• 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:
    The exciter consists of a servohydraulic actuator attached to a railroad car designed for this purpose to be able to transport it through the tracks or to a tire vehicle (towed or self-propelled). The actuator generates force by moving a reaction mass of variable weight guided by linear bearings. It has hydraulic equipment that allows the direct transmission of vibrations to the infrastructure, independently of the rolling equipment of the car or the tire vehicle, through false wheels. The movement of the actuator piston is controlled by a programmable computer system that allows the actuator to introduce general forces on a bridge that do not exceed the maximum permissible displacement of the piston: harmonic, impulsive and transient forces. The equipment is equipped with the necessary load control elements. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2730425A1
    申请号:ES201800121
    申请日:2018-05-09
    公开日:2019-11-11
    发明作者:Romero Pedro Museros；Sanguino Manuel Cuadrado；Paul Ibanez
    申请人:Fundacion Caminos De Hierro Para La Investig Y La Ingenieria Ferroviaria；Inse Rail S L；Telefonos Lineas Y Centrales S A；
    IPC主号:
    专利说明:

    [0001]
    [0002] Exciter system to induce vibrations on railway bridges.
    [0003]
    [0004] Industrial Field of Application
    [0005]
    [0006] The present invention relates to a dynamic exciter of transportable railway bridges, capable of exerting high and modular forces according to the type of bridge, preferably mounted on a car designed specifically for such use that, by means of a vertical hydraulic actuator, allows the generation of vibrations of intensity, frequency and waveform variable and controlled to the structure.
    [0007]
    [0008] State of the art
    [0009]
    [0010] There are two main situations in which the dynamic behavior of a railway bridge is essential to assess its safety and functionality.
    [0011]
    [0012] The first of these is the commissioning of a new work, subject to high-speed traffic (V> 200 km / h), capable of generating harmful vibrations in the structure if they are not properly taken into account. The structural calculation during the project phase is carried out on certain hypotheses related to the properties of the bridge and its materials, which are frequently verified for safety by load test (prior to the reception of the work). Particularly in Spain, this verification is mandatory according to the Instruction on technical inspections in railway bridges (ITPF-05).
    [0013]
    [0014] The second situation is due to the increase in loads and / or speeds of passage over an existing bridge. When a heavier or faster rail traffic circulates, the structure may not be prepared to withstand the highest vibration levels. In this case, load tests are again necessary to verify the dynamic properties and evaluate the actual bearing capacity of the bridge. If such capacity is not sufficient, its reconditioning or replacement is necessary, with the high costs derived from it. The interest of infrastructure management entities in this regard is considerable, given the continuous improvement of rolling stock and the growing demands of transport.
    [0015]
    [0016] Given the importance of dynamic behavior in both scenarios, some of the inventors of this application have already developed a previous utility model based on counter-rotating masses (reference U 201200785), in order to measure reliably:
    [0017]
    [0018] - Frequencies and modal forms
    [0019]
    [0020] - Damping rates in different vibration modes
    [0021]
    [0022] In particular, to measure the actual damping, similar vibrations of the structure in intensity and duration to the passage of a railroad are required, since this can generate a non-linear response that makes methods based on environmental vibrations unreliable (eg wind ) or small manually transportable exciters. The passage of the heavy axes of the railroad opens / closes fissures and microcracks, mobilizes friction in the ballast, and the latter with the track, deforms to a greater extent the supports, etc., these complex phenomena being responsible for non-linearity. In this sense, tests based on the registration of free vibration after the passage of convoys have been used regularly, but their short duration and the fact that they do not excite all vibration modes do not allow a complete characterization of the structure.
    [0023] Thus, due to the limitations of environmental vibration methods, with manually transportable excitators, or based on free vibrations, the utility model U201200785 was developed. However, its practical utility is limited by two aspects: (I) the wide range of frequencies of interest, ranging from very low values close to 2 ± 3 Hz, to exceed 30 Hz. Factor 15 between the highest and lower frequency means that, in order to introduce a force of constant amplitude throughout the range, it is necessary to increase the eccentricity of the counter-rotating apparatus by a factor 152 = 225, which creates serious practical inconveniences that force well to place several counter-rotating engines in the car. narrower eccentricity range, either create an automatic system of eccentricity variation that is complex and expensive. Otherwise, manual modification of the eccentricity would make the test unfeasible due to its long duration. (II) The impossibility of using excitation functions that are not purely harmonic. This prevents characterization of the structure before other types of loads, for example of impulsive type, which are important because they are representative of the passage of railway axes at high speed, and therefore are of great interest in high-speed lines.
