AU2019200818A1 - Dual Gauge Trackside System - Google Patents
Dual Gauge Trackside System Download PDFInfo
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- AU2019200818A1 AU2019200818A1 AU2019200818A AU2019200818A AU2019200818A1 AU 2019200818 A1 AU2019200818 A1 AU 2019200818A1 AU 2019200818 A AU2019200818 A AU 2019200818A AU 2019200818 A AU2019200818 A AU 2019200818A AU 2019200818 A1 AU2019200818 A1 AU 2019200818A1
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- rail
- delivery system
- friction
- switching valve
- sensor
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- 230000009977 dual effect Effects 0.000 title claims abstract description 66
- 238000007726 management method Methods 0.000 claims abstract description 82
- 239000012530 fluid Substances 0.000 claims abstract description 41
- 238000004891 communication Methods 0.000 claims abstract description 38
- 238000000034 method Methods 0.000 claims abstract description 26
- 230000003213 activating effect Effects 0.000 claims description 3
- 238000001514 detection method Methods 0.000 description 13
- 239000000203 mixture Substances 0.000 description 7
- 239000000463 material Substances 0.000 description 6
- 239000007788 liquid Substances 0.000 description 5
- 238000004458 analytical method Methods 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 4
- 230000010267 cellular communication Effects 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000005461 lubrication Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 239000003607 modifier Substances 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 239000006072 paste Substances 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 238000005507 spraying Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 238000007792 addition Methods 0.000 description 1
- 238000013480 data collection Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000003384 imaging method Methods 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 239000000314 lubricant Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000002572 peristaltic effect Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000008247 solid mixture Substances 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 230000007480 spreading Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K3/00—Wetting or lubricating rails or wheel flanges
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/08—Preventing wheel slippage
- B61C15/085—Preventing wheel slippage by dispersion of a fluid, e.g. containing chemicals
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Dispersion Chemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Transportation (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Trackside friction management application systems and methods for controlling friction
control media output of friction management application systems for a dual gauge track
5 comprising a common rail, a narrow rail and a wide rail are described. The systems
comprise a control system that receives a first signal from a first sensor located on or
adjacent to the common rail and a switching valve that receives a second signal from a
second sensor located on or adjacent to one of the common rail or the wide rail. The
control system provides an output signal to first and second pumps to apply friction
10 control media to the common rail from a first delivery system in fluid communication
with the first pump and to either the narrow rail or wide rail from second or third delivery
systems in fluid communication with the switching valve which is in fluid
communication with the second pump.
FigureIA 9
Prior Art9
511 FigurelIB
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Description
FigureIA 9 Prior Art9
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AUSTRALIA Patents Act 1990 (Cth)
[0001] The present invention relates to a trackside friction management application system for a dual gauge track. The present invention also relates to the use of sensor feedback and analysis for the control and adjustment of friction management application systems for dual gauge railway operations.
[0002] Wayside friction management application systems, including gauge face lubrication systems and top of rail (TOR) friction modifier application systems, are used to optimize rail system performance and reduce lateral (track spreading) loads or curving forces, derailment probability, rail and wheel wear, energy consumption, fuel consumption, initiation and propagation of rolling contact fatigue, and noise and corrugations in railroad operations. Friction modifier materials or lubricants commonly used for this purpose may include a variety of liquid, paste or solid compositions. Examples of such friction modifying materials may include, but are not limited to those disclosed in US 6,136,757, US 6,855,673, US 6,759,372, US 7,939,467, US 7,244,695, US 7,160,378, US 7,045,489, WO 2002/26919.
[0003] US 7,096,997 teaches a trackside friction management digital control system. The system comprises a reservoir for containing friction modifying material, a pump, two or more applicators each located adjacent a rail, a sensor to detect passage of a train wheel, and a control unit to process an input signal received from the sensor and control the application of friction modifying material to the rail.
[0004] W02011/143765 discloses a wayside friction management system for application of a friction control media to a singal gauge track. The system includes a data collection module that collects and transmits data to a remote performance unit (RPU). The RPU compares the obtained data with base line reference values and determines how much of the friction control media is to be applied to the track to achieve target lateral force levels.
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[00051 WO 2013/067628 describes a method for optimizing singal gauge track performance that may involve modulating the lubrication status of the track. The determination of whether or not to lubricate the track is based on an analysis of track status data and data obtained from territory and maintenance conditions.
[0006] Dual gauge tracks are tracks that comprise three rails, and that share one common rail so that trains having different gauges can pass over the track. For example, some railroads operate with a broad or wide gauge, with the distance between the inside faces of the two rails making up a railway track, or a track spacing, of 1.60 m, or a narrow gauge having a track spacing of 1.00 m. In some cases, the wide gauge and narrow gauge tracks overlap and produce a dual gauge track which consists of three rails. With this configuration, dual gauge tracks comprise one common rail and two other rails that are spaced, relative to the common rail, to provide a wide gauge and a narrow gauge. These dual gauge tracks allow for the passage of trains that comprise either a wide gauge or a narrow-gauge wheel set. A dual gauge single rail unit refers to a dual gauge unit that comprises a one set of three rails. A dual gauge dual rail unit refers to a dual gauge unit that comprises two sets of three rails.
