Patent GB-1200896-A (GB)
Title: Radiographic examination of pipe joints
Inventor: REDMAYNE IAN
IPC: G01M3/00
Filed: 1967-01-31
Abstract: 1,200,896. Track brakes; fluid-pressure brakes. B.I.X. Ltd. 26 Jan., 1968 [31 Jan., 1967], No. 4727/67. Headings F2E and F2F. [Also in Divisions F1, G1 and H5] In the radiographic examination of the walls of hollow structures, e.g. pipes, the radiation source 2, which may be a radio-active or an X-ray source, is carried on a self-propelled vehicle driven by a compressed air motor A, which on chassis 16 carries an electrically operated control means 12, e.g. a programmed electronic system, for controlling the operation of the apparatus in accordance with a predetermined programme, a fluid pressure operated electric generator, e.g. an alternator 8 coupled to an air operated motor 10, supplies with compressed air from an external source through a filter 21, a pressure regulator 20, a gauge 19 and a lubricator 18 all mounted on chassis 16. The vehicle has a pair of traction wheels 14 arranged with their rotational axes in a plane transverse to the longitudinal axis of the vehicle at a point intermediate the ends of the vehicle, the vehicle being supported for movement on the rollers and the traction wheels. The vehicle may also have pivotally mounted on it a vertically acting retractable brake 5 operated by a fluid actuated piston in cylinder 15, the operation of the brake lifting the vehicle off its traction wheels and permitting it to rotate about its longitudinal axis supported by the brake 5 and the structure 1. As can be most clearly seen in Fig. 3 (not shown), the pair of traction wheels 14 are supported in yokes 13 at the end of projecting legs so that the centre plane of each wheel perpendicular to the axis of each wheel is at a small angle to the radial direction extending from the longitudinal axis of the vehicle, this small angle being such that when the vehicle runs on a uniformly curved surface, each traction wheel tends to rotate the vehicle about its longitudinal axis in the opposite sense, thus tending to maintain the vehicle in the correct orientation. In addition, the vehicle may be fitted with an auxiliary braking system in which pads 28 are held retracted from the pipe walls by the operation of brake cylinder 23, which is supplied with compressed air. If the air supply fails, pads 28 are applied by springs and the vehicle stops. The auxiliary braking system is linked to a draw-bar linkage assembly which is connected to a recovery line 24 such that sufficient pull by line 24 on the draw-bar retracts pads 28 and simultaneously pivots the arms carrying rollers 22 so that the vehicle is riding clear of the pipe surface on rollers 22 and the support assembly 1 and may be withdrawn from the pipe-line. In operation, a signal source is held externally of the pipe-line at a first position of the vehicle, the signal source is then moved in the direction in which the vehicle is to travel and then withdrawn. The detectors 11 which are initially positioned symmetrically of the external signal source receive the intensity variation caused by the signal movement and it is interpreted by the logic circuits in electronic system 12 into the actuation of the valve control pack 3 so as to cause the vehicle to move in the desired direction. As the vehicle enters the beam of a signal source positioned at the next testing point, the vehicle slows and then stops with the detectors correctly positioned in relation to the beam. The control unit 12 then initiates the exposure according to programme and prepares the vehicle for the next move. The operation of the valve pack 3 is diagrammatically illustrated in Fig. 4, where the supply of compressed air is applied by the regulator unit RU1 (items 18-21 of Fig. 1) to operate the reversible traction motor M1 and the brake cylinder C1 in a manner determined by the signals supplied by the control unit 12 to the valve pack 3. The valve pack comprises three solenoid operated, spring released pilot valves P1, P2 and P3, each arranged when actuated to control a corresponding one of the three control valves V1, V2 and V3, a pair of shuttle valves SV1 and SV2, a pair of rapid exhaust valves E1 and E2, and a cam-operated valve CV4. If unit 12 is sending no operating signal to valves P1 and P3, air is supplied to the valve pack, and valve CV4 is not actuated then air is applied to the main brake cylinder C1 and the vehicle is stationary. A control signal applied to P1 actuates valve V1 to reverse the supply and exhaust connection to C1 through V1 and SV1, thereby releasing the brakes, at the same time air is applied through V2 (unactuated) and SV2 to close exhaust valve E1 and drive motor M1 in the forward direction at full speed, the air passing to exhaust through E2. If two signals arrive to energize P1 and P2 together, the forward/reverse valve V2 is also actuated, and air is applied to close valve E2 and drive M1 in reverse at full speed. If in either of the above cases a signal is also applied to P3 the slow/fast control valve V3 is actuated to provide a flow path for compressed air through throttle T1 which reduces the speed of motor M. The cam-controlled valve CV4 provides an over-ride control of the main brake system and traction motor in the event of a malfunctioning of the control system or braking system which would otherwise leave the vehicle free to move. The cam of CV4 is connected so as to be actuated by tension in the recovery line 24 which would result if the vehicle started to move unintentionally in a direction opposite to the recovery direction. The cam actuates CV4 to connect the air supply through CV4 and SV2 to close E1 and operate motor M1 in the forward direction, and also through SV1 to the release side of the cylinder C1 This facility can be utilized in the absence of malfunction to provide for recovery of the vehicle without towing, the tension in the line 24 resulting from a relatively light pull being sufficient to cause the vehicle to move in the recovery direction under its own power.