• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    METHOD AND INSTRUMENTATION FOR DETECTING DEFECTS IN TRACKS, IN PARTICULAR DEFECTS IN TOP OF TRACKS. The present invention relates to the method and instrumentation for the detection of rail defects, in particular defects in the upper part of rails, in a railway line by measuring a signal of the acceleration of the axle box of a railway vehicle, in which a signal of the longitudinal acceleration of the axle box is used as a measure to detect the occurrence of said defects in the rail, in particular the defects in the upper part of the rail. The method also includes measuring a vertical acceleration signal from the axle box of said rail vehicle, whereby the acceleration signal from the axle box is used in combination and simultaneously with said vertical signal from the axle box acceleration. longitudinal. It is further preferred that the longitudinal axle acceleration signal, a signal part that is related to the vibrations of the rail vehicle's wheel set, including the axle and bearing housing (3), and that the acceleration signals of the axle box are filtered (...).
    公开号:BR112012008135B1
    申请号:R112012008135-7
    申请日:2010-07-29
    公开日:2020-10-20
    发明作者:Zilli Li；Marija Molodova
    申请人:Technische Universiteit Delft；
    IPC主号:
    专利说明:

    The present invention relates to a method for the detection of defects in rails, in particular defects in the top of rails (rail top defects), in a railroad rail, by measuring a signal of acceleration of axle box of a rail vehicle.
    Rail defects, in particular defects in the upper part of branches, as referred to in this document, are short vertical geometric deviations that can cause an impact between the railroad tracks and the rolling wheels of a railway vehicle. Aspects such as recesses, differential wear and differential plastic deformation, non-homogeneous rail material and a faulty manufacturing process of the rails can contribute to this problem. Unless repaired, a defect in the top of a light rail or shaft will grow to a moderate defect and subsequently to a severe defect. A rail fracture and damage to its fixation, to the rail chocks, sleepers and ballast can also finally occur, if no corrective measures are taken. From the point of view of railroad operation, safety and availability, rail defects, in particular defects in the upper part of rails, should be detected and removed at the first possible time, in order to avoid their future development in more serious defects in rails .
    Most commonly, rail and shaft defects in particular are detected by human inspection or by an ultrasound technique. For human inspection, inspectors walk along the track to find defects in the track, or alternatively, an inspection photo or a video recording of the tracks. In any case, the human naked eye is necessary to carry out the inspection. The ultrasound inspection technique is applicable only when the cracks are deeper than approximately 7 mm, in order to allow the ultrasonic technique to be used for reliable detection of these cracks.
    It has also been proposed to use eddy current technology for the detection of defects in the upper part of rails, and even the use of acoustic detection has been proposed, although the latter technique is only applicable for the detection of defects in the upper part of severe rails, the which emit a detectable noise with impact.
    In the article 'A measurement for quick rail inspection and effective track maintenance strategy' published in Mechanical Systems and Signal Processing 21 (2007), pages 1242-1254, by M. Boccilione et al., An instrument for measuring acceleration of lateral and vertical axle box of a railway vehicle is proposed, which is usable for detecting de-done on a railway rail.
    The measured vertical axle box acceleration of a railroad vehicle, as it is known from that article, is usable for the detection of a defect in the top of severe rails. Axle-box accelerations measured in a top rail defect are basically vibrations derived from three sources, namely:
    1. Vertical vibrations of the rail, including those of the rail, of rail chocks, fixing, sleepers, ballast, etc.
    2. Vertical deformation and relative movement of the wheel and rail in the defect, and
    3. Diagrammatic view of the wheel assembly, including everything from the bearing and axle housing.
    The vibration source number 2 mentioned above, which is the vertical deformation and a relative movement of the wheel and the rail in the defect, is the signal that is of interest. For various rail defects, in particular defects in the upper part of rails, vibration sources 1 and 2 are relatively strong. However, these sources can be distinguished because of their different frequency characteristics. For less severe rail defects, the vibration signals become less strong, and the number 3 vibration source can become relatively more dominant than other vibration sources. Both aspects contribute to the deterioration of the signal-to-noise ratio making it difficult to detect defects in light or moderate tracks, in particular defects in the upper part of tracks.
    EP-A-1 593 572 shows a method for identifying locations along a rail in which the wheel of a railway vehicle is subjected to the rail along which the vehicle is traveling at longitudinal forces, comprising the measurement of a signal acceleration of a rail vehicle wheel, in which a longitudinal acceleration signal is used in combination and simultaneously with a vertical acceleration signal.
    It is an objective of the invention to provide a method for the detection of rail defects, in particular defects in the upper part of rails, in a rail track, whereby an accurate and reliable location of these rail defects can be performed.
    In order to suit the purpose of the invention and to realize additional advantages, as will be evident from this point on, the method for detecting defects in rail, in particular defects in the upper part of rails, according to invention, is characterized by one or more of the appended claims.
    The method for detecting defects in (billet of) rail on a rail track according to the invention is characterized by the fact that the longitudinal shaft acceleration signal is used for the removal of said shaft acceleration signal vertical part of a signal that refers to vibrations of the rail vehicle wheel assembly, including the bearing and axle box.