[0007] As shown in Figures 1A (prior art) and 1B (prior art), typical trackside friction management systems apply friction control media to two rails (a so-called "single rail" unit) or four rails (a so-called "dual rail" unit). These friction management application systems comprise several delivery systems, for example, wayside applicators, gauge face applicators, or top of rail applicators, with one or more delivery system mounted alongside each rail of the track, either on the gauge or field surface of the rail. Each of the delivery systems receives friction control media from a reservoir via a conduit. In this configuration the amount of friction control media that is pumped to each delivery system is regulated by a control unit typically located in the housing along with the reservoir and pump, (see for example, US 7,096,997, WO 2011/143765, WO 2013/067628 WO 2018/085943; which are incorporated herein by reference).
[0008] While these systems may be used to apply friction control media to dual gauge tracks, this involves installing two trackside friction management application systems, each comprising two or more delivery systems, for example wayside applicators, onto the dual gauge track, with one trackside friction management system monitoring and applying media onto the wide gauge track configuration, and the second friction management system monitoring and applying media onto the narrow gauge track configuration. With this setup, there are two delivery system applicators (for example, a wayside applicator, gauge face applicator, or top of rail applicator) installed alongside the common rail, and one delivery system applicator (for example, a wayside applicator, gauge face applicator, or top of rail applicator) installed along each of the wide rail and the narrow rail. When used for applying compositions to a dual gauge track, the doubling-up of the delivery system applicators on the common rail may result in over-application of friction control media to this rail, since it receives media when trains pass over both the narrow and the wide gauge rail configurations. Alternatively, if the amount of media applied to the common rail is reduced, then there may be an under-application of friction control media to the other rails. Also, there is an increased cost associated with installing two separate friction management application systems on dual gauge tracks. Thus, there remains a need for modified friction management application systems that may be used on dual gauge tracks.
[0009] The present invention relates to a wayside friction management application system for a dual gauge track. The present invention also relates to the use of sensor feedback and analysis for the control and adjustment of wayside friction management application systems in dual gauge rail operations.
[0010] Described herein is a trackside friction management system for delivery of a friction control media to a dual gauge track having a common rail, a narrow rail and a wide rail, the trackside friction management application system comprising:
a control system for receiving a signal from a first wheel detection sensor located on the common rail when activated by a moving train wheel, the control system providing an output signal to a first pump and a second pump, the first pump for fluid communication with a first delivery system that applies friction control media to the common rail, the second pump for fluid communication with a switching valve that is in fluid communication with a second delivery system and a third delivery system, the second delivery system and the third delivery system for applying the friction control media to the narrow rail and the wide rail, and the switching valve for receiving a signal from a second wheel detection sensor when activated by the moving train wheel, the second wheel detection sensor located on one of the wide rail or the narrow rail, the switching valve directing application of the friction control media to one of the wide rail or the narrow rail.
[0011] Also described herein is a method of controlling friction control media output of a friction management system for a dual gauge track having a common rail, a narrow rail and a wide rail, the method comprising:
(a) generating a first input signal from a first sensor located on or adjacent to the common rail when activated by a moving train, and forwarding the first input signal to a control system,
(b) providing an output signal from the control system to a first pump and a second pump, the first pump in fluid communication with a first delivery system so that when the first pump is activated by the output signal, the friction control media is delivered through the first delivery system to the common rail, the second pump in fluid communication with a switching valve, the switching valve in fluid communication with a second delivery system and a third delivery system, the switching valve set in a default position so that when the second pump is activated by the output signal, the friction control media is delivered through the switching valve and one of the second delivery system or the third delivery system to a default rail, the default rail selected from the narrow rail or the wide rail; and
(i) applying the friction control media to the common rail from the first delivery system, and to the default rail from one of the second delivery system or the third delivery system; or
(ii) receiving a second input signal at the switching valve and activating the switching valve so that the switching valve is set to a non-default position, the second input signal received from a second sensor located on or adjacent to one of the wide rail or the narrow rail and activated by the moving train, and applying the friction control media to the common rail from the first delivery system and to the non-default rail from the second delivery system or the third delivery system; wherein the default rail and the non-default rail are not the same.
[0012] This summary of the invention does not necessarily describe all features of the invention.
[0013] These and other features of the present disclosure will become more apparent from the following description in which reference is made to the appended drawings:
[0014] Figures 1A and 1B show prior art wayside friction management systems for a single rail system (Figure 1A) and a dual rail system (Figure IB).
[0015] Figure 2 shows a schematic diagram of a non-limiting example of a friction management application system for a dual gauge track comprising a common rail, a narrow rail and a wide rail according to the present disclosure.
