Apparatus and method for detecting the surface condition of railway vehicle wheels

Abstract

To provide a device and a method for detecting the surface state of a wheel of a railroad vehicle.SOLUTION: A railroad wheel impact load detecting test panel includes a basic rail 180 of a railroad line section or a sub measurement rail 182 on a field side of a travel rail. The distance specified for a wheel 160 of a trace vehicle to cross a measurement rail 182 in a measurement panel is increased. The measurement rail 182 includes an optical strain gauge for detecting an impact load of the wheel 160. Detected impact data is related to the feature of damages of the wheel 160 to specify the wheel 160 to restore or replace before generation of an accident.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to the safety of railway vehicles, and more particularly to the prevention of overloading, thermal effects, debris and abnormalities. This relates to the detection of surface defects on the wheel tread of railway vehicles caused by pawning, sudden braking, etc. [Background technology]

[0002] Railway vehicles (rail cars and locomotives) are made of steel wheels mounted on a pair of parallel rails. Each wheel has an integral flange on the inside edge of the wheel. Flanges with a diameter larger than the running circumference of the wheel are included. The wheel tread is the part of the wheel that contacts the rail. Therefore, the car or locomotive Wheel flanges on both sides of the omotive are used for both straight and curved roads. It helps to align the wheels of a vehicle or locomotive. The tread of a wheel between the flange and the outermost ("field" side) of the wheel Or the majority of the weight is placed on the running surface.

[0003] by very heavy loads carried by rolling stock Wheels can be subject to wear and damage. Wear includes abrasions and dents, surface and Subsurface fatigue, cracks due to heat or impact damage, flat spots, vehicle movement around curves There are various types of wear, such as wear caused by sliding friction when the wheel moves sideways and wear caused by vibration. Such damage to the truck, if undetected, can lead to wheel failure, broken wheels, or a "truck" failure. This can lead to failure of the wheel support structure, known as a "lock," and in the worst case scenario, derailment of the train. Occasionally, derailments can occur due to a wheel failure during use. In some cases, they can be fatal in nature and cause enormous economic losses to railway carriages and their contents. The effects of a train derailment can be severe. , is serious.

[0004] Standard test for determining wheel defects such as abnormal wear, cracks, or broken wheels The protocol is called Wheel Impact Load Detection or "WILD." Conventional WILD Process includes various methods for detecting damage and wear on rail vehicles during operation. One type is The other type uses a camera to measure the load on the running rail. The third type is used to obtain a visual image of potential defects for later inspection. Accelerometers are used to measure vibrations associated with cracked wheels. , limited ability to detect and measure both surface and subsurface defects, and complexity in using and interpreting measurements. are characterized by low sensitivity, high false negative or positive readings, and an inability to reliably detect potentially dangerous defects. do.

[0005] Railroad train derailments caused by wheel failure are the most fatal in terms of equipment causes. One of the major drawbacks is the costly train-related accidents. According to a recent industry survey, over 70% of broken wheels on freight cars are caused by damage of up to 80 kip. At a freight car wheel load of s, defects not detected by the WILD method before wheel failure occurred. 80 kips is equivalent to 80,000 pounds. In Method D, the wheel tread surface area (from the flange to the Impact loads on the surface of the wheel tread near the remote tread field side are not measured. What is needed to overcome this defect is to ensure that the wheels are able to safely withstand the loads they are subjected to. Detecting and isolating wheel defects under heavy loads before they degrade to their full potential A method for testing wheels. Summary of the Invention [Means for solving the problem]

[0006] In one embodiment of the present disclosure, the railway wheel impact load detection test panel includes first and second basic levels. a section of railway track having a rail, a first auxiliary rail and a second auxiliary rail, The auxiliary rails each have a first end and a second end, and their running surfaces are spaced apart from the running surface of the main rail. The rails are positioned adjacent to the field side of each base rail of the railroad track so that they rise by a predetermined increment. The first and second auxiliary rails are placed at predetermined positions on the bottom of each auxiliary rail. and a sensor disposed at each of the first and second ends, and an auxiliary rail is disposed at each of the first and second ends. Includes an elevation transition ramp.

