the fiber optic element bends in response to the load of the rail car wheels as they roll along the measurement rail 182; a portion of the optical signal may be reflected, and a second portion may be transmitted. The resulting output is therefore a modulated optical signal whose characteristics can be correlated with different characteristics of different wear patterns, thereby enabling the detection of defects or damage to the wheel.

[0035] 7A-7F illustrate examples of types of defects that can occur in railroad wheel treads. Each type of defect may be correlated with wheel impact load data generated by the test panels described herein and may be distinguished by their characteristics or unique features. Specifically, the output of sensors mounted on the underside of the measurement rail 16 may be correlated with impacts detected by fiber optic sensors to provide data regarding the durability of each wheel of the railroad vehicle. This data may be used to identify wheel load impact defects before they mature sufficiently to cause an accident or derailment. Examples of wheel defects that may be detected include rim breakage, surface or subsurface fatigue, tread cracks, wheel skid marks, tread dents, and skid wear.

[0036] Figure 7A shows a severe example of wheel damage to the outer edge of the wheel tread (region 1), which may be the result of cracks or breaks in the wheel tread. This exemplary type of damage may be detected on the test panel of Figure 1. In Figure 7A, it can be seen that a significant amount of the wheel tread surface has been broken off, resulting in severe subsurface damage to the wheel tread. This damage tends to occur in region 1 because the wheel tread thickness is at its smallest in that region. Wheels with this level of damage should be replaced immediately, as failure may be imminent.

[0037] Figure 7B shows a second example of wheel damage that may be detected by the test panel of Figure 1. The damage shown is a short but severe crack to the outer edge 162 (area 1) of the wheel tread 166, leaving the wheel tread highly vulnerable to further fracture of the edge of the wheel tread 166 as shown in Figure 7A, which could result in wheel failure.

[0038] Figure 7C shows a third example of wheel damage that may be detected by the test panel of Figure 1. This damage is similar to Figure 7B, except that the damage is limited to the surface of the edge portion of region 1 of wheel tread 166. In either case, the wheelset (the left and right wheel assemblies and the axle connecting them) must be removed so that the wheel tread of the damaged wheel 160 can be replaced.

[0039] Figure 7D illustrates a fourth example of wheel damage that may be detected by the test panel of Figure 1. The surface of the wheel tread 166 in regions 2 and 3 is marked by gravel or other foreign material that has become trapped between the wheel tread 166 and the rail (see rail 12 in Figure 1) while carrying the load. There is also evidence of small pits and dents, indicated by even smaller marks displayed as random dots. This type of damage is generally harmless unless accompanied by evidence of cracks.

[0040] FIG. 7E illustrates a fifth example of wheel damage that may be subject to detection by the test panel of FIG. 1. As shown in this figure, the distinct cracks in the wheel tread are the result of heating due to braking and subsequent rapid cooling. The heating / cooling cycle generates surface tensile stresses that extend below the surface of the wheel tread, causing martensitic deformation, a condition commonly known as spalling. Spalling manifests as failure of the running surface of the wheel tread or flange due to surface or subsurface fatigue caused by a braked rail wheel under high loads sliding along the rail. Such fatigue due to martensitic deformation results in cracks as well as spalling, pitting, or spalling of the surface material of the wheel 160, as shown in FIG. 7E.

[0041] 7F illustrates a sixth example of wheel damage that may be detected by the test panel of FIG. 1. This type of damage, appearing as a rectangular pattern on the surface of the wheel tread 166 in regions 2 and 3, is typical of flat spots caused by a sliding wheel 60 that has become locked due to braking. The sliding action can also result in thermal damage due to sliding friction between the wheel tread 166 and the rail (see rail 12 in FIG. 1). As discussed above, thermal damage can result in martensitic deformation, which, in severe cases, can cause loosening of the bond between the wheel tread 166 and its wheel 160.

[0042] Briefly, the present disclosure teaches a railroad wheel impact load detection panel installed along a section of railroad track having first and second base rails, a second length of auxiliary rail having first and second ends positioned adjacent the field side of each base rail of the railroad track and positioned so that its running surface is elevated a predetermined increment relative to the running surface of the base rail, and a sensor located at a predetermined position on the bottom surface of each auxiliary rail, wherein the auxiliary rail includes elevation transition ramps positioned at its first and second ends.

[0043] In operation, test panel 10, which can be positioned wayside along a railway at designated locations, such as nearby monitoring or control stations, provides a convenient, automated method for detecting wheel damage to rail vehicle wheelsets requiring service, repair, or replacement. Test panel metrology measures and interprets impact load signals emitted by sensors attached to the bottom of an auxiliary metrology rail 16 positioned alongside the running rail 12. Measuring rail 16 is positioned slightly above the running surface of the running rail 12 to support the load of a passing rail car as it rolls over test panel 10. Test panel 10 has upwardly and downwardly sloping transition areas at each end, respectively, to allow rail cars to smoothly enter and exit test panel 10.

[0044] As rail cars roll along the test panel, the signals emitted by the sensors are sensitive to various types of wear experienced by railway wheels. As shown in Figures 7A-7F, the wear patterns are received by metrology modules 62, 64, and 66, interpreted by metrology substation 80, and generate unique signals or signatures that can be collected to enable scheduling of necessary service for wheelsets identified by test panel 10. Test panel 10 is configured to detect wheel damage occurring on both the wheel tread (areas 3 and 4 in Figure 6) and the outer edge (field side) 162 of the wheel (area 1 in Figure 6). As configured, test panel 10 is particularly effective at detecting damage in area 1, where the most severe damage is likely to occur.

