Patent Description:
As an example, global railroad standards can require train wheels to be ultrasonically inspected after manufacture and during maintenance on a regular basis. In ultrasonic testing, acoustic (sound) energy in the form of waves can be directed towards the train wheel. As the ultrasonic waves contact and penetrate the train wheel, they can reflect from features such as outer surfaces and interior defects (e.g., cracks, porosity, etc.). An ultrasonic sensor can acquire ultrasonic measurements of acoustic strength as a function of time. Subsequently, these ultrasonic measurements can be analyzed to provide testing results that characterize defects present within a train wheel, such as their presence or absence, location, and/or size. <CIT> is concerned with an ultrasonic testing method for testing a rotary element. <CIT> is concerned with ultrasonic testing of a workpiece having an uneven surface. <CIT> is concerned with detecting defects in a railway rail.

Various aspects of the disclosed subject matter may provide improved methods and systems to accurately perform ultrasonic testing of wheels that suffer from wear and tear due to use.

According to an aspect of the present invention, there is provided a method of ultrasonically testing a wheel as claimed in claim <NUM>.

One or more of the following features can be included in any feasible combination.

In one implementation, the first horizontal steering angle can be a sum of the first correction angle and a first predetermined horizontal steering angle associated with the first vertical steering angle. The method includes receiving a data set including values of a plurality of vertical steering angles and values of a plurality of predetermined horizontal steering angles corresponding to the plurality of vertical steering angles. The plurality of vertical steering angles includes the first vertical steering angle and the plurality of predetermined horizontal steering angle includes the first predetermined horizontal steering angle. In yet another implementation, the method can further include receiving at least a portion of the ultrasonic beam reflected by a defect in the wheel, and determining a first defect location of the defect. In another implementation, the method can further include positioning the ultrasonic probe at the first location.

In one implementation, the method can further include determining, based on the surface profile, a second correction angle associated with the ultrasonic probe which can be positioned at a second location on the wheel surface. The second correction angle can be indicative of a second defect of the wheel surface at the second location. The method can also include positioning the ultrasonic probe at the second location. The method can further include transmitting, by the ultrasonic probe located at the second location, a second ultrasonic beam along a second direction in the wheel. The second direction can be indicative of a second horizontal steering angle and a second vertical steering angle. The second horizontal steering angle can be based on the second vertical steering angle and the second correction angle.

In one implementation, the ultrasonic probe can include a plurality of ultrasonic active elements configured to generate one or more ultrasonic sub-beams. In another implementation, transmitting the ultrasonic beam along the first direction can include determining one or more phases and one or more amplitudes associated with the one or more ultrasonic sub-beams. In yet another implementation, the method can further include determining the profile of the wheel surface based on echo of ultrasonic beams reflected by predetermined wheel geometries.

According to another aspect of the present invention, there is provided a system for ultrasonically testing a wheel as claimed in claim <NUM>.

In one implementation, the first horizontal steering angle can be a sum of the first correction angle and a first predetermined horizontal steering angle associated with the first vertical steering angle. The operations include receiving a data set including values of a plurality of vertical steering angles and values of a plurality of predetermined horizontal steering angles corresponding to the plurality of vertical steering angles. The plurality of vertical steering angles includes the first vertical steering angle and the plurality of predetermined horizontal steering angle includes the first predetermined horizontal steering angle.

In one implementation, the ultrasonic probe can be configured to receive at least a portion of the ultrasonic beam reflected by a defect in the wheel, and the at least one data processor can be configured to determine a first defect location of the defect. In another implementation, the operations can further include determining, based on the surface profile, a second correction angle associated with the ultrasonic probe configured to be positioned at a second location on the wheel surface. The second correction angle can be indicative of a second defect of the wheel surface at the second location. The method can also include transmitting a second control signal to a rotation unit. The rotation unit can be configured to position the ultrasonic probe at the second location based on the second control signal.