    [0024]
    [0025] To solve both difficulties, and provide the device with the necessary functionality, it is therefore necessary to design an exciter based on an actuator more versatile than the counter-rotating.
    [0026]
    [0027] The Korean patent with reference number KR101388079B1 describes a machine that has a certain relationship, since it uses a piston-type actuator. However, its design is also not suitable for testing rail bridges for the following reasons:
    [0028]
    [0029] The machine described in patent KR101388079B1 is prepared to generate vibrations in the railroad track, but not being located on a bridge or viaduct, but on the track on embankment. The fundamental difference lies in the fact that the movement of the base of the machine on the embankment road will be essentially vertical, with very limited rotation, but in the case of a bridge the situation is clearly different.
    [0030]
    [0031] Patent KR101388079B1 allows the placement of vibrating masses in the form of discs, which hang as a pendulum of the actuator. But if such equipment were to be used on a bridge and the apparatus were placed at any point in the structure where the movement was not purely vertical, the hanging masses would oscillate laterally damaging the actuator. A typical case would be a double-track bridge: placing the machine in one of the two tracks, in the center of a span. In that case the torsion oscillation would cause the lateral balancing of the masses, especially taking into account their remarkable elevation with respect to the rail plane. Something similar would happen even in single-track bridges, if it were not used exclusively in a vain center or if there was a deviation.
    [0032]
    [0033] The invention described in the KR101388079B1 patent also presents an additional problem, since it is not prepared to be transported long distances by the track by having only a few small wheels, suitable only for short journeys.
    [0034]
    [0035] On the other hand, the action of a train on a bridge has a considerable pseudo-static component because the loads always act downwards, and it is also frequent (depending on the light of the bridge) that there is one or more loads on the structure. This causes that the vertical displacement of the bridge to the passage of the train is similar to that of figure 3.
    [0036]
    [0037] This effect is of singular importance on the bridges. Figure 3 shows the passage of a TGV over a span of 20 meters at 180 km / h. There is a clear component of average value, indicated by the horizontal line (pseudo-static value equal to 0.8 mm), and that causes the bridge to move away from its initial configuration (only deformed by its own weight) when entering the loads From there the oscillation is created, which could even have a resonant character in speed function: the characteristics of the response will be affected by the pseudo-static value from which they start, since this determines the degree of opening of the cracks and microcracks, as well as the work of the supports at full load and greater friction mobilization in the ballast layer.
    [0038]
    [0039] To reproduce an effect of this type, and to be able to apply at the same time intense dynamic forces with an exciter, it is necessary to be able to ballast it with a variable weight and that it adapts to each bridge in a simple way, characteristic that is collected by the machine that here patent is requested.
    [0040]
    [0041] Finally, another novel aspect when using a hydraulic actuator instead of a counter-rotating one as in the previous model U 201200785, is the possibility of installing a load cell between the actuator piston itself and the carriage frame, in order to have a direct measurement of the force exerted that serves as a contrast and calibration for those obtained by the sensors arranged on the false wheels, thereby achieving a redundant measurement that will detect possible discrepancies and improve the reliability of the apparatus.
    [0042]
    [0043] In summary, in the field of exciter systems for railway infrastructures, there is currently no one suitable for railway bridges that is capable of introducing forces of a general type, with adjustable static component and adequately withstand lateral and torsional oscillations of the bridge . The utility model U201200785 can only produce harmonic but not impulsive or transient general forces and, given the wide range of frequencies of interest, it is necessary to vary the eccentricity of the machine in a 255: 1 ratio that makes both its construction and operation complex . On the other hand, the Korean patent KR101388079B1 cannot also be used since it would deteriorate due to the lateral / torsional oscillation of the bridge, requiring an actuator with the masses guided by linear bearings.
