SYSTEM AND METHOD FOR DETERMINING AN ANGULAR SPEED OF AN AXLE OF A RAILWAY VEHICLE

Abstract

A system for determining an angular speed value (V) of an axle of a railway vehicle is provided. The system includes a deformation detection circuit coupled to the axle of the railway vehicle, the deformation detection circuit being arranged to detect a trend over time of a flexural deformation value of the axle due to a value of a normal load exerted by the axle on the rail, and a controller to estimate the angular speed value (V) of the axle as a function of a frequency f derived from the trend over time of the flexural deformation value of the axle detected by the deformation detection circuit. A method for determining an angular speed value (V) of an axle of a railway vehicle is also provided.

Claims

1. A system for determining an angular speed value (V) of an axle of a railway vehicle, the system comprising: a deformation detection circuit coupled to the axle of the railway vehicle; said deformation detection circuit being arranged to detect a trend over time of a flexural deformation value of the axle due to a value of a normal load exerted by the axle on a rail; a controller arranged to estimate the angular speed value (V) of the axle as a function of a frequency f derived from the trend over time of the flexural deformation value of the axle detected by the deformation detection circuit.

2. The system of claim 1, wherein two wheels having a radius (R) are coupled to the axle and said controller is further arranged to convert said angular speed value (V) of the axle into a tangential speed value (Vtang) of the railway vehicle according to the radius of the wheels (R).

3. The system of claim 1, wherein the formula used to estimate the angular speed value (V) of the axle as a function of the frequency f derived from the trend over time of the flexural deformation value of the axle detected by the deformation detection circuit is the following:
V.sub.=2**f

4. The system of claim 2, wherein the formula used to convert the angular speed value (V) of the axle into the tangential speed value (Vtang) of the railway vehicle is the following:
V.sub.tang=V*radius of the wheel

5. The system of claim 1, wherein the deformation detection circuit comprises at least one strain-gage sensor.

6. The system of claim 1, wherein the deformation detection circuit comprises at least one piezoelectric sensor.

7. The system of claim 5, wherein the at least one strain-gage sensor is arranged parallel to the axle.

8. A method for determining an angular speed value (V) of an axle of a railway vehicle, the method comprising: detecting a trend over time of a flexural deformation value of the axle due to a value of normal load exerted by the axle on a rail; estimating the angular speed value (V) of the axle as a function of a frequency f derived from the trend over time of the detected flexural deformation value of the axle.

9. The method of claim 8, wherein two wheels having a radius (R) are coupled to the axle, the method further comprising: converting said angular speed value (V) of the axle into a tangential speed value (Vtang) as a function of the radius (R) of the wheels.

10. The system of claim 6, wherein the at least one piezoelectric sensor is arranged parallel to the axle.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0017] FIG. 1 illustrates an axis of a railway vehicle to which a deformation detection circuit is coupled;

[0018] FIG. 2 illustrates by way of example the signal generated by the deformation detection circuit subjected to a flexural deformation, during movement of the train;

[0019] FIG. 3A illustrates by way of example the case in which the deformation detection circuit is located on the lower surface of the axle (lower part) and the load force produces an elongation deformation;

[0020] FIG. 3B illustrates by way of example the case in which the deformation detection circuit is located on the upper surface of the axle (upper part) and the load force produces a compression deformation; and

[0021] FIG. 4 is a block diagram illustrating the steps usually performed by the systems implemented according to the prior art.

DETAILED DESCRIPTION

[0022] Before describing in detail a plurality of embodiments of the present invention, it should be noted that the present disclosure is not limited to the constructional details and to the configuration of the components presented in the following description or shown in the drawings. The invention may assume other embodiments and be implemented or carried out in different ways. It should also be understood that the phraseology and terminology are for descriptive purpose and are not to be construed as limiting. The use of include and comprise and variations thereof are intended as including the elements cited thereafter and their equivalents, as well as additional elements and equivalents thereof.

[0023] Furthermore, throughout the present disclosure and in the claims, the terms and expressions indicating positions and orientations, such as longitudinal, transverse, vertical or horizontal, refer to the travel direction of the train.

[0024] With reference initially to FIG. 1, an axle of a railway vehicle is illustrated by way of example to which a deformation detection circuit 10 is coupled, belonging to the system for determining an angular speed of a railway vehicle according to the invention.

[0025] In a first embodiment of the present invention, the system for determining an angular speed V.sub. of an axle of a railway vehicle comprises a deformation detection circuit 10 coupled to an axle 1 of the railway vehicle.

[0026] The deformation detection circuit 10 is coupled to an axle 1 of the railway vehicle and is provided for detecting the trend over time of a flexural deformation value of the axle 1 due to a value of normal load exerted by the axle on the rail.

[0027] The system for determining an angular speed V of a railway vehicle further comprises a controller for estimating an angular speed value V.sub. of the axle as a function of a frequency f derived from the trend over time of the flexural deformation value of the axle 1 detected by the deformation detection circuit 10.