In one implementation, the operations can further include transmitting a third control signal to the ultrasonic probe located at the second location. The ultrasonic probe can be configured to transmit a second ultrasonic beam along a second direction in the wheel. The second direction can be indicative of a second horizontal steering angle and a second vertical steering angle. The second horizontal steering angle can be based on the second vertical steering angle and the second correction angle. In another implementation, the ultrasonic probe can include a plurality of ultrasonic active elements configured to generate one or more ultrasonic sub-beams. In yet another implementation, the operations can further include determining, based on the first direction, one or more phases and one or more amplitudes associated with the one or more ultrasonic sub-beams. In yet another implementation, the operations can further include determining the profile of the wheel surface based on echo of ultrasonic beams reflected by predetermined wheel geometries.

These and other capabilities of the disclosed subject matter will be more fully understood after a review of the following figures, detailed description, and claims.

Those skilled in the art will understand that the systems, devices, and methods specifically described herein and illustrated in the accompanying drawings are non-limiting exemplary embodiments and that the scope of the present invention is defined solely by the claims.

Train wheels can develop defects, such as cracks and damages, over time during use. If this defect becomes too severe, it can cause the wheel to break. To avoid failure of train wheels during service, they can be inspected periodically. In some cases, because damage is not visible on the surface of the train wheel, inspection can include ultrasonic testing. In ultrasonic testing, ultrasonic probes can be positioned on the train wheel and they can send and receive ultrasonic waves (e.g., high frequency sound waves) to detect defects beneath the surface of a train wheel. Existing ultrasonic probes can detect a defect by directing ultrasonic waves at the defect and detecting the portion of the ultrasonic wave reflected by the defect. Wear and tear can deform the surface of the train wheel on which the ultrasonic probes are placed. Such deformation can misalign the ultrasonic probe that can prevent/ reduce interaction between the ultrasonic wave and the defect resulting in erroneous defect detection. The misalignment of the ultrasonic probe can be reduced by detecting a surface profile of the train wheel and orienting the ultrasonic probe to compensate for the deformations on the train wheel surface. Accordingly improved ultrasonic testing systems and corresponding methods are provided that can generate the wheel surface profile and accordingly vary the orientation of the ultrasonic probe as it travels over the wheel surface.

Embodiments of ultrasonic testing systems and corresponding methods for validating ultrasonic measurements acquired for train wheels are discussed herein. However, embodiments of the disclosure can be employed for ultrasonic testing of other target objects without limit.

<FIG> illustrates an embodiment of a train <NUM> including train wheels <NUM>. <FIG> illustrates an exemplary embodiment of an ultrasonic testing system <NUM> for inspection of train wheel <NUM>. As shown, the train wheel can include a wheel disk <NUM>, a running tread <NUM>, and a wheel flange <NUM>. The wheel disk <NUM> can form a center of the wheel and the running tread <NUM> can form a circumferential outer surface. The wheel flange <NUM> can be formed on one side of the wheel and extend radially outward from the running tread <NUM>. The wheel disk <NUM> can include one or more holes therethrough. As shown, a primary hole <NUM> can be positioned at about a center of the wheel disk and be configured for receipt of an axle <NUM> therethrough. One or more secondary holes <NUM> can be formed radially outward from the primary hole and configured for coupling to other components to the train wheel, such as brake disks (not shown).

<FIG> illustrates a side view of the ultrasonic testing system <NUM>. The ultrasonic testing system <NUM> can include ultrasonic probes <NUM>, a probe holder <NUM>, a probe holder mount <NUM>, and a lift and rotation unit <NUM>. As shown, multiple ultrasonic probes <NUM> can be oriented with respect to one another and with respect to the wheel <NUM> by the probe holder <NUM>. The probe holder <NUM> in turn can be coupled to the probe holder mount <NUM>. When using the ultrasonic testing system <NUM> for inspection of a train wheel <NUM>, the lift and rotation unit <NUM> can be configured to raise the train wheel <NUM> and rotate the train wheel <NUM> about an axis extending through the primary hole. The probe holder mount <NUM> can be coupled to the probe holder <NUM> and it can be configured to position the ultrasonic probes in contact with the running tread. The ultrasonic testing system <NUM> can include a control system (e.g., comprising processors and memory) configured to control the operation of the various components of the ultrasonic testing system <NUM> (e.g., ultrasonic probes <NUM>, the probe holder <NUM>, the probe holder mount <NUM>, and the lift and rotation unit <NUM>, etc.). The control system can vary the orientation of the ultrasonic probes <NUM> with respect to the running tread <NUM> and/or instruct the ultrasonic probes <NUM> to detect internal defects in the wheel disk <NUM>. The control system can move the running tread <NUM> relative to the ultrasonic probes <NUM> (e.g., by activating the lift and rotation unit <NUM>).