[0007] In one embodiment, each of the first and second auxiliary rails has a running surface that is higher than the adjacent base rail. Each base rail is designed to be positioned 0.250 to 0.500 inches above the The rails are supported in close proximity to each other and have a predetermined length, and the height of each of the first and second ends is close to each other. The first rail of each auxiliary rail tapers downward to the same height as the base rail. and a first and second end portion, and the predetermined length of the first and second auxiliary rails is at least Both are 80 feet, with elevation transition slopes ranging from 1 in 20 to 1 in 200. Each auxiliary rail is approximately 0.375 inches high.

[0008] In yet another embodiment, the sensor comprises a fiber optic sensing element housed in a weatherproof enclosure, a laser, Welded to a spring, load cell, load sensor, or other suitable sensor. Optical strain gauge with strain gauge and a method for coupling the optical strain gauge to an external measurement and an integrated connector, and the sensing element is 1,000 with the first and second auxiliary rails. It has a sensitivity corresponding to the resolution of loads of 0 pounds (1 kip) or less. The housing is supported by towers along the road, and the cable is connected to the housing. and a processing system connected to the integral connector as a processing system. It is controlled by program software stored in non-volatile memory coupled to the .

[0009] In other aspects, the sensor detects rim damage, surface or subsurface fatigue, tread cracks, wheel wear, Specific characteristics of wheel tread defects that indicate one or more of skid marks, tread depressions, and skid wear It can provide an output composed of:

[0010] In another embodiment, the railway wheel impact load detection test panel includes first and second base rails. a section of railway track having a first end and a second end, the running surface of which is a base rail; The rails of one of the base rails of the railway track are raised by a predetermined increment relative to the running surface of the other rail. At least one auxiliary rail located adjacent to the field side and and a sensor disposed on the bottom surface of the at least one auxiliary rail, The other auxiliary rail includes a height transition ramp disposed at each of the first and second ends.

[0011] In one embodiment, at least one auxiliary rail has a running surface at the same height as the adjacent base rail. adjacent to each base rail so that they are spaced 0.250 to 0.500 inches higher than the and a rail of a predetermined length supported so that the height of each of the first and second ends is At least one auxiliary rail tapered downward to equal the rail height. and a first and second end of the rail, and a predetermined length of the at least one auxiliary rail. The height is at least 80 feet, and the elevation transition slope is 1 in 20 to 1 in 200 or more. The rails have an internal slope and each rail is approximately 0.375 inches high.

[0012] In yet another embodiment, the load sensor includes a fiber optic sensing element housed in a weatherproof enclosure. and an integral connector for coupling the optical strain gauge to an external measurement. and the sensing element may be configured to support 1,000 pounds on at least one auxiliary rail. The sensitivity corresponds to a resolution of loads of 1 kip or less. The housing is supported by the tower along the and a processing system connected to the type connector, the processing system being coupled to the processing system. The device is controlled by program software stored in a non-volatile memory.

[0013] In yet another embodiment, the load sensor detects rim breakage, surface or subsurface fatigue, tread wear, Wheel tread defects showing one or more of the following: cracks, wheel skid marks, tread dents, and skid wear In yet another exemplary embodiment, the output may include a characteristic feature of the wheel. The state of the individual wheels is the train's outlier in terms of their left-right delta and the magnitude of the delta. [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] Therefore, a modified track stile (t rack panel) to detect broken wheels and other wheel defects on rail vehicles Disclosed herein is an advancement in the state of the art for achieving this. The rails are generally made of steel and are laid at predetermined gauge distances above ground level. The ballast structure is supported by a ballast structure made of, for example, steel, which is arranged at equal intervals. A continuous series of elongated sections supported on a composite bed of stone or rock aggregate placed along the right-of-way. , including closely spaced sleepers (vertical members positioned below the first and second rails) The aggregate can be laid on a roadbed that is designed to support the heavy weight of railroad trains. This can be done.