[0016] Figure 3 shows a logic diagram for a method of controlling friction control media output of a friction management application system for a dual gauge track having a common rail, a narrow rail and a wide rail.
[0017] Directional terms such as "top," "bottom," "upwards," "downwards," "vertically," and "laterally" are used in the following description for the purpose of providing relative reference only, and are not intended to suggest any limitations on how any article is to be positioned during use, or to be mounted in an assembly or relative to an environment. The use of the word "a" or "an" when used herein in conjunction with the term "comprising" may mean"one," but it is also consistent with the meaning of "one or more," "at least one" and "one or more than one." Any element expressed in the singular form also encompasses its plural form. Any element expressed in the plural form also encompasses its singular form. The term "plurality" as used herein means more than one, for example, two or more, three or more, four or more, and the like.
[0018] As used herein, the terms "comprising," "having," "including" and "containing," and grammatical variations thereof, are inclusive or open-ended and do not exclude additional, un-recited elements and/or method steps. The term "consisting essentially of' when used herein in connection with a composition, use or method, denotes that additional elements, method steps or both additional elements and method steps may be present, but that these additions do not materially affect the manner in which the recited composition, method or use functions. The term "consisting of' when used herein in connection with a composition, use or method, excludes the presence of additional elements and/or method steps.
[0019] As used herein, the term "about", when used to describe a recited value, means within 10% of the recited value.
[0020] With reference to Figures 1A and 1B, there is provided a general example of a prior art friction management application system 1 for a single rail system (Figure 1A) and a dual rail system (Figure 1B), respectively. The friction management application system 1, may comprise two or more delivery systems 5, with each delivery system installed alongside a rail, and each delivery system may comprise one or more than one applicator 7. In the examples shown in Figures 1A and 1B, each delivery system 5 comprises two wayside applicators 7 installed beside each rail 9, however, it is to be understood that each delivery system 5 may comprise one or more than one applicator 7 mounted alongside each rail 9 of the track. Furthermore, it is to be understood that a delivery system may comprise one, two, or more applicators, for example but not limited to, one or more than one wayside applicator, one or more than one gauge face applicator, one or more than one top of rail applicator, or one or more than one other applicator as would be known to one of skill in the art. The one or more than one applicator 7 is used to apply a friction control media onto each rail of the track 9. The one or more than one applicator 7, of the delivery system 5, interacts with a pump, reservoir and a control system located within housing 11, via conduit, or hose, 17. The general components of the friction management system, for example, the applicators, reservoir, pump, control unit, and sensor(s) may be as described in US 7,096,997 (which is incorporated herein by reference), or it may be a Remote Performance Unit (RPU), as described in WO 2011/143765, WO 2013/067628 WO 2018/085943 (which are incorporated herein by reference). For example, the pump may be a gear pump, a positive displacement gear pump, a diaphragm pump, a peristaltic pump or any suitable pump as is known in the art.
[0021] In the prior art friction management application system 1 shown in Figures 1A and 1B, each delivery system 5 comprises an applicator 7 connected to a dedicated reservoir containing the friction control media, via one or more conduits or hoses 17. The one or more than one applicator 5 of the delivery system 5 is located adjacent to each track 9 to be treated so that the friction control media may be applied to both rails of the track 9.
[0022] The one or more than one delivery systems 5 apply friction control media into the wheel/rail interface, thereby providing means to achieve, or maintain, appropriate levels of lubrication, friction, or friction co-efficient, between the wheel of the train and rail surfaces. Application of friction control media into the wheel/rail interface includes, but is not limited to: applying friction control media to a gauge face, top of rail, or both, as a paste, a liquid, or a spray to be picked up by direct contact with passing wheels of a train; spraying friction control media onto the gauge face, top of rail, or both, of the track 9; or spraying friction control media onto the flanges or treads of passing wheels of the train.
[0023] The one or more than one applicator 7, located within the one or more than one delivery system 5, are typically positioned immediately preceding a location where application of friction control media is required. The passage of the train wheels spreads the friction control media over an area of the track 9 which then modifies the coefficient of friction along the rail sections, wheel treads and flanges as the train passes. The prior art friction management application systems can be used for a dual gauge track, however, for dual gauge single rail units, two friction management application systems are required for application of friction control media to each set of two rails of the three rails that make up the dual gauge single rail unit. One system applies media to the wide-gauge rail set, and the second system applies media to the narrow-gauge rail set of the dual gauge single rail unit. Some rail configurations comprise dual rail configurations that comprise two sets of dual gauge rails (dual gauge dual rail units). In these configurations four friction management application systems are required for application of friction control media to each dual gauge rail configuration (two systems apply media to the wide gauge rail sets, and the two systems apply media to the narrow gauge rail sets of the dual gauge dual rail unit.)