<FIG> is an exemplary schematic view of a first cross-section of the train wheel <NUM>. As shown, ultrasonic probes 214A and 214B for ultrasonic testing according to an existing technique are positioned on the train wheel <NUM> (e.g., on the running thread <NUM> of the train wheel <NUM>). <FIG> is an exemplary schematic view of a second cross-section of the train wheel <NUM> (e.g., orthogonal to the first cross-section). The remaining portions of the ultrasonic testing system are omitted for clarity.

In general, the ultrasonic probes 214A and 214B can include ultrasonic active elements configured to generate and/or measure ultrasonic waves (also referred to as ultrasonic beams) for ultrasonic inspection (e.g., of the train wheel <NUM>). When ultrasonic beams pass through a material (e.g., ultrasonic beam <NUM> passes through inspection area <NUM> of train wheel <NUM>), they can reflect from surfaces of the material, such as interior defects (e.g., defects <NUM>, <NUM>, <NUM>, <NUM>, etc.) and outer surfaces. Material features, such as geometric boundaries and defects, can reflect ultrasonic beams in different ways. Some material features can reflect ultrasonic beams better than others, and the strength of the reflected ultrasonic beams can vary. Material features can also be at different distances from the ultrasonic detector and the time at which reflected ultrasonic beams reach the ultrasonic detector can vary. Thus, the ultrasonic testing system can measure and analyze the strength and time behavior of reflected ultrasonic beams to determine the position and size of internal defects.

The inspection ultrasonic probes (or ultrasonic active elements in the ultrasonic probes) can be configured to measure interior defects <NUM>, <NUM>, <NUM>, and <NUM>. In one aspect, the ultrasonic probes can be paired, one for transmitting and one for receiving, referred to as a "V-transmission configuration. " As shown in <FIG>, ultrasonic probe 214A can be configured to emit an ultrasonic beam <NUM> along one of the paths indicated by an arrow. If a defect is present in the path of the ultrasonic beam, the ultrasonic beam can reflect from the defect (e.g., defect <NUM>, <NUM>, or <NUM>) and be measured by inspection ultrasonic probe 214B. In another aspect, ultrasonic probes can be configured such that the same ultrasonic probe (e.g., probe 214A) both generates an ultrasonic beam that is reflected from a defect and measures the reflected ultrasonic beam, also referred to as pulse echo scan. As shown, inspection ultrasonic probe 214B can generate an ultrasonic beam that is reflected from defect <NUM> within the inspection area and measure the reflected ultrasonic beam strength. In either case, analysis of the measured ultrasonic beam can provide estimates of the size and location of the defects <NUM>, <NUM>, <NUM>, and <NUM> within the inspection area.

Ultrasonic probe (e.g., probe 214A, 214B, etc) can include multiple ultrasonic active elements (e.g., a <NUM>-dimension / <NUM>-dimension phased array of ultrasonic active elements). The ultrasonic probe can generate an ultrasonic beam (e.g., ultrasonic beam <NUM>) and vary the direction of propagation of the ultrasonic beam. The direction of propagation (e.g., relative to the wheel) can be associated with a vertical steering angle and a horizontal steering angle. <FIG> illustrates exemplary vertical steering angle <NUM> of an ultrasonic beam emanating from the ultrasonic probe 214A. The direction of propagation can be varied along (or parallel to) the first cross-section of the wheel (e.g., first cross-section illustrated in <FIG>). In other words, the direction of propagation can be varied by changing the vertical steering angle <NUM> of the ultrasonic beam.