[0016] According to the present disclosure, a method for detecting railroad wheel impact loads is provided. The Wild Load Detection (WILD) test panel includes a The track includes an auxiliary measurement rail adjacent to the field side of the base rail or running rail of the track. The wheels of the rail car are moved across the measuring rail within the test panel at a specified distance. The measurement rail contains optical strain gauges to detect wheel impact loads. The detected impact data is used to identify wheels to be restored or replaced before a failure occurs. , which are associated with the characteristics of wheel damage.

[0017] Briefly, the present disclosure relates to a method for detecting and controlling a selected portion of a railroad track located along a railroad right-of-way. Provide a test panel configuration on the selected portion of each base rail. A supplementary measurement rail is added adjacent to each base rail on the outside or field side of the track. In an embodiment, the length of each auxiliary measurement rail is equal to the longest track tested on the test panel. The running surface of each auxiliary rail may be greater than the length of the base rail. The auxiliary rails are raised by a predetermined increment relative to the running surface of the rails, and the auxiliary rails are raised at their respective first and second ends. Highly sensitive optical strain gauges, such as fiber optic sensors, are used. The sensor or other suitable sensor is connected between the rail and the sleepers supporting the base and auxiliary rails. It can be mounted on the underside of each auxiliary or measuring rail. The sensor sensitivity is 1 kip (1 It is necessary to be able to solve for wheel load increments of loads of 1,000 lbs.

[0018] The sensor measures the measurement level of the test panel at a predetermined speed while the railcar wheel is bearing the rated load. When rolling on the wheel, the sensor can detect the edge of the impact on the tread. The sensor may be a driver, mechanical, electrical, electromechanical, or other suitable sensor type. The sensor and associated equipment receives, interprets, and records wheel tread edge impact information, Provides test data: signals emitted by sensors as the rail car rolls along the test panel are sensitive to various types of wear that occur in railway wheels. The wear pattern is interpreted by the measurement module (ins) of the substation 80. trumentation module) 62, 64, 66 and sent to the test panel to enable scheduling of required services for the wheelsets identified by the The test panel generates a unique signal that is obtained by For both the left and right axles of the wheelset of the car truck assembly It may be configured to measure the edge of the tread impact.

[0019] The test data provided by the test panel is compiled into a code called Automatic Load Identification (AEI). According to the coded information, it can be correlated to a specific vehicle and each specific wheel. The I information code is printed on the railroad reporting mark attached to each rail car. The code is a 2-4 character code that identifies the owner of the rail car and a numeric code that identifies the car number. Typically, RFID technology is used, for example, to identify the markings by trackside AEI readers. Some systems allow test data output from the instrument to be read remotely. It can be transmitted and observed in real time.

[0020] Railway wheels are generally cast or forged from steel, heat treated, and turned to a specified profile on a lathe. Some wheels are fitted with steel tyres, Each wheel has a different surface area than the rest of the wheel. The flange is located on the inside surface of the wheel and The wheels are aligned with the rails. The wheels are attached to both ends of the axle and the flanged sides are The wheelsets are supported by a track, which is an assembly of two wheelsets. The tracks are attached to the underside of the railcar and allow the car to turn around curved tracks. It is now possible to do this.

[0021] FIG. 1 illustrates an end face 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, showing the same structure as that shown in FIG. The track test panel 10 (referred to herein as a track stile or test panel) shown in plan view in FIG. The panel 10 is mounted on a pair of parallel base or running rails. il) 12, so as to be adjacent to the inside edge 16 of each base rail 12 The guardrails 14 are arranged as shown in Fig. 1, and the outer side of the "field" of each base rail 12. The base rail 12 includes an auxiliary measurement rail 16 located adjacent to the base rail 12. The base rail 12 is also called a traffic rail. Rails are the rails that support a train as it rolls along the railway. The rails 12, 14, and 16 are arranged perpendicular to each other and are spaced apart by equal distances. ) 18. The sleepers 18 are preferably supported on the roadbed or ballast 20. The guardrail 14 and the instrument rail 16 are A rail segment that extends along a track for a distance greater than the length of any railway vehicle. Common freight cars are classified by vehicle type (e.g., box car, flatbed car, hopper car, etc.). The length varies from 50 to 90 feet depending on the type of guardrail and measuring rail. The rule must exceed that length.