[0045] While the present disclosure may be presented in only one of its forms, it is not limited to that one form and various changes and modifications are possible without departing from the concepts and principles set forth in the enumerated claims. For example, while the embodiments described herein show one combination of structural elements, other equivalent combinations are contemplated within the scope of the claims. Alternative structural features may include different types of strain gauges to meet sensitivity requirements. Track test panel dimensions, such as rail spacing, height, taper, and transition slope, are permissible as long as the combination serves the purpose of the track test panel. It is understood that the specific form of instrumentation, including computer processing elements and associated software, data correlation, and algorithms required for their operation, will be tailored to fit the specific circumstances of the railway wheel impact load detection protocol.

[0046] Those skilled in the art will readily appreciate that such advantages (and those set forth in the Summary) and objectives of the present system would not be possible without the particular combination of computer hardware, control logic, and other structural components and mechanisms of the inventive system and described herein. It will be further appreciated that a variety of programming tools known to those skilled in the art can be utilized to achieve the features and operational control described in the foregoing disclosure. Moreover, the particular choice of programming tools may be governed by the particular objectives and constraints imposed on the selected implementation to achieve the concepts described herein and in the appended claims.

[0047] The description in this patent document should not be construed to imply that any particular element, step, or function can be an essential or critical element required for inclusion in the scope of any claim, nor can 35 U.S.C. § 112(f) be cited in connection with any appended claim or claim element unless the precise words "means for" or "step for" are expressly used in any particular claim, followed by a participial phrase identifying the function. Any reference in the claims to a "mechanism," "module," "device," "unit," "component," "element," "member," "apparatus," "machine," "system," "processor," "processing device," or "controller" can be understood and intended to refer to structures known to those skilled in the relevant art, as further modified or enhanced by the features of the claims themselves, and is not intended to invoke 35 U.S.C. § 112(f).

[0048] The present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. For example, each of the novel structures described herein may be modified to adapt to particular local variations or requirements while retaining their basic configuration or mutual structural relationships, or while performing the same or similar functions described herein. The present embodiments, therefore, are to be considered in all respects as illustrative and not restrictive. The scope of the present disclosure is, therefore, to be established by the appended claims, rather than the foregoing description. All changes that come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Furthermore, individual elements of the claims are not necessarily conventional or conventional, not fully understood. Instead, the claims are directed to the unconventional inventive concepts described in the specification.

Claims

1. 1. A railway wheel detector for a set of railway tracks, comprising: a set of test rails adjacent to the set of railroad tracks and facing the flanges of the wheels, each of the set of railroad tracks being disposed between one of the set of test rails and a corresponding flange of the wheel; a set of sensors connected to the set of test rails; The height distance between the set of test rails and the set of railway tracks. Equipped with a railway wheel detector.

2. The system of claim 1 , wherein the set of test rails includes at least one base rail and at least one auxiliary rail.

3. The system of claim 2 , wherein each of the at least one auxiliary rail has a running surface elevated a predetermined increment relative to a running surface of the base rail.

4. The system of claim 3 , wherein each of the at least one auxiliary rail comprises a length of rail supported adjacent to a respective base rail.

5. 3. The system of claim 2, wherein each end of the at least one auxiliary rail tapers downwardly so that the height of its first and second ends is equal to the height of the adjacent primary rail.

6. The system of claim 2 , wherein each of the at least one auxiliary rail includes a height transition ramp disposed at each end thereof.

7. The system of claim 2 , further comprising a sensor disposed at a predetermined location on a bottom surface of the at least one auxiliary rail.

8. The system of claim 1 , wherein the sensor comprises an optical strain gauge having a fiber optic sensing element.

9. 8. The system of claim 7, wherein the sensor provides an output including characteristic signatures of wheel tread defects indicative of one or more of rim damage, surface or subsurface fatigue, tread cracks, wheel skid marks, tread dents, and skid wear.

10. The system of claim 1 further comprising a guard rail disposed along each base rail and spaced a predetermined distance inward from each base rail.

11. positioning a set of test rails adjacent to a set of railroad tracks and opposite flanges of the railroad wheels such that each of the set of railroad tracks is positioned between one test rail of the set of test rails and a corresponding flange of the railroad wheel; connecting a set of sensors to said set of test rails; establishing a height distance between the set of test rails and each of the set of tracks. Railway wheel detection method

12. The system of claim 11 , wherein the set of test rails includes at least one base rail and at least one auxiliary rail.

13. The method of claim 2 , wherein each of the at least one auxiliary rail has a running surface elevated a predetermined increment relative to a running surface of the base rail.

14. The method of claim 13 , wherein each of the at least one auxiliary rail comprises a length of rail supported adjacent to a respective primary rail.

15. 13. The method of claim 12, wherein each end of the at least one auxiliary rail tapers downwardly so that the height of its first and second ends is equal to the height of the adjacent primary rail.

16. The system of claim 11 , wherein each of the at least one auxiliary rail includes a height transition ramp located at each end thereof.

17. The system of claim 11 , further comprising a sensor disposed at a predetermined location on a bottom surface of the at least one auxiliary rail.

18. The system of claim 11 , wherein the sensor comprises an optical strain gauge having a fiber optic sensing element.

19. 20. The system of claim 17, wherein the sensor provides an output comprising characteristic signatures of wheel tread defects indicative of one or more of rim damage, surface or subsurface fatigue, tread cracks, wheel skid marks, tread dents, and skid wear.

20. The system of claim 11 further comprising a guard rail disposed along each base rail and spaced a predetermined distance inward from each base rail.

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