<FIG> illustrates exemplary horizontal steering angle <NUM> of an ultrasonic beam emanating from the ultrasonic probe 214A. The horizontal steering angle can be varied along (or parallel to) the second cross-section of the wheel (e.g., second cross-section illustrated in <FIG> and <FIG>). In other words, the direction of propagation can be varied by changing the horizontal steering angle <NUM> of the ultrasonic beam. Therefore, by changing the horizontal and/or vertical steering angle of the ultrasonic beam can be scanned through the volume of the wheel (e.g., a defect in the wheel can be impinged by the ultrasonic beam).

In some implementations, the ultrasonic active elements in the ultrasonic probe can generate sub-beams that can have different amplitude and phase with respect to one another. The various sub-beams can interfere with each other to produce the ultrasonic beam (e.g., ultrasonic beam <NUM>) in a predetermined direction. By varying the phase and/or amplitude of the sub-beams, the vertical and/or horizontal steering angle of the ultrasonic beam <NUM> can be changed. In some implementations, the ultrasonic active elements can be configured to generate and measure ultrasonic beams and they can be arranged in a predetermined pattern with respect to one another (e.g., a line, a circle, a grid, etc.). An exemplary embodiment of an array ultrasonic probes can be found in <CIT>.

The vertical steering angle may need to be varied to detect defects located at various depths (e.g., defects at various distances from the running tread <NUM>). For the various vertical steering angles, the horizontal steering angles may need to be adjusted to ensure that the ultrasonic beam impinges on the defect (e.g., ultrasonic beam does not leave the inspection area <NUM> before impinging the defect). If the horizontal steering angle is not adjusted for the various vertical steering angle values, the ultrasonic beam may entirely or partially miss a defect in the wheel. The relationship between the horizontal steering angle values and the vertical steering angle values can depend, for example, on the geometry / profile of the wheel. In some implementations, the ultrasonic testing system (e.g., system <NUM>) can include a database (e.g., a predetermined table) of horizontal steering angle values corresponding to the various vertical steering angle values (predetermined based on the geometry of the wheel). The ultrasonic system can vary the horizontal and vertical steering angles based on the predetermined table of related horizontal and vertical steering angles. <FIG> illustrates an exemplary plot <NUM> of vertical steering angles and a plot <NUM> of horizontal steering angles that can allow for detection of internal defects at various depths <NUM>. The predetermined table of related horizontal and vertical steering angles as a function of internal defect depths can be stored in a database.

The contact surface (e.g., running tread <NUM>) between the wheel and the ultrasonic probe (e.g., 214A, 214B, etc.) can get deformed due to wear and tear. The wheel deformation can vary the orientation of the ultrasonic probe abutting the wheel. For example, the wheel deformation can impart a tilt angle to the ultrasonic probe. Due to the tilt angle, the ultrasonic probe may not be able to detect a defect (e.g., ultrasonic beam generated by the ultrasonic probe can entirely or partially miss the defect). In order to compensate for the tilt angle, the horizontal steering angle values may need to be readjusted (e.g., corrected). For example, the horizontal steering angle values corresponding to the various vertical steering angle values in the predetermined table of the wheel may need to be changed to ensure that the defect in the wheels are detected.

Embodiments of the present disclosure provide improved systems and methods for ultrasonic testing of wheels that can suffer from deformed surface (e.g., deformed running tread <NUM>) due to wear and tear. The improved ultrasonic testing systems can compensate for defects on the wheel surface by varying the horizontal steering angles based on the tilt angles imparted by the surface defects abutting the ultrasonic probe. In some implementations, a scan of the wheel surface (e.g., surface of a sector of the wheel) can be performed to determine the contact surface variations (e.g., defects). This can be followed by determination of the tilt angles / corrections to the horizontal steering angles corresponding to the various location of the ultrasonic probe on the wheel surface. After the tilt angles / corrections to the horizontal steering angles are determined, the ultrasonic testing system <NUM> can vary the orientation of the ultrasonic probe (e.g., as a function of the location of the ultrasonic probe on the wheel surface) to compensate for contact surface variations.