[0024] The present disclosure relates to a friction management application system for delivery of a friction control media to a dual gauge track having a common rail, a narrow rail and a wide rail. The dual gauge track may be either a dual gauge single rail unit or a dual gauge double rail unit. The present disclosure also relates to the use of sensor feedback and analysis for the control and adjustment of trackside friction management application systems in dual gauge track operations. A trackside friction management application system is required to dispense friction control media onto a target location of the dual gauge track, onto the gauge of the track which corresponds to the gauge of the train, in an appropriate quantity, at an appropriate time, and in the appropriate conditions, in order to achieve, or maintain, an appropriate co-efficient of friction between the rail track and the wheels of the train.
[0025] Referring to the drawings, Figure 2 is a diagram of a non-limiting example friction management application system 1 as described herein, and Figure 3 outlines the basic components of the friction management application system. Generally, the friction management application system 1 comprises a train detection system 36, a friction management system 10, and a fluid delivery system 38.
[0026] The friction management system 10 may be any trackside friction management system, for delivery of a friction control media to a track, for example, a wayside friction management system. In the example provided in Figure 2 the friction management system 10 delivers the friction control media to a dual gauge track having a common rail 12, a narrow rail 14 and a wide rail 16. The friction management system 10 comprises a control system 18 in communication with a first pump 22 and a second pump 24 via output signal 44, and a switching valve 28. The second pump 24 is in fluid communication with switching valve 28 via flow path 56. The control system 18 receives an input signal via 40, and the switching valve receives an input signal via 42. First pump 22 and second pump 24 are in fluid communication with a reservoir (not shown) containing the friction control media so that when a signal is received by the first and second pumps (22, 24, respectively) to start to pump the media, the media is pumped from the reservoir to a delivery system 38, via one or more flow paths, 50, 52 and 54. As discussed in more detail below, the control system 18 may also be in communication with a remote performance unit (RPU; 100; see Figure 3).
[0027] The control system 18 may receive a first signal from a first sensor 20 located on or adjacent to the common rail 12. The first sensor 20 is activated by a moving train to generate the first signal that is transmitted via 40 and received by the control system 18. If the friction management application system 1 comprises an RPU 100, then the RPU 100 may receive the first signal from the first sensor 20, via 40', and transmit an instruction from the RPU to the control system 18 via 41. The first sensor 20 may transmit the first signal, via 40, to the control system 18, or the RPU 100, by wire, cable, wirelessly or a combination thereof. Additionally, the RPU 100 may transmit the a signal via 41 to the control system 18, by wire, cable, wirelessly or a combination thereof. Wireless transmissions may be, but are not limited to, transmissions via radio frequency, or cellular communications channels, for example, general packet radio service.
[0028] The first signal is processed at the control system 18, or at the RPU 100, and a signal transmitted to from the RPU 100 the control system 18. The control system 18 then provides an output signal that is transmitted via 44 to a first pump 22 and a second pump 24. The output signal may be transmitted by wire, cable, wirelessly, or a combination thereof. The first pump 22 and the second pump 24 may be separate or part of a dual chamber pump. The first pump 22 is in fluid communication, via flow path 50, with a first delivery system 26, for example, but not limited to an application bar, one or more than one wayside applicator, one or more than one gauge face applicator, one or more than one top of rail applicator, or one or more than one other applicator. The first delivery system 26 applies friction control media to the common rail 12. The first pump 22 is in fluid communication with a reservoir (not shown) containing the friction control media so that when a signal is received by the first pump to start to pump the media, the media is pumped from the reservoir and though line 50.
[0029] The second pump 24 is in fluid communication with the reservoir (not shown) containing the friction control media, and with switching valve 28, via flow path 56. The switching valve 28 may be in fluid communication, via flow path 52, with a second delivery system 30, for example, but not limited to an application bar, one or more than one wayside applicator, one or more than one gauge face applicator, one or more than one top of rail applicator, or one or more than one other applicator. In this example, the second delivery system 30 applies the friction control media to the narrow rail 14. The switching valve 28 may also be in fluid communication, via flow path 54, with a third delivery system 32, for example, but not limited to, an application bar, one or more than one wayside applicator, one or more than one gauge face applicator, one or more than one top of rail applicator, or one or more than one other applicator. In this example, the third delivery system 32 applies the friction control media to the wide rail 16.
[0030] In Figure 2, the second delivery system 30 is shown on the narrow rail 14 and the third delivery system 32 is shown on the wide rail 16, however, this configuration should not be considered limiting, and the second delivery system 30 may be located on the wide rail 16 and the third delivery system may be located on the narrow rail 14.
[0031] The control system 18 produces an output signal 44 to pumps 22 and 24 in response to a signal detected by the first sensor 20. The signal detected by the first sensor 20 may arise as a result of passage of a train wheel, a wheel count, an axel pass, a determination of train speed, or other sensor that detects passage of a wheel, an axel, rail car, or a train, as is known in the art. For example, first sensor 20 may be, but is not limited to, a photoelectric detector, a mechanical switch, a load sensing device, a proximity sensing device, a magnetic disturbance detecting device, or other device, for example as described in US 7,481,400 (which is incorporated herein by reference). The first pump 22 then provides a function that is responsive to the output signal 44 from the control system 18, such as pumping friction control media to the first delivery system 26 for application to the common rail 12 in response to the output signal. The second pump 24 also provides a function that is response to the output signal 44 from the control system 18, such as pumping friction control media to the switching valve 28.