    [0044]
    [0045] In addition, the apparatus of Korean origin is not prepared to ballast, nor to be transported long distances by rail, which makes its use in real railway bridges quite impractical. These types of structures, due to their different lengths and stiffnesses, need an additional adjustable static force, which must be controlled by suitable ballasts for each bridge. In addition, in certain situations it may be appropriate for dynamic tests to be carried out prior to the installation of the track to verify the structural characteristics of a new work. Consequently, in the present invention, it is also relevant to propose an embodiment such that the apparatus can move in a wheeled vehicle to the structure.
    [0046]
    [0047] Brief Description of the Invention
    [0048]
    [0049] The exciter consists of a servohydraulic actuator attached to a railway car designed for this purpose to be able to transport it through the tracks. The exciter can also be attached to a tire vehicle (towed or self-propelled), suitable for driving on the road or on a rail or road track. The actuator generates force by moving a reaction mass of variable weight guided by linear bearings.
    [0050]
    [0051] The value of the reaction mass will depend on the type of infrastructure to be analyzed by the application of the exciter, taking into account the load requirements for the excitation. The engine design will adapt to these needs.
    [0052]
    [0053] Additionally, it will have hydraulic equipment that allows the direct transmission of vibrations to the infrastructure, independently of the rolling equipment of the car or the tire vehicle, through false wheels. This is necessary to avoid wear on the rolling elements and to avoid loss of excitation energy in the elements. of suspension of the car or vehicle (suspension dampers). The wagon or vehicle will accept a variable weight ballast in order to exert varying forces of different intensity, without loss of contact with the rails or the structure and being able to reproduce the pseudostatic effect.
    [0054]
    [0055] The movement of the actuator piston will be controlled by a computer system programmed for this purpose, which allows the actuator to introduce general forces on a bridge, such that they do not exceed the maximum permissible displacement of the piston: harmonic, impulsive and transient forces.
    [0056]
    [0057] Finally, the equipment will be equipped with the necessary load control elements to know at all times the force actually transmitted to the infrastructure, by means of a sensor located between the actuator and the wagon and additional sensors on the false wheels. These sensors on the false wheels will also measure the vibratory movement of the bridge in order to know its response using the least possible number of external sensors.
    [0058]
    [0059] Brief description of the figures
    [0060]
    [0061] Next, a series of drawings that help to better understand the invention are described very briefly, some of which are expressly related to embodiments of said invention that are presented as non-limiting examples thereof.
    [0062]
    [0063] Figure 1 shows the components that make up the invention corresponding to claim 1a and derived therefrom, associated with a first embodiment, where it is observed: a railway carriage; hydraulic actuator; actuator piston or piston; reaction mass of variable weight; linear bearings; frame; adjustable ballasts; global sensor for measuring force between actuator and wagon; hydraulic power transmission system to the track over the bridge; false wheels; Force and vibration measurement sensors on the false wheels.
    [0064] Figure 2 shows the components that make up the invention corresponding to claim 2a and derived therefrom, associated with a second embodiment, where it is observed: a vehicle of tires, towed or self-propelled; hydraulic actuator; actuator piston or piston; reaction mass of variable weight; linear bearings; frame; adjustable ballasts; global sensor for measuring force between actuator and vehicle tires; hydraulic force transmission system to the bridge structure; false wheels; Force and vibration measurement sensors on the false wheels.
    [0065]
    [0066] Figure 3 shows the response (deflection in vain center) of an isostatic bridge of 20 meters of light before the passage of a TGV type train, running at 180 km / h, where the graph of the deflection is observed as a function of time (oscillating curve) and the average pseudo-static value of it (horizontal line) whose effect must be reproduced by the weight of a wagon or vehicle supplemented by ballast if necessary.
    [0067]
    [0068] Modes of realization
    [0069]
    [0070] The preferred embodiment is shown in Figure 1, where a railway car (5) houses a frame (4) integral with it, on which a reaction mass (2) adjustable in guided weight can be slid vertically and by Linear bearings (3) of very low friction. The reaction mass (2) is driven with a piston or piston (7) that is part of the hydraulic actuator (1), the movement of the piston controlled by adhoc software and hardware, with the functionalities necessary to produce load-type functions In general, such that they do not exceed the maximum permissible displacement of the piston: harmonic, impulsive and transient forces.
