• 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 of measuring forces on rails and system that executes said method. The present invention relates to a method of measuring forces exerted on rails or the like as the cause of the passage of vehicles on said rails, to determine the values of different parameters and calculate coefficients or other variables, also referring to the system of devices that allows the taking of values, their registration, processing and sample of the resulting information, based on a measurement method that allows to directly measure the lateral force, in a more simplified way of installation with lower cost in necessary sensors, and with greater precision based on the configuration of said sensors and their individual assessment.
    公开号:ES2685119A1
    申请号:ES201700470
    申请日:2017-03-31
    公开日:2018-10-05
    发明作者:Iker Unai Arostegui Camacho
    申请人:Analisis Y Simulacion S L；Analisis Y Simulacion SL；
    IPC主号:
    专利说明:

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    DESCRIPTION
    METHOD OF MEASUREMENT OF FORCES ON RAILS AND SYSTEM THAT EXECUTES
    SAID METHOD
    The present invention relates to a method of measuring forces exerted on rails or the like as a cause of the passage of vehicles on said rails, to determine the values of different parameters and calculate coefficients or other variables, also referring to the system of devices that allows the taking of values, their registration, processing and sample of the resulting information.
    Background of the invention
    There are methods of measuring the stresses that are exerted on rails by the vehicles that circulate on them and, therefore, are part of the state of the art. These methods show the placement of multiple extensometric sensors (gauges) in certain configurations in order to obtain values of the rail compression, as well as the moment of flexion.
    The use of extensometric sensors allows the elongation of the sensor itself to be measured, which, when fixed to the rail in a specific position, measures the elongation of said rail. The combinations used in the known methods are made by combining pairs of extensiometric sensors placed on both sides of the rail and connected to each other forming a Wheatstone bridge, or half Wheatstone bridge, to directly measure the forces exerted on the rail.
    As indicated, in the known methods, several pairs of said gauges connected to each other must be placed in order to directly obtain the values of the measurements sought in said known configuration, such as, for example, pairs of parallel gauges, connected with pairs of parallel gauges. on the other side of the rail, as well as pairs of perpendicular gauges, connected with pairs of perpendicular gauges on the other side of the rail.
    Said configuration implies a need to use a larger number of strain gauges, one or more pairs of gauges to have a measurement channel, as well as the
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    the need to join said gauges on the side and side of the rail having to, in most cases, drill the rail, so that these methods are of considerable cost in devices and a cost of installation time, multiplying at the time of performing this measurement simultaneously at different points of rail sections.
    The use of Wheatstone bridges to measure lateral forces directly is also known but it is necessary to place several pairs of gauges connected between them, which in these methods are placed on the rail skates, which does not allow measures with the sufficient precision because the skate is much more rigid, with respect to the soul of the rail, and the electrical signal obtained is predictably of worse quality, with a greater influence of electrical noise and with a worse possibility of calibration. It is possible to indirectly obtain, by means of a finite element method calculation, an approximation of the lateral force, from known methods that measure moment of flexion and compression, but as indicated are approximate non-direct methods.
    Description of the invention
    With the method of measuring forces exerted on rails and the device system that executes said method of the invention, the aforementioned drawbacks are resolved, presenting other advantages that will be described.
    The present invention is based on a novel method of positioning and configuration of extensiometric sensors (gauges) on a rail or rails on which it is desired to obtain measurement values that allow to know, advantageously, directly the value of the lateral force, thus as well as the direct value of the vertical force, which the vehicles that circulate on these rails exert.
    The measurement method starts, as a first step, of placing the extensometric sensors in the rail core, so that two strain gauges are placed on each side of the rail core, thus having on each side an upper sensor and a lower one, preferably being as far from each other in the same vertical axis according to the geometry of the rail and sensor core, to obtain greater precision in measuring the values. This maximum distance between sensors will preferably be that corresponding to placing them each within the upper third and
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    lower third respectively of said vertical axis of the rail core, although other separations are possible. The sensors placed on the side and side of the rail are also placed in the same plane, symmetrically to those on the other side.
    The sensors support the rails in order to measure their elongation at the points where they have been placed. To make this joint joint, preferably, the welding of the metal substrate of the sensor to the rail is used, achieving comfort and speed of installation, as well as durability of the installation over time and robustness, all this with respect to the joint joint to the alternative rail possible of the sensors, which is the use of adhesives.