[0022] The guardrail 14 has a gap 24 between the guardrail 14 and the adjacent base rail 12. , 1:D ratio according to the flare or taper specification at each end 22 where D is the length of the tapered section. Therefore, the ratio is 1:2 A taper or other angle of 0 is a 1 foot ordinate (Y axis) and a 20 foot abscissa (X axis). ) The taper 22 indicates the angle formed by the wheelset of the railcar when entering the track. To facilitate installation, the gap between the guardrail 14 and the base rail 12 at the end of the track stile 10 is The guardrail 14 is provided to widen the gap 24. To ensure the reproducibility of the detected shock load measurements made while the measuring rail 6 and serves to hold the wheel flange (not shown in this view) in proper relationship. For a cross-sectional view of a wheel placed on a rail of 0, see FIG. 6 described.

[0023] The measurement rail 16 is positioned adjacent to the field side of the base rail 12 and is The measuring rail 16 is lifted slightly relative to the base rail 12. Therefore, the outer part of the wheel is attached to the measuring rail 16 instead of the base rail 12. The slightly specified height of the measuring rail is 0.250 to 0.500 inches. The thickness may be in the range of 0.375 inches, preferably 0.375 inches.

[0024] When the rail vehicle rolls up and down to the height of the measurement rail 16, i.e., enters and exits the test panel 10, To allow for a smooth transition of the railcar wheelset when A height transition slope having a slope in the range of 1 in 1 to 1 in 200 is provided. Its sole purpose is to detect the impact load of the wheels as they roll along the rails. The measuring rail 16 is a sensor that measures the impact caused by changes in the surface of the wheel tread. It is called this because it includes the character "sa" (described below).

[0025] FIG. 3 illustrates a measurement level of the test panel 10 of FIG. 1, in accordance with one or more exemplary embodiments of the present disclosure. 6 is a detailed end view of a cross section of the measurement rail 16. The measurement rail 16 is also shown in FIG. The measurement rail 182 includes a running surface 36 and a lower surface 38. An optical strain gauge such as an optical fiber sensor 184 is attached to the lower surface 38 of the cable 182. The optical fiber sensors 184 are fixed to each end of the rail 182 by bolts 44. The clamp 42 is attached to the bottom surface 38 of the measurement rail 182. The operation of the sensor 184 is further explained in Figure 6. Figures 4A-4C show a railroad yard 1 shows a diagram of the measurement part of the track frame 10 in the setup.

[0026] FIG. 4A illustrates a test panel 10 of FIG. 1 installed in accordance with one or more exemplary embodiments of the present disclosure. 1 is a perspective view of a trackside 50 including sensor measurements taken from a test panel 10. The system includes three towers 52, 54, and 56 arranged at predetermined distances from each other. 54 and 56 are instrument modules 62 , 64, 66. The cables are attached to the measurement rail 182 of the test panel 10. Each optical fiber sensor 184 (not shown in FIG. 4A) is connected to a respective measurement module 62. , 64, 66. The cables 72, 74, 76 are connected to the is transmitted from the optical fiber sensor 182 to the measurement circuits in the measurement modules 52, 54, and 56. The wayside 50 includes a substation 80 which may be housed in an enclosed structure. The substations are processed by measurement modules 62, 64, and 66 for analysis. and receives the data and transmits it for communication to a central location such as a depot control facility (not shown). The measurement modules 62, 64, and 66 may format the data. Communication to substation 80 may be via wired or wireless RF transmission. 0 may wirelessly transmit the results of its analysis work to the depot control facility.