[0032] The switching valve 28 is configured to receive a second signal, via 42, from a second sensor 34, located on or adjacent to either the narrow rail 14 or the wide rail 16 when activated by the moving train. The second signal may be directly received by the switching valve 34 from the second sensor 34, via 42, or the second signal may be transmitted to an RPU 100 that then processes and sends the second signal to the switching valve 28, via 57 (see Figure 3).
[0033] In the non-limiting example shown in Figure 2, the second sensor 34 is shown as positioned on the wide rail 16. However, the second sensor 34 may also be located on the narrow rail 14. The second sensor 34 may transmit, via 42, the second signal to the switching valve 28 or the RPU 100, by wire, cable, wirelessly or a combination thereof, and the RPU may transmit the signal to the switching valve 28 by wire, cable, wirelessly or a combination thereof. Wireless transmissions may be, but are not limited to, transmissions via radio frequency, or cellular communications channels, for example, general packet radio service. The second sensor 34 is activated as a result of passage of a train wheel, a wheel count, an axel pass, a determination of train speed, or other sensor that detects passage of a wheel, an axel, a rail car, or a train as is known in the art. Second sensor 34 may be for example, but not limited to a photoelectric detector, a mechanical switch, a load sensing device, a proximity sensing device, a magnetic disturbance detecting device, or other device, for example as described in US 7,481,400 (which is incorporated herein by reference).
[0034] Upon receiving a signal from the second sensor 34, the switching valve 28 directs the friction control media to either the second delivery system 30 for application to the narrow rail 14 or the third delivery system 32 for application to the wide rail 16. In various embodiments, the second delivery system 30 may be located on the wide rail 16 and the third delivery system 32 may be located on the narrow rail 14.
[0035] The switching valve 28 is set to have one of the narrow rail 14 or the wide rail 16 be a default rail, and the other of the narrow rail 14 or the wide rail 16, is set as a non-default rail. In the absence of receiving a second signal (via 42) from the second sensor 34 located on or adjacent to one of the wide rail or the narrow rail, the switching valve 28 directs the friction control media to either the second 30 or third 32 delivery system, whichever is located on the default rail. Alternatively, if the second wheel detection sensor 34 is activated by the moving train wheel, rail car, or passing train, a second signal is generated and received by the switching valve 28 (or the RPU 100, in communication with the switching valve 28), and the switching valve directs friction control media to either the second 30 or third 32 delivery system, which ever is located on the non-default rail.
[0036] For example, as shown in Figure 2, the narrow rail 14 is set as the default rail, the wide rail 16 is the non-default rail, the second sensor 34 is located on or adjacent to the wide rail 16, the second delivery system 30 is located on the narrow rail 14, and the third delivery system 32 is on the wide rail 16. If the first sensor 20 detects a moving train, the control system 18 receives a first signal, via 40, (or the control system 18 receives the first signal via the RPU 100, via 40' and 41; Figure 3) and provides an output signal, via 44, to the first pump 22 and to the second pump 24. The first pump 22 receives the output signal from the control system 18, and applies friction control media to the common rail 12 via flow path 50 and first delivery system 26. The second pump 24 receives the output signal from the control system 18 and applies friction control media to the narrow rail 14 via flow path 56, the switching valve 28, flow path 54, and the second delivery system 30. In this example the train is moving along the narrow gauge set of tracks comprising the common rail 12 and the narrow rail 14, and therefore only the first sensor 20 is activated. With a train travelling along the narrow gauge set of tracks the second sensor 34 does not detect the moving train and the switching valve 28 is not activated.
[0037] Using the same configuration as described above, and with reference to Figure 2, a train comprising a wide gauge wheel set will move along common rail 12 and wide rail 16. As a result, the second sensor 34 will detect the moving train. In this example, the control system 18 receives a first signal from the first sensor 20, (or the control system 18 receives the first signal via the RPU 100, via 40' and 41; Figure 3), that the moving train has been detected and the control system 18 provides the output signal, via 44, to the first pump 22 and the second pump 24. The first pump 22 receives the output signal from the control system 18 and applies friction control media to the common rail 12 via flow path 50 the first delivery system 26. The second pump 24 receives the output signal, via 44, from the control system 18 and applies friction control media to the switching valve 28, via flow path 56. The second sensor 34 also detects the moving train and generates a second signal. The switching valve 28 (or the RPU 100; Figure 3) receives the second signal via 42 (or via 42 and 57, if the RPU is utilized) from the second sensor 34 that the moving train has been detected and the switching valve 28 is activated to switch from applying the friction control media to the default rail (the narrow rail 14 in this example) to applying the friction control media to the non-default rail (the wide rail 16 in this example), via flow path 54 and the third delivery system 32.