    Once the sensors are in solidarity at the indicated positions, they are connected separately to the recording means of the signals obtained from said sensors, thus having a measuring channel for each of the four sensors installed in the indicated locations . This novel configuration is based on the fact that, for each sensor having an individual measurement channel, no specific parameter values are obtained, unlike the prior art methods that used the connection between pairs of sensors side by side to have bridges Wheatstone and, thus, measure values of a specific force and be treated the whole set of pairs of sensors that forms the Wheatstone bridge as a measuring channel.
    In this way, the configuration of an independent measuring channel for each sensor does not measure a specific force in particular, such as traction-compression of the rail, bending or cutting, but the passage of the vehicle through the rail, produces a series of forces on said rail (lateral force, vertical force), which generates a certain elongation of each of the sensors, which is measured by the analog voltage signals coming from each of said sensors, these elongations being different for each force that is produced on the track and registered in the registration means associated with its determined position.
    Once the data of the elongation values of each of the four sensors are recorded individually, the method has a calculation system composed of a system of equations in which we can obtain all the desired parameters and, at least Q: vertical force, Y: lateral force, the equations being:
    IS = Kq * Q
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    51- S3 = K1 * IS * X + K2 * Y
    52- S4 = K3 * IS * X + K4 * Y
    Where do you have the constants:
    Kq = IS / Q
    K1 = (S1-S3) / (IS * Xcal); Y = 0 K2 = (S1-S3) / Y; Q = 0 K3 = (S2-S4) / (IS * Xcal); Y = 0 K4 = (S2-S4) / Y; Q = 0
    And so, finally the solutions:
    Q = IS / Kq
    Y = (K1 * (S2-S4) + K3 (S3-S1)) / (K4 * K1 -K2 * K3)
    Being:
    IS - is the sum of the values of the sensors measured in deformation units (strains).
    Q - is the vertical load that supports the measured path in units of force.
    Kq - is the coefficient that establishes the relationship between the load Q and the term sum of the deformation values measured by the sensors (IS).
    S1, S2, S3, S4 - is the strain value measured by the sensors.
    And - it is the lateral load that supports the track due to the contact between the wheel flange and the rail itself.
    X - distance at which the vertical load Q is measured from the center of the track. (Used in the calculation of k1 and k3).
    K1, K2 K3, K4 - constants that are obtained by relating applied stresses, application points and measurement of the sensors (obtained by calibration)
    Thus having the sufficient relationship between data and unknowns to be able to propose the previous system of equations and solve it, obtaining:
    - Each S that is the reading of the elongation that we would have in each sensor, caused by the decentralization of the vertical force and by the lateral force itself. This is evaluated in the cross section of the rail.
    - Ki (K1, K2 K3, K4) are previously obtained by calibration, that is, they are calculated
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    with a specimen to which a known vertical force is introduced at a known distance "X" from the vertical axis and a known lateral force.
    - Once the Ki is obtained, we already have a system with three equations and three unknowns (Q: vertical force, Y: lateral force, X: distance to the vertical axis)
    These calculations are carried out in a processing means of the software type that, once all these unknowns are resolved, allows to visualize and / or send, in addition to the results obtained by the processing means, at least one or more related calculations, which They need the results obtained from the vertical and lateral forces, such as:
    - Weighing of circulating trains at any passing speed (per wheel and axle);
    - Measurement of defects in the wheels of railway vehicles;
    - Measurement of the passing speed of circulating trains
    - Calculation of the angle of attack
    - Calculation of the Nadal criterion (derailment coefficient)
    For the execution of the indicated method we have a device system consisting of four extensometric sensors with individual connection to the recording means (individual measurement channel), where said connection can be physical or wireless, and having processing and visualization means of the results by the user, and / or of remote sending of said results to be able to be reviewed in any place that has access to the network that uses the means of processing, visualization and / or sending.
    In this way, we have a measurement method, which, through a more simplified installation method than the known ones, has a lower cost in installing the necessary sensors, since they are the necessary number of them to measure directly minimized, which do not have to be connected between them, which does not make it necessary to drill the rail, and therefore having a much lower cost of assembly. In addition, it allows to measure directly the lateral force, and on the soul of the rail, which allows to obtain a value with greater precision, and therefore allows to obtain associated calculations that could not be obtained with such precision and with such a reduced cost in the methods acquaintances
    Brief description of the figures
    For a better understanding of how much has been exposed, some drawings are attached in which,
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    schematically and only by way of non-limiting example, a practical case of embodiment is represented.
    Figure 1 is a cross-sectional view of the rail in the position of the extensometric sensors.