[0027] FIG. 4B illustrates a test panel of the trackside 50 of FIG. 4A, in accordance with one or more exemplary embodiments of the present disclosure. 1 is an enlarged perspective view of the sensor measurements installed on the track 10. The rail test panel 10 includes a running rail 12, a guard rail 14, and a measuring rail. The optical fiber includes a tower 52, a measurement module 62, and a pair of cables 72. One measurement component of the test panel 10 is also shown, one on each side of the measurement rail. (Right and left of the near side 72A and far side 72B of the railway) In the illustrated example, the measurement module 62 is connected to a processing system. A processing system (such as The processing system may include a housing 68 (FIGS. 4A, 4b) containing a housing 68 (not shown). The optical fiber sensor 184 ( 3, 4A, 4B, and 6).

[0028] The housing may be supported on a tower 52 along the railroad track 50. 4B includes removable data devices, data processing modules, or radio transmitters / receivers Illustrated is a canister that may be constructed as such.

[0029] FIG. 4C illustrates the test panel 10 of FIG. 4A in accordance with one or more exemplary embodiments of the present disclosure. The installation of one sensor 184 (not visible in the figure, see Figure 3) installed under the measurement rail 16 1 is an enlarged plan view 100 of the device. This view shows the running rail 12, the guard rail 14, and the The measuring rail 16 includes a measuring device for detecting the wear state of the wheel 160. 1, the surface 36 over which the railroad wheel 160 rolls during a wheel impact load test event is shown. The shaded area in Figure 4C indicates the surface wear of the measurement rail 16. It is fixed by bolt 42.

[0030] 5 is a cross-sectional view of the surface area of ​​a wheelset railway wheel 160. The wear pattern of the wheel 160. (See Figures 7A-7F below) show a test according to one or more exemplary embodiments of the present disclosure. The wheel 160 is the subject of measurement on the test panel 10. The wheel 160 is the field side 162 and the wheel 160 The wheel tread 166 includes a flange 164 opposite the wheel tread 166. The wheel tread 166 has a friction coefficient defined as The worn-out areas are marked with two arrows. Area 1 (168) is the field side, and Area 2 (170) is the ) is the root area adjacent to the flange 164. Under normal conditions, the wheel wear on the rail Region 3 (172) and Region 4 (174) that form the wear locus are usually tape lines 176 (the center line of the wheel tread 166) on either side of the tape line 176, approximately 1 / 2 inch wide. It is.

[0031] FIG. 6 is a cross-sectional view of a railway wheel 160 and a test rail of the test panel 10 of FIG. The ballast 20 supports the test rail of the track stile 10. As is known in the art, ballast is Cross ties 18 (not shown in Figure 6) support the test rail in turn. To provide a strong and stable foundation for the In Figure 6, the test rail is a support rail 1. 82 and a guardrail 188. 0 (12 in Figure 1) is also called the running rail on which the train boards. The ramps intersect to allow the outer rail to rise (move from left to right) when The auxiliary (test) rails are milled to a depth of 1 / 2 inch to create a smooth transition. The running rails can be machined to a depth of 3 / 8 inch. Thus, 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 called the measurement rail 182 of the track frame 10. The base rail 188 (14 in FIG. 1) is spaced apart from the base rail 180 and has a flange. 164 to provide clearance to maintain alignment between the base rail 180 and the wheels 160. The base rail 188 (14 in FIG. 1) is attached to the inner edge of the two base rails 180 (12 in FIG. 1). The auxiliary rail 182 is spaced apart from the base rail 180. The base rail 180 is positioned on the platform 100 and elevated a predetermined distance (height increment 190) from the base rail 180. The wheel 160 to be tested is supported by the auxiliary rail 182 rather than the base rail 180. to raise the surface of the auxiliary (measurement) rail 182 sufficiently to ensure that the It is provided for

[0033] Test results show that a height increment of 0.375 inches keeps the height increment to the smallest practical value. However, it is large enough to allow a sufficient amplitude range to accommodate most wheel imperfections. The lift increments 190 are preferably toward each end of the auxiliary rail 182. The wheel is gradually reduced in size to provide a smooth transition from the base rail 180 to the auxiliary rail 182. FIG. 6 shows a ramp or tapered wheel tread 166 set at a 1:20 ratio. The taper allows the wheelsets to self-steer when passing through curved sections of track. This is the usual configuration of railway wheels provided to enable the may have a similar taper or slope to facilitate self-steering.