[0038] Using the system described above, friction control media is applied to the rails having a gauge that corresponds to the gauge of the moving train. Thus, the switching valve 28 directs application of the friction control media to the default rail when only the first sensor is activated by the moving train and directing application of the friction control media to the non-default rail when both the first and second sensors are activated by the moving train.
[0039] In various embodiments, the switching valve 28 is set so that the wide rail is the default rail and the narrow rail is the non-default rail. In other embodiments, the switching valve 28 is set so that the narrow rail is the default rail and the wide rail is the non-default rail. The second sensor may be on the narrow rail or the wide rail.
[0040] The friction management application system 1 further comprise a train detection system 36. The train detection system 36 comprises the first sensor 20, which may be placed on the common rail 12, and the second sensor 34, which may be placed on one of the narrow rail 14 or the wide rail 16.
[0041] The wayside friction management application system 1 further comprise a fluid delivery system 38. The fluid delivery system 38 may comprise the first delivery system 26, the second delivery system 30 and the third delivery system 32. In various embodiments, the first delivery system 26 is located on the common rail 12, the second delivery system 30 is located on the wide rail 16 and the third delivery system 32 is located on the narrow rail 14. In other embodiments, the first delivery system 26 is on the common rail 12, the second delivery system 30 is on the narrow rail 14 and the third delivery system 32 is on the wide rail 16.
[0042] A variety of devices may be used for sensing the presence of the moving train as the first sensor 20. The first sensor 20 may, for example, but not limited to, be a wheel sensor (for example, a sensor device that is based on magnetic activation, US 7,481,400), a mechanical switch, an axel counter, a wheel counter, a railwheel proximity sensor, a load sensor, an optical/video sensor, an accelerometer, a strain gauge, a noise/sound sensor, a light imaging, detection and ranging sensor (LIDAR; also termed LiDAR), an ultrasonic sensor, RADAR, a magnetic sensor (Zhang S., et al., 2013, Sensors Materials 25: 423-436), a combination thereof, or other means known in the art that indicate when a train is passing through the location of the first sensor on the common rail 12. In this manner, the first sensor may be activated mechanically, hydraulically or electrically.
[0043] The second sensor 34 may be any sensor which indicates whether the moving train has a narrow gauge and is traveling on the narrow rail 14 or has a wide gauge and is traveling on the wide rail 16. For example, if the second sensor 34 is located on the wide rail 16, the second sensor may be an axel counter, a wheel counter, or any of the sensors described above that may be used as a first sensor.
[0044] Any type of device for delivering friction control media to the common rail, narrow rail or wide rail as thefirst delivery system and one of the second delivery system or the third delivery system may be used with the invention as described herein. Non-limiting examples of such prior art delivery systems are shown in U.S. 5,641,037, WO 2011/143765, GB 2,405,910, US 6,719,095, US 6,854,563, US 2008/0203735, W02003/106240 (each of which is incorporated herein by reference).
[0045] The friction control media delivery time of the first, second and third delivery systems may be modified to achieve a desired quantity of the friction control media on the common rail and on one of the narrow rail or the wide rail in order to achieve an appropriate co-efficient of friction between the rails and wheels of the train. The delivery time, or pump time, is the duration of time the pump is actively delivering friction control media to the track. The delivery or pump time may be a function of time since last train pass, number of axels or wheels passing the first sensor, number of wheels passing the second sensor, data collected from a video unit, data collected from a photo capture unit, data collected from an acoustic feedback unit, data collected from a vibration detection unit, data collected from a speed detection unit, and data collected from an accelerometer, or a combination thereof.
[0046] In addition or alternatively, the pump rate, pump time or both pump rate and pump time of the first and second pumps may be adjusted up or down (i.e. to increase or decrease the pump output) based on whether the friction control media is delivered to the track at the beginning of the train pass, the middle portion of the train or the end of the train pass, based on data from the first and second sensors. For example, the control system may be programmed so that friction control media is pumped onto the track after a preset number of wheel passes, for example friction control media may be pumped onto the track after every 2 to 500, or any amount therebetween, wheel passes (as determined using one or both of the first and second sensors). If it is desired that the system pump at the first wheel and then after a middle wheel, the control system may programmed to pump following passage of the first wheel and then pump after passage of a predetermined wheel pass number. Thus, friction control media application may be shifted relative to wheel location on the train. Furthermore, the pump rate, pump time or both pump rate and pump time of the first and second pumps may be adjusted up or down in response to environmental or other conditions as described in WO 2018/085943 (which is incorporated herein by reference).
[0047] The friction management application system 1 described herein may be used to apply friction controlling compositions to a dual gauge single rail unit (i.e. a dual gauge unit that comprises a one set of three rails), a dual gauge dual rail unit (i.e. a dual gauge unit that comprises two sets of three rails), or any number of dual gauge rail units as required.