    Figure 2 is a side elevation view of the rail with the extensometric sensors installed.
    Figure 3 is a schematic view of the rail with the forces exerted by the train wheel on it.
    Figure 4 is a schematic view of the complete system Description of a preferred embodiment
    In the present preferred embodiment of the invention, the method of measuring forces exerted on rails is based on the direct measurement of lateral (Y) and vertical (Q) force exerted on a rail (11) by the passage of a vehicle (20) on it, as shown in Figure 3, in order to determine parameters that depend on said measurements such as:
    - Weighing of circulating trains at any passing speed (per wheel and axle);
    - Measurement of defects in the wheels of railway vehicles;
    - Measurement of the passing speed of circulating trains
    - Calculation of the angle of attack
    - Calculation of the Nadal criterion (derailment coefficient)
    The forces that occur in this regard in said passage of the vehicle on the rail are:
    Q- Vertical force N1- Normal force T1- Tangential force
    Y1- Friction Force (reaction to the Tangential)
    Q2- Vertical component of wheel-rail contact force
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    Y- Lateral force (horizontal component of the wheel-rail contact force)
    N2- Normal force of the wheel-rail contact force T2- Tangential force of the wheel-rail contact force
    NOTE: The result of the vector sum of N1 and T1 is the opposite (reaction) of the result of the vector sum of Q and Y1. The same with the subscript "2".
    The measurement method starts, as can be seen in Figures 1 and 2, of the joint connection of four extensometric sensors (12, 13, 14, 15) to the rail (11). The positioning of the sensors (12, 13, 14, 15) is carried out in such a way that on each side of the rail (11), in the core (16), two sensors are arranged, one upper (12, 14) and one lower ( 13, 15), each pair of sensors (12-13 and 14-15) being located on the same side and within the same vertical axis (V '). The sensors (12, 13, 14, 15) on the side and side of the rail (11) coincide in the same transverse plane being symmetrically placed from each other. The distance between the two sensors (12-13 and 14-15) on the same side allows for greater precision in taking the measurements to be performed, so that in the present embodiment the upper sensors (12, 14) within the upper section of the soul (16) of the rail (11), more specifically in its upper third, and placing the lower sensors (13, 15) within the lower section of the soul (16) of the rail, more specifically in its upper third. Alternatively, other separations are possible between the sensors on the same side (1213 and 14-15), affecting the accuracy of the measurement and therefore the calculation, the maximum possible distance between them being preferable.
    The joint solidarity of the sensors (12, 13, 14, 15) to the rail (11) is done by welding the metal substrate of said sensors (12, 13, 14, 15) directly to said rail (11), using in this case a spot welding, although other methods are possible. Also, and alternatively to the present embodiment, the solidarity connection can be carried out by means of the use of adhesives between sensors (12, 13, 14, 15) and rail (11).
    As shown in Figure 4, each of the sensors (12, 13, 14, 15) are individually connected to a recording device (17) that records the signals of the sensors when the vehicle passes (20 ) above the rail (11). With this configuration, there is that for each sensor (12, 13, 14, 15) there is an individual measuring channel, without there being a concrete force that they measure, if not that the elongation signals of each one are obtained (12, 13, 14, 15). In this way, and according to the configuration shown in Figure 1, we are measuring, in addition to the elongation value caused in the sensors (12, 13, 14, 15) by
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    the vertical force itself (Q), the elongation value of the sensors (12, 13, 14, 15) caused by the vertical force offset (Q) and by the lateral force itself (Y), which allows calculating the difference of moments in the section (S) that form the upper sensors (12-14) with respect to that of the section (I) of the lower sensors (13-15), which is what is ultimately calculated in the system of equations described in the present invention. The moment that causes the vertical force offset (Q) in the sensors is the same in both sections, but the moment that causes the lateral force (¥ 2 Y) is different in both sections, so that difference allows us calculate the lateral force (Y) produced by the train, without interference from the vertical force offset (Q). For this reason, by measuring in this method this difference between moments of the two sections indicated (S, I), the greater the separation between them, the greater the difference in moments and the better measurement will be obtained.