[0034] Further, in FIG. 6, the measurement rail 182 is a gap between the measurement rail 182 and the ballast 20. The sensor 184 is mounted on the underside of the measurement rail 182 within the space 186. The sensor 184 is configured as a strain gauge mounted on the underside of the measurement rail 182. The fiber optic element of the load sensor 184 detects the load of the railcar rolling over it. The optical fiber 182 may be sensitive to minute displacements of the measurement rail 182 when deflected by the The advantage of the base sensor is that it is not affected by electricity, electromagnetic fields, or interference. The operating principle of the strain gauge is that an optical fiber has a Bragg grating structure formed in a part of the optical fiber. The characteristics of a laser beam signal traveling through an optical fiber are proportional to the strain when the The fiber optic elements can be configured to change the position of the track wheels relative to the measurement rails. The optical signal may be reflected back, and the optical signal may bend in response to the load as it rolls along the rail 182. The second portion may be transmitted, and the resulting output is thus a modulated optical signal and its properties can be correlated with different properties of different wear patterns, This allows for the detection of defects or damage to the wheels.

[0035] 7A to 7F show examples of the types of defects that can occur on the tread of a railway wheel. The defects were correlated with wheel impact load data generated by the test panel described herein. They may be distinguished by their characteristics or inherent features. The output of the sensors attached to the bottom of the six wheels provides data on the durability of each wheel of the railcar. The sensor may be associated with an impact detected by a fiber optic sensor to provide the desired data. Data identifies wheel load impact defects before they are mature enough to cause accidents or derailments Examples of wheel defects that can be detected include rim breakage, surface or subsurface fatigue, These include wear, cracks in the tread, wheel skid marks, dents in the tread, and sliding wear.

[0036] FIG. 7A shows a crack on the outer edge of the wheel tread (area 1), which may be the result of a crack or break in the wheel tread. This example shows a severe example of wheel damage that could be detected on the test panel in Figure 1. In Figure 7A, a significant amount of the wheel tread surface is broken, causing severe subsurface damage to the wheel tread. This damage is evident because the wheel tread thickness is the smallest in that area. This tends to occur in region 1. Damage of this magnitude is not recommended as failure may be imminent. Any wheels that have this should be replaced immediately.

[0037] FIG. 7B shows a second example of wheel damage that can be detected by the test panel of FIG. The damage was caused by a short but severe crack to the outer edge 162 (area 1) of the wheel tread 166. , the wheel tread is very vulnerable to further damage to the edge of the wheel tread 166 as shown in FIG. 7A. This may result in wheel damage.

[0038] FIG. 7C shows a third example of wheel damage that may be detected by the test panel of FIG. This damage is limited to the surface of the wheel tread 166 in the edge portion of region 1. In any case, the wheel tread of the damaged wheel 160 can be restored. It is necessary to remove the wheelset (the left and right wheel assemblies and the axle connecting them) so that the There is a need.

[0039] FIG. 7D shows a fourth example of wheel damage that may be detected by the test panel of FIG. 1. The surface of the wheel tread 166 in areas 2 and 3 is such that the wheel tread 166 and the rail ( Marks are left by gravel or other foreign objects trapped between the rail (see rail 12 in Figure 1). There is evidence of small holes or pits, with even smaller marks appearing as random dots. This type of damage is generally harmless unless accompanied by evidence of cracking.