<FIG> is a flow chart of an exemplary method for detecting defects in a wheel with surface defects. At <NUM> data characterizing a profile of the wheel surface ("surface profile data") of a wheel can be received. The surface profile data of the wheel can be detected and stored in a database. The ultrasonic testing system (e.g. a control in the ultrasonic testing system comprising a computing system with one or more processors and memory) can receive the surface profile data. The surface profile data can be indicative of defects on the wheel surface. For example, the surface profile data can include the locations of the various defects on the wheel (e.g., relative to a predetermined reference location on the wheel surface). The surface profile data can also include correction angles associated with the various defects (e.g., associated with tilt angles of ultrasonic probe at the surface defects). The correction angles can be used to correct / modify horizontal steering angles of ultrasonic beams in order to account for surface defects.

The surface profile data can be generated by detecting echo of ultrasonic beams from predetermined geometries in the wheel. In some implementations, the wheel can include predetermined geometries located at predetermined horizontal steering angles. The predetermined wheel geometries can reflect ultrasonic beams transmitted along the corresponding predetermined horizontal steering angles (e.g., generated by an ultrasonic probe positioned on the surface of the wheel). A surface variation at the location of the ultrasonic probe on the wheel surface can misalign the ultrasonic probe (e.g., impart a tilt angle to the ultrasonic probe). As a result, the ultrasonic beam transmitted by the ultrasonic probe at the predetermined horizontal steering angle may not interact with the predetermined geometry and no (or attenuated) echo is generated. In order to realign the ultrasonic probe (e.g., such that the ultrasonic beam interacts with the predetermined defect), the predetermined horizontal steering angle associated with the location of the ultrasonic probe (or the defect) may need to be corrected. This can be done by determining the degree of misalignment and correcting the horizontal steering angle based on the misalignment. In other words, a correction angle can be calculated and applied (e.g., added) to the predetermined horizontal steering angle.

In some implementations, the horizontal steering angle of the ultrasonic probe can be varied until an echo of the ultrasonic beam is observed. For example, the echo can be observed at a revised horizontal steering angle which may be different from the predetermined horizontal steering angle. The difference between the predetermined horizontal steering angle and the revised horizontal steering angle can be the correction angle corresponding to the location of the ultrasonic probe / defect. The aforementioned process can be repeated for multiple locations on the wheel surface (e.g., by rotating by wheel with respect to the ultrasonic probe by the lift and rotation unit <NUM>). A data set including correction angles for various surface defects and locations of the surface defects can be stored in a database.

<FIG> illustrates exemplary echo detection for various horizontal steering angles for a wheel surface without defects. As shown in <FIG>, the amplitude of the echo (of ultrasonic beam) peaks at about +<NUM> degrees and at about -<NUM> degrees. This is indicative that the predetermined wheel geometries are located at about +<NUM> degrees and about -<NUM> degrees with respect to an axis of the ultrasonic sensor positioned on the wheel without surface defects (e.g., the axis can be parallel to a radial direction extending from the center of the train wheel <NUM>). <FIG> illustrates exemplary echo detection for various horizontal steering angles for a wheel surface with defects. As shown in <FIG>, the amplitude of the echo (of reflected ultrasonic beam) peaks are shifted with respect to those shown in <FIG>. The shift in the horizontal steering angle (e.g., corresponding to reflection of ultrasonic beams from predetermined wheel geometries) can be due to the surface defect.

At <NUM>, a first correction angle associated with an ultrasonic probe located at a first location (e.g., first location of a first surface defect) can be determined. The first correction angle can be determined from the surface profile data received at step <NUM>. For example, the surface profile data can include the data set of surface defects (e.g., including correction angles for various surface defects and locations of the surface defects). The ultrasonic testing system can select the correction angle corresponding to (or approximate to) the location of the ultrasonic sensor (first location) in the array. The correction angle can be indicative of a change / correction in the orientation of the ultrasonic probe at the first location.