    Once these measurement values are obtained, registered in the recording equipment (17) to which the sensors (12, 13, 14, 15) are connected by wiring, although alternatively wireless communication means could be used, these values are passed to the processing means (18) which, in the present embodiment are formed by a computer with a calculation software, where a calculation system with a system of equations is established:
    IS = Kq * Q
    S 1-S3 = K 1 * IS * X + K2 * Y S2-S4 = K3 * IS * X + K4 * Y
    Where do you have the constants:
    Kq = ZS / Q
    K1 = (S1-S3) / (IS * Xcal); Y = 0 K2 = (S1-S3) / Y; Q = 0 K3 = (S2-S4) / (IS * Xcal); Y = 0 K4 = (S2-S4) / Y; Q = 0
    And so, finally the solutions:
    Q = ZS / Kq
    Y = (K1 * (S2-S4) + K3 (S3-S1)) / (K4 * K1 -K2 * K3)
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    Being:
    IS - is the sum of the sensor values (12, 13, 14, 15) measured in deformation units (strains).
    Q - is the vertical load that supports the rail (11) measured in units of force.
    Kq - is the coefficient that establishes the relationship between the load Q and the term sum of the deformation values measured by the sensors (IS) (12, 13, 14, 15).
    S1, S2, S3, S4 - is the strain value measured by the sensors (12, 13, 14, 15).
    And - it is the lateral load that supports the rail (11) due to the contact between the wheel flange of the vehicle (20) and the rail itself (11).
    X - distance at which the vertical load Q is measured from the center of the rail (11). (Used in the calculation of k1 and k3).
    K1, K2 K3, K4 - constants obtained by relating applied stresses, application points and sensor measurements (12, 13, 14, 15) (obtained by calibration)
    Thus having the sufficient relationship between data and unknowns to be able to propose the previous system of equations and solve it, obtaining:
    - Each S that is the reading of the elongation that we would have in each sensor (12, 13, 14, 15), caused by the decentralization of the vertical force (Q) and by the lateral force itself (Y). This is evaluated in the cross section (S, I) of the rail (11).
    - The Ki (K1, K2 K3, K4) are previously obtained by calibration, that is, they are calculated with a specimen to which a known vertical force is introduced at a known distance "X" from the vertical axis and a known lateral force.
    - Once the Ki is obtained, we already have a system with three equations and three unknowns (Q: vertical force, Y: lateral force, X: distance to the vertical axis)
    These processing means (18), once all these unknowns have been resolved, allows the data to be sent via a telematic network to remote viewing means (19). In addition to these results of the lateral (Y) and vertical (Q) forces obtained by the processing means following the system of equations indicated, and from precisely these, thanks to the precision with which the present method obtains them, the means Processing (18) generate related calculations, such as:
    - Weighing of circulating trains at any passing speed (per wheel and axle):
    The value of the weight of the circulating trains coincides with the value of vertical force (Q)
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    calculated using the equations indicated above
    - Measurement of defects in the wheels of railway vehicles
    From the signals obtained in the four sensors (12, 13, 14, 15), a calculation algorithm crosses these signals and determines the existence of small distortions in the waveform of the signal, with respect to the signal that would be expected if there were no wheel defects. This allows detecting the existence of defects and their magnitude. In order to cover the measurement of the entire perimeter of the wheel, it may be necessary to place more sets of sensors every certain distance range.
    - If the system is placed on a curve, calculation of the Nadal criterion (derailment coefficient)
    The derail coefficient value is calculated by dividing the value of the horizontal force (Y) by the value of the vertical force (Q).
    Coef derailment = Y / Q
    Other parameters can be calculated, such as the vehicle speed (20) or the angle of entry, but it would be necessary to use another group of sensors.
    The measurement system (10) that executes the measurement method is formed, in the present embodiment, by four extensometric sensors (12, 13, 14, 15) joined in a rail (11), as specified in the method, with individual connection of each sensor (12, 13, 14, 15) to the recording means (17), where said connection in this case is by means of wiring, and having processing means (18) that send so wireless by telematic networks, Internet, the results of the calculations made to a visualization means (19) to be able to be reviewed in any place that has access to the network.
    Although reference has been made to a specific embodiment of the invention, it is evident to one skilled in the art that the method of measuring forces exerted on rails and the system of devices that executes it described is susceptible to numerous variations and modifications , and that all the mentioned details can be replaced by other technically equivalent ones, without departing from the scope of protection defined by the appended claims.