[0040] FIG. 7E is a fifth example of wheel damage that may be subject to detection by the test panel of FIG. As shown in this figure, the clear cracks on the wheel tread are due to the braking force. This is the result of heat and subsequent rapid cooling. The heating / cooling cycle generates surface tensile stresses, It extends below the surface of the wheel tread, causing martensitic deformation, commonly known as spalling. Spalling occurs when a brake is pulled under heavy load by sliding along the rail. Wheel tread or flange failure due to surface or subsurface fatigue caused by railroad wheels. This type of fatigue due to martensitic deformation appears as damage to the running surface of the gauge, as shown in Figure 7E. As shown in Figure 1, this can result in cracks, as well as spalling, pitting, or peeling of the surface material of the wheel 160. vinegar.

[0041] FIG. 7F shows a sixth example of wheel damage that may be detected by the test panel of FIG. 1. This type of pattern appears as a rectangular pattern on the surface of the wheel tread 166 in regions 2 and 3. The damage is caused by a flash caused by a sliding wheel 60 being locked by braking. The sliding action is also due to the sliding friction between the wheel tread 166 and the rail. This can lead to thermal damage (see rail 12 in Figure 1). This can lead to martensitic deformation, which in severe cases can damage the wheel tread 16 6 and its wheel 160 may become loose.

[0042] Briefly, the present disclosure provides a method for manufacturing a railroad track section having first and second base rails. a railway wheel impact load detection panel installed along the railway track, the first end and the second end being The running surface of each base rail is arranged adjacent to the field side of the base rail. a second length of auxiliary rails arranged to rise a predetermined increment relative to the running surface; The auxiliary rail is a sensor placed at a predetermined position on the bottom surface of the rail. and a height transition ramp disposed at the first and second ends of the

[0043] In operation, they are deployed along the railway at designated locations such as nearby monitoring or control stations. The test panel 10 is designed to test the wheelset of a rail vehicle in need of service, repair, or replacement. It provides a convenient and automated method for detecting wheel damage. By a sensor attached to the bottom of the auxiliary measuring rail 16 placed next to the rail 12 The measurement rail 16 measures and interprets the emitted impact load signal. The load when a passing rail car rolls on the test panel 10 is measured by the The test panel 10 has upwardly and downwardly sloping transition areas at both ends. This allows the rail car to smoothly enter and exit the test panel 10.

[0044] As the rail car rolls along the test panel, the signal emitted by the sensor is As shown in Figures 7A-7F, the wear patterns are sensitive to various types of wear. Received by modules 62, 64, 66 and interpreted by measurement substation 80 , enabling scheduling of required service for wheelsets identified by the test panel 10. The test panel 10 generates a unique signal or signature that can be collected to determine the wheel tread ( 6 (areas 3 and 4) and the outer edge (field side) 162 of the wheel (area 1 in FIG. 6). As configured, the test panel 10 is configured to detect wheel damage that occurs. It is particularly effective in detecting damage in region 1, where severe damage is more likely to occur.

[0045] While the present disclosure may be presented in only one of its forms, it is to be understood that and shall not be limited to any particular form, departing from the concepts and principles set forth in the enumerated claims. For example, the embodiments described herein may be modified in various ways without departing from the spirit and scope of the present invention. Although one combination of elements is shown, other equivalent combinations are contemplated within the scope of the claims. Alternative construction features include various types of strain gauges to meet sensitivity requirements. The dimensions of the track test panel, such as rail spacing, height, taper, and transition gradient, Any combination is acceptable as long as it serves the purpose of the track test panel. and related software, data correlation, and algorithms required for their operation. The specific form of measurement is tailored to suit the specific circumstances of the railway wheel impact load detection protocol. It is understood that

[0046] Those skilled in the art will appreciate that the system of the present invention and the computer hardware, control, and Without the specific combination of control logic and other structural components and mechanisms, this system The benefits and objectives of the system (and those shown in the summary) are easily impossible. It will be appreciated that various programming tools known to those skilled in the art may be used in conjunction with the foregoing disclosure. It is further understood that the present invention can be utilized to realize the features and control of the operations described in Furthermore, the particular choice of programming tools will be within the spirit and scope of the present specification and the accompanying claims. The specific objectives and requirements imposed on the implementation chosen to realize the concepts described in the claim. can be governed by constraints and constraints.