[0028] Starting from the fact that two wheels having a radius R are coupled to the axle 1, said controller may be further arranged to convert said angular speed value V.sub. of the axle into a tangential speed value V.sub.tang of the railway vehicle according to the radius of the wheels R.

[0029] The formula used to estimate the angular speed V.sub. of the axle as a function of the frequency f derived from the trend over time of the flexural deformation value of the axle 1 detected by the deformation detection circuit 10 may be the following:

V.sub.=2**f

[0030] The formula used to convert said angular speed value of the axle V.sub. into a tangential velocity value V.sub.tang may be the following:

V.sub.tang=V.sub.*Radius of the wheel

[0031] The controller may be arranged in proximity to, or directly in the deformation detection circuit 10. Alternatively, the controller may be arranged remotely with respect to the deformation detection circuit 10 in control units on board the vehicle or in remote control stations with respect to the railway vehicle. Therefore, the controller may receive the data from the deformation detection circuit 10 either through a specific wiring or via a wireless connection.

[0032] The controller may be a control unit, a processor or a microcontroller.

[0033] With reference to FIG. 2, starting from the signal generated by the deformation detection circuit 10 when subjected to a flexural deformation during movement of the railway vehicle, the system for determining an angular speed V.sub. of an axle of a railway vehicle may estimate the tangential speed V.sub.tang of the vehicle.

[0034] The deformation detection circuit 10 may comprise at least one strain gauge sensor and/or at least one piezoelectric sensor.

[0035] The strain gauge sensor or the piezoelectric sensor may be arranged parallel to the axle 1.

[0036] The strain gauge sensors and/or the piezoelectric sensors may be more than one, so as to increase the accuracy of the measurement.

[0037] With the vehicle stationary, the flexural deformation of the axle is correlated with the static load of the vehicle on the axle itself.

[0038] Referring to FIGS. 3A and 3B, in the case where the deformation detection circuit 10 is located on the upper surface of the axle 1 (upper part), the load force produces a compression deformation. In the case where the deformation detection circuit 10 is located on the lower surface of the axle (lower part), the load force produces an elongation deformation.

[0039] During movement of the railway vehicle, the rotation of the axle 1 will cause the deformation detection circuit 10, which is permanently associated with said axle 1, to cyclically switch position from the upper surface of the axle (upper part) to the lower surface of the axle (lower part).

[0040] During travel of the railway vehicle, the output signal from the deformation detection circuit 10 (attributable to a vertical force, F.sub.vert) will be of sinusoidal type with mean value equal to zero, frequency f equal to the rotation frequency of the vehicle axle and amplitude proportional to the flexural stresses to which the axle is subjected (jolts).

[0041] As illustrated in FIG. 2, T is an example of a period of the output signal from the deformation detection circuit 10. The frequency f will correspond to the reciprocal of the period T. This period T varies according to the speed of the railway vehicle.

[0042] The frequency f of the output signal from the deformation detection circuit 10, indicative of the time trend of the flexural deformation value of the axle 1, is the frequency f which may be used to estimate an angular speed value V.sub. of the axle.

[0043] An elaboration of said signal may be used to estimate the angular speed V.sub. of the axle and therefore, known the radius of the wheel, of the tangential speed V.sub.tang of the railway vehicle.

[0044] In other words, the controller may be arranged to determine the tangential speed V.sub.tang of the railway vehicle according to the frequency f derived from the time trend of the flexural deformation value of the axle 1 detected by the deformation detection circuit 10 and of the wheel radius R.

[0045] The present invention also relates to a method for determining an angular speed V.sub. of an axle of a railway vehicle which comprises the steps of: [0046] detecting a trend over time of a flexural deformation value of the axle 1 due to a value of normal load exerted by the axle on the rail; and [0047] estimating an angular speed value V.sub. of the axle as a function of a frequency f derived from the trend over time of the detected flexural deformation value of the axle 1.

[0048] Furthermore, starting from the assumption that on the axle 1 two wheels having a radius R are coupled, the process for determining an angular speed V.sub. of an axle of a railway vehicle may further comprise the step of: [0049] converting said angular speed value V.sub. of the axle into a tangential speed value V.sub.tang of the railway vehicle as a function of the radius of the wheels R.

[0050] Also with regard to the process for determining the angular speed of an axle of a railway vehicle, the formula used to estimate an angular speed value V.sub. of the axle as a function of a frequency f derived from the trend over time of a flexural deformation value of the axle 1 detected by the deformation detection circuit 10 and the formula used to convert said angular speed value V.sub. of the axle into a tangential speed value V.sub.tang may be for example those described above for the system for the determination of an angular speed of an axle of a railway vehicle.

[0051] The advantage achieved is that of allowing, through the use of a deformation detection circuit, an estimate of the angular speed of an axle of a railway vehicle starting from flexural deformations of the axle.

[0052] Various aspects and embodiments of a system and a method for determining an angular speed V.sub. of an axle of a railway vehicle have been described. It is to be understood that individual features shown or described for one embodiment may be combined with individual features shown or described for another embodiment. The invention, moreover, is not limited to the described embodiments, but may be varied within the scope of protection as described and claimed herein.