[0048] Therefore a trackside friction management system for delivery of a friction control media to a dual gauge track having a common rail, a narrow rail and a wide rail, the wayside friction management system comprising:
- a control system for receiving a first signal from a first sensor and for providing an output signal, the first sensor located on or adjacent to the common rail, the first sensor produces the first signal when activated by a moving train,
- a switching valve for receiving a second signal from a second sensor located on or adjacent to one of the wide rail or the narrow rail, the second sensor produces the second signal when activated by the moving train, the switching valve in fluid communication with a second delivery system and a third delivery system,
- a first pump for fluid communication with a first delivery system, so that when the first pump receives the output signal from the control system the first pump applies friction control media to the common rail via the first delivery system,
- the second pump in fluid communication with the switching valve, so that when the switching valve receives the second signal the switching valve delivers friction control media to the second delivery system or the third delivery system, the second delivery system and the third delivery system for applying the friction control media to the narrow rail or the wide rail, respectively,
- wherein, when the switching valve receives the second signal the switching valve becomes activated and the friction control media is applied to a non-default rail selected from one of the wide or the narrow rail, and when the switching valve does not receive the second signal and the switching valve is not activated the friction control media is applied to a default rail, wherein the default rail and the non-default rail are not the same.
[0049] Additionally, there is provided a friction management application system for delivery of a friction control media to a dual gauge track having a common rail, a narrow rail and a wide rail, the friction management application system comprising:
- a first sensor for detecting a moving train along the common rail and if the moving train is detected, the first sensor produces a first signal,
- a second sensor for detecting the moving train along one of the narrow rail or the wide rail, and if the moving train is detected, the second sensor produces a second signal,
- a control system for receiving the first signal and producing an output signal,
- - a switching valve for receiving the second signal, the switching valve in fluid communication with a second delivery system and a third delivery system,
- -a first pump for fluid communication with a first delivery system, so that when the first pump receives the output signal the first pump applies friction control media to the common rail via the first delivery system,
- - a second pump in fluid communication with the switching valve, so that when the switching valve receives the second signal the switching valve delivers friction control media to the second delivery system or the third delivery system, the second delivery system and the third delivery system for applying the friction control media to the narrow rail or the wide rail, respectively,
- -wherein, when the switching valve receives the second signal the switching valve becomes activated and the friction control media is applied to a non-default rail selected from one of the wide or the narrow rail, and when the switching valve does not receive the second signal the switching valve is not activated and the friction control media is applied to a default rail, wherein the default rail and the non-default rail are not the same.
[0050] In various embodiments, application of the friction control media may be stopped after a period of time when the first and second sensors are no longer activated by the moving train.
[0051] In various embodiments, the control system 18 may comprise a remote performance unit 100 (RPU), for example as described in WO 2011/143765, WO 2013/067628 WO 2018/085943 (which are incorporated herein by reference). With this configuration RPU 100 may comprise the control system (100+18; see Figure 3), or RPU 100 maybe located off-site, and communicate with the control system 18, via 41, in order to facilitate application of the friction modifying medium on either set of tracks as described herein. For example, the first sensor 20, as described above, may be configured to transmit the first signal, via 40", to a control system within RPU (100+18), and the RPU/control system, 100+18, configured to receive the first signal and generate the output signal from the control system, and transmit the signal, via 44, to the first and second pumps (22 and 24). Alternatively, the first sensor 20, may be configured to transmit the first signal, via 40', to the RPU 100, and the RPU generates and transmits an output signal, via 41, to control system 18. In this case, the Control system 18 would sends an output signal via 44, to the first and second pumps (22 and 24).
[0052] The RPU 100 may comprise a receiver, a transmitter, or both a receiver and transmitter, to receive instructions by radio frequency, cellular communication channels, or both from sensor 20, and to convey instructions by radio frequency, cellular communication channels, or both, to a receiver in communication with the control system 18, or first 22 and second 24 pumps. Each of the control system, first and second pumps may comprise a receiver configured to receive the output signal from the RPU, or the RPU+ control system; 100+18, and pump friction control media to the first delivery system from the first pump and to either the second or third delivery system from the second pump through the switching valve as described above.
[0053] Also provided herein is the friction management application system described above, that comprises a plurality of the train detection systems 36, components of friction management systems 10, and fluid delivery systems 38 distributed over a designated geographical territory, the RPU 100 configured to receive the data from each of the one or more train detection systems 36 distributed within the designated geographical territory, process and issue instructions to the various components of the friction management systems 10 as described herein. The friction management application system 1 may further comprise a plurality of the designated geographical territories, each of the designated geographical territories comprising one or more of the one or more train detection system 36, friction management system 10, and fluid delivery system 38.
[0054] The friction management application system described herein may use liquid or paste-like friction control media. Any liquid composition that can be pumped from the reservoir to a nozzle may be applied using the system of the present invention as would be readily determined by one of skill in the art. Non-limiting examples of liquid compositions that may be applied include but are not limited to those described in US 6,135,767; US 6,387,854; US 5,492,642; US 2004 0038 831 Al; WO 02/26919 (US 2003 0 195 123 Al); WO 98/13445; CA 2,321,507; EP 1 357 175; EP 1 418 222; US 6,795,372; US 7,244,695; US 7,357,427.