    权利要求:
    Claims (11)
    [1]
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    1. - METHOD OF MEASUREMENT OF EXERCISE FORCES ON RAILS of which they install extensometric sensors in the rail for the collection of values of the forces exerted by a vehicle when passing through said rail, in a recording equipment and / or processed to perform calculations associated to said values characterized in that said method measures the lateral force directly, as well as the vertical force, starting from the placement of the extensometric sensors in the rail core, so that two extensometric sensors are placed in each of the sides of the rail core, thus having on each side an upper and a lower sensor, separated on the same vertical axis; where said sensors join the rail in said positions, proceeding to the connection of each of the sensors separately to means of recording the signals obtained from said sensors, thus having a measuring channel for each of the four sensors installed in the indicated locations, having each sensor measure the elongation caused by the forces generated by the train on the track, these elongations being different for each force produced on the track; where once the measurements are obtained, the calculations of the system of equations are carried out in a processing means and shown to the user through means of visualization and / or sending,
    [2]
    2. - METHOD OF MEASUREMENT OF EXERCISE FORCES ON RAILS according to claim 1, characterized in that the method measures, in addition to the value of the elongation caused in the sensors (12, 13, 14, 15) by the vertical force itself ( Q), the value of the elongation of the sensors (12, 13, 14, 15) caused by the decentralization of the vertical force (Q) and by the lateral force itself (Y), which allows calculating by means of a system of equations the difference of moments in the section formed by the upper sensors with respect to the section of the lower sensors.
    [3]
    3. - METHOD OF MEASURING EXERCISE FORCES ON RAILS according to claim 1, characterized in that the two extensometric sensors on each side of the rail core are installed within the upper third and the lower third respectively, of the section vertical of the rail core.
    [4]
    4. - METHOD OF MEASUREMENT OF EXERCISE FORCES ON RAILS according to claim 1a, characterized in that the extensometric sensors are joined to the rail in a solidary manner by welding the metal substrate of the sensor to the rail.
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    [5]
    5. - METHOD OF MEASUREMENT OF EXERCISED FORCES ON RAILS according to claim 1, characterized in that the extensometric sensors are joined to the rail in a solidary manner by means of an adhesive layer between the sensor and the rail.
    [6]
    6. - METHOD OF MEASUREMENT OF EXERCISED FORCES ON RAILS according to claims ia and 2a, characterized in that the processing means include using the following formulas as a calculation of at least the parameters corresponding to Q: vertical force, Y: lateral force , the calculation equations being:
    IS = Kq * Q
    S 1-S3 = K 1 * IS * X + K2 * Y S2-S4 = K3 * IS * X + K4 * Y
    [7]
    7. - METHOD OF MEASUREMENT OF EXERCISE FORCES ON RAILS according to claim 6a, characterized in that the processing means use:
    - for each S that is the reading of the elongation that we would have in each sensor, caused by the decentralization of the vertical force and by the lateral force itself, being evaluated in the cross section of the rail; Y
    - for Ki (K1, K2 K3, K4) the values previously obtained by calibration are used;
    [8]
    8. - METHOD OF MEASUREMENT OF EXERCISED FORCES ON RAILS according to claims ia and 6 a, characterized in that the measurement method allows visualizing and / or sending, in addition to the results obtained by the processing means, at least one or more related calculations, which need the results obtained from the vertical and lateral forces, such as:
    - Weighing of circulating trains at any passing speed (per wheel and axle);
    - Measurement of defects in the wheels of railway vehicles;
    - Measurement of the passing speed of circulating trains
    - Calculation of the angle of attack
    - Calculation of the Nadal criterion (derailment coefficient)
    [9]
    9. - DEVICE SYSTEM of those who execute a method as described in the preceding claims, characterized in that the device system formed by four extensometric sensors with individual connection to the recording means,
    having an individual measurement channel for each of them, having some means of processing and viewing and / or sending the results.
    [10]
    10. - DEVICE SYSTEM according to claim 9a, characterized in
    5 that the connection of the sensors to the recording media is physical by wiring,
    [11]
    11. - DEVICE SYSTEM according to claim 9a, characterized in
    that the connection of the sensors to the recording media is wireless,
    10. 12. DEVICE SYSTEM according to claim 9a, characterized in
    that the processing and visualization and / or sending means have a remote connection to the user.
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    ES201700470A|ES2685119B1|2017-03-31|2017-03-31|Method of measuring forces on rails and system executing said method|ES201700470A| ES2685119B1|2017-03-31|2017-03-31|Method of measuring forces on rails and system executing said method|
    EP18164111.9A| EP3382361A1|2017-03-31|2018-03-27|Measurement method of forces on rails and system that executes said method|
    US15/940,000| US10393617B2|2017-03-31|2018-03-29|Measurement method of forces on rails and system that executes said method|
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