    [0071] The precise measurement of the load function is essential, so a new double device is proposed, consisting of a first global sensor (8), located between the actuator (1) and the car (5), and additional sensors (11 ) that directly measure the concrete force transmitted at each point of contact of the machine with the train track located on the bridge.
    [0072] This double device allows to detect discrepancies and therefore increases the quality and reliability of the measurement. The direct measurement of the forces exerted on the track allows maintenance operations to be carried out without the need to neglect it, thereby saving considerable time and costs. The contact between the car and the track is made by means of false wheels (10), which are put in contact with the rails by means of hydraulic actuators (9) capable of blocking the vertical movement, while also blocking the wagon suspension systems so that they do not oscillate during the movement. The sensors (11) located on the false wheels also measure the vibratory movement of the bridge in order to know its response using the smallest possible number of external sensors.
    [0073]
    [0074] The pseudo-static effect of the weight of a train, shown in Figure 3, is reproduced by the car's own weight (5), which may need to be weighed depending on the bridge, its light and its rigidity. For this purpose the wagon (5) is arranged with the possibility of incorporating additional ballast (6), until the necessary weight is reached.
    [0075]
    [0076] A second embodiment is shown in Figure 2, where in this case it is a tire vehicle (12) that houses the frame (4) integral therewith, on which a reaction mass (2) can slide vertically ) Adjustable in weight and guided by linear bearings (3) of very low friction. The vehicle can be either towed or self-propelled, as appropriate. This type of vehicle gives the possibility of transporting the system to the bridge by the railroad track, prior to the installation of the track, to perform reception tests or other tests. Likewise, due to its configuration, it allows you to test road bridges if necessary.
    [0077]
    [0078] The reaction mass (2) is driven with a piston or piston (7) that is part of the hydraulic actuator (1), the movement of the piston controlled by adhoc software and hardware, with the functionalities necessary to produce load-type functions In general, such that they do not exceed the maximum permissible displacement of the piston: harmonic, impulsive and transient forces.
    [0079]
    [0080] As in the first embodiment, the precise measurement of the load function is essential, so a new double device is proposed, consisting of a first global sensor (8), located between the actuator (1) and the vehicle tires (12), and additional sensors (11) that directly measure the concrete force transmitted at each point of contact of the machine with the bridge board on which it is placed. This double device allows to detect discrepancies and therefore increases the quality and reliability of the measurement. The contact between the tire vehicle and the bridge is carried out by means of false wheels (10), which are put in contact with the dashboard by means of hydraulic actuators (9) capable of blocking the vertical movement, while also suspending the suspension systems. of the vehicle of tires so that they do not oscillate during the movement. The sensors (11) located on the false wheels also measure the vibratory movement of the bridge in order to know its response using the smallest possible number of external sensors.
    [0081]
    [0082] The pseudo-static effect of the weight of a train, shown in Figure 3, is reproduced by the weight of the tire vehicle (12), which may need to be weighed depending on the bridge, its light and its rigidity. For this purpose, the tire vehicle (12) is arranged with the possibility of incorporating additional ballast (6), until the necessary weight is reached.
    权利要求:
    Claims (9)
    [1]
    1. - Exciter system to induce vibrations in railway bridges based on harmonic forces, transportable long distances by rail and capable of making dynamic tests prior to the installation of the track, characterized by inducing vibrations based on harmonic, impulsive and transient forces and being simultaneously transportable long distances by rail, being constituted by a vertical hydraulic actuator (1) and a reaction mass of variable weight (2) guided vertically by linear bearings (3) that prevent any horizontal movement of said mass with respect to the frame ( 4), which is mounted jointly on a railway car (5) designed for this purpose, which can also accept a variable weight ballast (6) in order to exert variable forces of different intensity without loss of contact with the rails.