At <NUM>, the ultrasonic probe located at the first location can transmit an ultrasonic beam along a first direction in the wheel (e.g., based on a control signal from the control of the ultrasonic testing system <NUM>). As described above, the first direction of propagation of the ultrasonic beam can be associated with a first horizontal steering angle and a first vertical steering angle. The first horizontal steering angle can be based on the first vertical steering angle and the first correction angle. The first horizontal steering angle can be determined by identifying a predetermined horizontal steering angle associated with the vertical steering angle. This can be done, for example, by receiving a data set including values of a plurality of vertical steering angles and values of a plurality of predetermined horizontal steering angles (e.g., predetermined table of related horizontal and vertical steering angles stored in a database). After the predetermined horizontal steering angle is selected, it can be modified to determine the first horizontal steering angle (e.g., by adding the correction angle calculated at step <NUM>). In some implementations, the predetermined table of related horizontal and vertical steering angles in the database can be modified (e.g., by replacing the predetermined horizontal steering angle with the first horizontal steering angle calculated at step <NUM>).

The steps <NUM>, <NUM> and <NUM> can be repeated at a second location on the wheel surface that has a second surface variation. The ultrasonic test probe <NUM> can be moved to the second location by moving the wheel <NUM> relative to the ultrasonic test probe <NUM> (e.g., by the rotation unit <NUM> based on a control signal from the control of the ultrasonic testing system <NUM>). A second correction angle associated with the second location (or second defect) can be identified from the received surface profile. Based on the second correction angle and a second vertical steering angle, a second horizontal steering angle can be calculated. This can be done, for example, by selecting a second predetermined horizontal steering angle corresponding to the second vertical steering angle (e.g., selecting from the received predetermined table of related horizontal and vertical steering angles) and modifying the second predetermined horizontal steering angle based on the second correction angle (e.g., by adding the second correction angle to the second predetermined horizontal steering angle).

Certain exemplary embodiments will now be described to provide an overall understanding of the principles of the structure, function, manufacture, and use of the systems, devices, and methods disclosed herein. One or more examples of these embodiments are illustrated in the accompanying drawings. Those skilled in the art will understand that the systems, devices, and methods specifically described herein and illustrated in the accompanying drawings are non-limiting exemplary embodiments and that the scope of the present invention is defined solely by the claims. The features illustrated or described in connection with one exemplary embodiment may be combined with the features of other embodiments. Such modifications and variations are intended to be included within the scope of the present invention.

The subject matter described herein can be implemented in digital electronic circuitry, or in computer software, firmware, or hardware, including the structural means disclosed in this specification and structural equivalents thereof, or in combinations of them.

The subject matter described herein can be implemented in a computing system that includes a back-end component (e.g., a data server), a middleware component (e.g., an application server), or a front-end component (e.g., a client computer having a graphical user interface or a web interface through which a user can interact with an implementation of the subject matter described herein), or any combination of such back-end, middleware, and front-end components.

Claim 1:
A method of ultrasonically testing a wheel, the method comprising:
receiving a data set including values of a plurality of vertical steering angles and values of a plurality of predetermined horizontal steering angles corresponding to the plurality of vertical steering angles, wherein the data set is predetermined based on the geometry of a wheel;
receiving (<NUM>) data characterizing a surface profile associated with a wheel (<NUM>), the surface profile indicative of a plurality of defects on a wheel surface of the wheel (<NUM>);
determining (<NUM>), based on the surface profile, a first correction angle associated with an ultrasonic probe (<NUM>) configured to be positioned at a first location on the wheel surface, wherein the first correction angle is indicative of a first defect of the wheel surface at the first location; and
transmitting (<NUM>), by the ultrasonic probe (<NUM>) located at the first location, an ultrasonic beam (<NUM>) along a first direction in the wheel (<NUM>), wherein the first direction is indicative of a first horizontal steering angle (<NUM>) and a first vertical steering angle (<NUM>), wherein the first vertical steering angle (<NUM>) is a vertical steering angle included in the plurality of vertical steering angles of the data set, and the first horizontal steering angle (<NUM>) is based on:
a first predetermined horizontal steering angle included in the plurality of predetermined horizontal steering angles of the data set that corresponds to the first vertical steering angle (<NUM>); and
the first correction angle.