[0047] The description in this patent document does not necessarily imply that a particular element, step, or function must be included within the scope of the claim. shall not be interpreted as meaning that the information contained herein can be a required or critical element that must be included in the Also, in any particular claim, "means for" Or the exact words "step for" identify the function Unless a participial phrase is expressly used subsequently, it may not be used in connection with any appended claim or claim element. Section 112 (35 U.S.C. § 112)(f) cannot be cited. "Mechanisms," "modules," "Device", "Unit", "Component" "nt", "element", "member", "apparatus" ratus," "machine," "system," "pro "processor", "processing device" " or "controller" is further defined by the features of the claim itself. It is understood that the present invention refers to structures known to those skilled in the relevant art, if modified or enhanced in any way. and intends to, pursuant to Section 112 of the U.S. Patent Act (35 U.S.C. § 112)(f). It is not intended to be cited.

[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 combined with their basic components or with each other. or while performing the same or similar functions as described herein. , may be modified to suit particular local variations or requirements. Therefore, the scope of the present disclosure is not to be construed as limiting. The scope of the present invention should be established by the appended claims, not by the foregoing description. Therefore, all changes that come within the meaning and range of equivalency of the claims are intended to be embraced therein. Furthermore, individual elements of the claims are not necessarily routine or conventional in nature. Instead, the claims are directed to the unconventional inventions described in the specification. Directed towards concepts.

Claims

1. A railway wheel impact load detection test panel, a section of railroad track having first and second base rails; at least one auxiliary rail having a first end and a second end, the auxiliary rail positioned adjacent the field side of one of the base rails of the railway line such that the running surface of the auxiliary rail is elevated a predetermined increment relative to the running surface of the base rail; a sensor disposed on the bottom surface of the at least one auxiliary rail at a predetermined position; Including, The at least one auxiliary rail includes a height transition ramp disposed at each of the first and second ends. Detection test panel.

2. the first and second base rails are spaced apart by a defined gauge distance and supported on a ballast arrangement arranged on the ground surface; 10. The detection test panel of claim 1, wherein the section of railroad track is a selected portion of track located on a railroad right-of-way.

3. The at least one auxiliary rail is First and second auxiliary rails, first and second auxiliary rails, which are rails of predetermined lengths supported adjacent to their associated base rails so that their running surfaces are positioned 0.250 to 0.500 inches above the elevation of the adjacent base rails; the first and second ends of each auxiliary rail tapering downwardly so that the height of each first and second end is equal to the height of the adjacent primary rail; Including, 10. The detection test panel of claim 1, wherein the predetermined length of the first and second auxiliary rails is at least 80 feet.

4. 10. The detection test panel of claim 1, wherein the height of each auxiliary rail is 0.375 inches greater than the height of the adjacent base rail.

5. 10. The detection test panel of claim 1, wherein the height transition slope has a slope within a range of 1 in 20 to 1 in 200.

6. The sensor an optical strain gauge having a fiber optic sensing element housed in a weatherproof enclosure; an integral connector for coupling the optical strain gauge to external instrumentation; Including, 4. The detection test panel of claim 3, wherein said sensing elements have a sensitivity on said first and second auxiliary rails corresponding to a resolution of 1,000 pounds (1 kip) or less of load.

7. The external measurement is a housing supported by a tower along the railroad track; a processing system contained in the housing and connected to the integrated connector via a cable; Including, 7. The detection test panel of claim 6, wherein said processing system is controlled by program software stored in a non-volatile memory coupled to said processing system.

8. further comprising first and second guard rails disposed along and spaced a defined distance inward from each base rail; 10. The detection test panel of claim 1, wherein the defined distance is sufficient to allow free passage of a flange of a standard railroad wheel.

9. The sensor 10. The detection test panel of claim 1, providing an output including characteristic features of wheel tread defects indicative of one or more of rim failure, surface or subsurface fatigue, tread cracks, wheel skid marks, tread dents, and skid wear.

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