    Compared with the vertical axis gearbox acceleration signal, the longitudinal gearbox acceleration signal is relatively high in intensity, and moreover, this longitudinal signal is a relatively undisturbed signal with a favorable signal-to-noise ratio . The longitudinal axle box acceleration signal is used in combination and simultaneously with the measured vertical axle box acceleration signal, in order to subtract from the last signal the part of the signal that refers to the vibration of the wheel assembly, including also those of the bearing and the axle box. Due to the different frequency characteristics mentioned above, the signal of interest of vibration with respect to deformation and the relative movement of the wheel and rail in the defect can be separated from the vertical vibrations of the rail. According to the invention, therefore, it is proposed that the longitudinal axle box acceleration signal be used to remove said vertical axle box acceleration signal from the signal portion that refers to vehicle wheel assembly vibrations. rail, including the bearing and the axle box.
    Still, from the above, it will be clear that, according to the invention, it is preferred that the axle box acceleration signals are filtered to remove signal parts contributed by rail vibrations, including the rail, rail and fixing wedges, sleepers and ballast.
    Still, it will be clear that, in order to be able to execute the method of the invention, an instrumentation is required for the measurement of the axle box acceleration of a railway vehicle, comprising at least one accelerometer that is known to you and is provided in the said rail vehicle. This accelerometer is to be mounted for at least the detection of shaft acceleration in the longitudinal direction, that is, in the direction of the railroad track. It will be clear that the accelerometer's actual measurement direction may deviate a few degrees from the exact longitudinal direction. A suitable type of accelerometer to be used for this purpose is the light weight piezoaccelerometer of the Megevitt Endevco Model 7259B.
    Some measurement results with the application of the instrumentation according to the invention are shown in the drawings of figures 1 and 2, respectively.
    In the drawings: - figure 1 shows the acceleration signal of a vertical axis box according to the prior art; figure 2 shows the acceleration signal of a longitudinal axis box according to the invention; and - figure 3 provides a schematic representation of an instrumentation system for the measurement of axle box acceleration of a railway vehicle.
    In both figures, the signs of acceleration of the axle box are shown representing irregularities measured on rail in a commercial rail. In both figures, the abscissa is the position in kilometers along the rail, and the ordinate is the measured acceleration signal.
    In comparison, Figures 1 and 2 show that the longitudinal axis box acceleration signal is more sensitive than the vertical axis box acceleration signal. For example, there are two clear peaks in the longitudinal axis box acceleration signal (figure 2), whose smaller peak, however, is difficult to distinguish in the signal representing the vertical axis box acceleration (figure 1).
    Turning now to figure 3, a schematic representation is shown of a track 1 whose defects in the track, in particular the defects in the upper part of the tracks, are to be measured and located. One of these defects is represented schematically by reference number 13. The measurement of this defect 13 is performed by using a rail vehicle having at least one axle box 3, which provides a bearing for a rail wheel 2. The axle box 3 it is provided with a vertical ace-lerometer 4 and a longitudinal accelerometer 5.
    The vertical accelerometer 4 provides a vertical acceleration signal, as represented by graph 6, which is comparable with what figure 1 shows.
    The longitudinal accelerometer 5 provides a longitudinal acceleration signal as represented by graph 7, which is comparable with that shown in figure 2.
    The acceleration signals 6, 7 are acquired in a data acquisition process by a data recorder 8. The data recorder 8 concurrently monitors the speed of the railway vehicle by applying a tachometer 9, whereas the data recorder 8 data 8 also registers the position data acquired by the GPS system 10.
    With an emitter 11 which is optional, data can be transferred to a computer system 12, in which data processing and diagnosis can be performed, in order to analyze the nature of the rail defects and their location along the rail track 1.
    权利要求:
    Claims (2)
    [0001]
    1. Method for detecting rail defects, in particular defects in rail tracks, in particular defects in the upper part of rails, on a rail track, by measuring an acceleration signal 5 from the axle box of a rail vehicle , in which a longitudinal signal of the acceleration of the axle box is used in combination and simultaneously with a vertical signal of acceleration of the axle box as a measure to detect the occurrence of defects of said rails, in particular defects in the upper part of rails , characterized by the fact that said longitudinal signal of acceleration of the axle box is used to remove from said vertical signal of acceleration of the axle box a part of signal that is related to the vibrations of the wheel set of the rail vehicle, including the housing and axle.
    [0002]
    2. Method according to claim 1, characterized by the fact that the axle box acceleration signals are filtered to remove signal parts contributed by railroad vibrations, including the rail, rail chocks, sleepers, and ballast.
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    同族专利:
    公开号 | 公开日
    EP2464555A1|2012-06-20|
    PL2464555T3|2015-04-30|
    AU2010283066A1|2012-03-08|
    CN102548828B|2015-05-27|
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    WO2011019273A1|2011-02-17|
    ES2523350T3|2014-11-25|
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    KR20120044378A|2012-05-07|
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    CA2771003C|2017-08-29|
    EP2464555B1|2014-09-10|
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    法律状态:
    2019-01-15| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-10-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-07-28| B09A| Decision: intention to grant|
    2020-10-20| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 20/10/2020, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    NL2003351|2009-08-13|
    NL2003351A|NL2003351C2|2009-08-13|2009-08-13|Method and instumentation for detection of rail top defects.|
    PCT/NL2010/050487|WO2011019273A1|2009-08-13|2010-07-29|Method and instrumentation for detection of rail defects, in particular rail top defects|
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