    [2]
    2. - Exciter system to induce vibrations in railway bridges based on harmonic forces, transportable long distances by rail and capable of making dynamic tests prior to the installation of the track, characterized by inducing vibrations based on harmonic, impulsive and transient forces and be simultaneously transportable long distances by road and road, being constituted by a vertical hydraulic actuator (1) and a reaction mass of variable weight (2) guided vertically by linear bearings (3) that prevent any horizontal movement of said mass with respect to the frame (4), which is mounted jointly on a tire vehicle (12) designed for this purpose, towed or self-propelled, which can also accept a variable weight ballast (6) in order to exert variable forces of different intensity without loss of contact with the bridge board.
    [3]
    3. - Exciter system to induce vibrations in railway bridges, according to claims 1a and 2a, characterized in that the movement of the piston (7) of the actuator (1) is controlled by a computer system programmable for this purpose, which allows the actuator (1) introducing general type forces on a bridge, such that they do not exceed the maximum permissible displacement of the piston: harmonic, impulsive and transient forces.
    [4]
    4. - Exciter system to induce vibrations in railway bridges, according to claim 1a, characterized in that the general forces introduced into a bridge are measured globally through a sensor (8) located between the actuator (1) and the car (5).
    [5]
    5. - Exciter system to induce vibrations in railway bridges, according to claim 2a, characterized in that the general forces introduced into a bridge are measured globally through a sensor (8) located between the actuator (1) ) and the tire vehicle (12).
    [6]
    6. - Exciter system to induce vibrations in railway bridges, according to claim 1a, characterized in that the car on which it is mounted has a hydraulic equipment (9) capable of transmitting the excitation to the bridge directly, without passing through the wagon rolling system, through false wheels (10).
    [7]
    7. - Exciter system to induce vibrations in railway bridges, according to claim 2a, characterized in that the tire vehicle on which it is mounted has a hydraulic equipment (9) capable of transmitting the excitation to the bridge directly, without go through the tire vehicle rolling system, through false wheels (10).
    [8]
    8. - Exciter system to induce vibrations on railway bridges, according to claim 1a, characterized by having load and vibration control equipment (11) necessary to know at every moment both the force actually transmitted at each point to the track on the bridge to contrast with the overall measurement of the sensor (8), such as the level of vibrations existing in the structure, by means of sensors placed in the actuators on it.
    [9]
    9.- Exciter system to induce vibrations in railway bridges, according to claim 2a, characterized by having load and vibration control equipment (11) necessary to know at every moment both the force actually transmitted at each point to the bridge for contrast with the global measurement of the sensor (8), such as the level of vibrations existing in the structure, by means of sensors placed in the actuators on it.
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    同族专利:
    公开号 | 公开日
    ES2730425B2|2020-05-28|
    EP3779392A1|2021-02-17|
    US20210215571A1|2021-07-15|
    WO2019215367A1|2019-11-14|
    WO2019215367A8|2020-04-09|
    CA3099420A1|2019-11-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP2003315202A|2002-04-18|2003-11-06|Ohbayashi Corp|Vibration testing method using self-advancing vibration generator|
    JP2004025991A|2002-06-25|2004-01-29|Mitsubishi Heavy Ind Ltd|Movable load testing vehicle|
    ES1078585U|2012-08-24|2013-02-12|Fundación De Hierro Para La Investigación Y La Ingeniería Ferroviaria|Exciter to induce vibrations in railway infrastructure |
    KR101388079B1|2012-11-16|2014-04-25|한국철도기술연구원|Portable track exciting apparatus, and vibration simulation test method using such apparatus|
    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    ES201800121A|ES2730425B2|2018-05-09|2018-05-09|Exciter system to induce vibrations in railway bridges|ES201800121A| ES2730425B2|2018-05-09|2018-05-09|Exciter system to induce vibrations in railway bridges|
    PCT/ES2019/070302| WO2019215367A1|2018-05-09|2019-05-08|Exciter system for inducing vibrations in railway bridges|
    EP19800202.4A| EP3779392A1|2018-05-09|2019-05-08|Exciter system for inducing vibrations in railway bridges|
    US17/053,761| US20210215571A1|2018-05-09|2019-05-08|Exciter system for inducing vibrations in railway bridges|
    CA3099420A| CA3099420A1|2018-05-09|2019-05-08|Exciter system for inducing vibrations in railway bridges|
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