[0055] The present disclosure also provides a method of controlling friction control media output of a friction management application system for a dual gauge track having a common rail, a narrow rail and a wide rail.
[0056] The method comprises generating a first input signal from a first sensor 20 located on or adjacent to the common rail when activated by a moving train and forwarding the first input signal to a control system 18 (via 40, 40' or 40"). An output signal from the control system 18 to a first pump 22 and a second pump 24 is then provided (via 44). The first pump 22 is in fluid communication with a reservoir and a first delivery system 26 so that when the first pump 22 is activated by the output signal 44, friction control media is delivered from the reservoir and through the first delivery system 26 to the common rail. The second pump 24 is in fluid communication with the reservoir and with a switching valve 28. The switching valve 28 is in fluid communication with a second delivery system 30 and a third delivery system 32 and is set in a default position so that when the second pump is activated by the output signal from the control system 18 (via 44), the friction control media is delivered through the switching valve 28 and to one of the second delivery system (via 52) or the third delivery system (via 54) to a default rail, the default rail selected from one of the narrow rail or the wide rail.
[0057] Alternatively, a second input signal from a second sensor 34, located on or adjacent to one of the narrow rail or the wide rail when activated by the moving train, is forwarded to the switch valve 28, causing the switching valve 28 to switch to a non-default position so that friction control media is delivered through the switching valve 28 to a non-default rail, either one of the second delivery system (via flow path 52) or the third delivery system (via flow path 54), the default rail and the non-default rail being different rails (either the narrow rail or the wide rail).
[0058] In various embodiments, the narrow rail is set as the default rail and the wide rail is set as the non-default rail. In other embodiments, the wide rail is set as the default rail and the narrow rail is set as the non-default rail.
[0059] By using the systems and methods described herein, the flow of friction control media is directed to only those rails being used by a moving train. If a train has a narrow gauge, only the common rail and the narrow rail are treated. If a train has a wide gauge, only the common rail and the wide rail are treated. The track not being used by the moving train is not treated with friction control media, thereby avoiding undesirable use of the media.
[0060] In various embodiments, the wayside friction management systems described herein may be retrofit onto existing track-side management systems. For example, the trackside friction management system may be retrofit onto an existing system by adding the second sensor to one of the wide rail or the narrow rail, the switching valve and the third delivery system, together with the necessary connections and delivery hoses attached to the pumps and switching valve, and adjustments to the RPU and/or control system. As a result, no additional pumps or reservoirs are required.
[0061] In various embodiments, the friction management application systems described herein may be fit to include more than one dual gauge track so that one friction management system 10 (comprising one control system 18, two pumps 22 and 24, one switching valve 28, and one reservoir) may be used to provide friction control media to more than one dual gauge track. For example, the wayside friction management systems described herein may be fit to two dual gauge tracks such that six rails may be treated from one friction management system. In this configuration, a first sensor is located on a common rail of each dual gage track set. The second sensor is located on either the narrow gauge track or wide gauge track of each dual gauge track set, in a manner analogous that that as described above. The friction management application system would operate as described above, receiving signals from the first sensor or the first and second sensor and activating the pumps, and switching valve to direct the friction control media to the target tracks as required.
[0061a] Any discussion of documents, acts, materials, devices, articles or the like which has been included in this specification is solely for the purpose of providing a context for the present invention. It is not to be taken as an admission that any or all of these matters form part of the prior art base or were common general knowledge in the field relevant to the present invention as it existed in Australia or elsewhere before the priority date of this application.
[0062] The present invention has been described with regard to one or more embodiments the scope of the claims should not be limited by the preferred embodiments set forth in the examples, but should be given the broadest interpretation consistent with the description as a whole.
Claims (21)
1. A trackside friction management system for delivery of a friction control media to a dual gauge track having a common rail, a narrow rail and a wide rail, the wayside friction management system comprising:
a control system for receiving a first signal from a first sensor and for providing an output signal, the first sensor located on or adjacent to the common rail, thefirst sensor produces the first signal when activated by a moving train,
a switching valve for receiving a second signal from a second sensor located on or adjacent to one of the wide rail or the narrow rail, the second sensor produces the second signal when activated by the moving train, the switching valve in fluid communication with a second delivery system and a third delivery system,
a first pump for fluid communication with a first delivery system, so that when the first pump receives the output signal from the control system the first pump applies friction control media to the common rail via the first delivery system,
the second pump in fluid communication with the switching valve, so that when the switching valve receives the second signal the switching valve delivers friction control media to the second delivery system or the third delivery system, the second delivery system and the third delivery system for applying the friction control media to the narrow rail or the wide rail, respectively,
wherein, when the switching valve receives the second signal the switching valve becomes activated and the friction control media is applied to a non-default rail selected from one of the wide or the narrow rail, and when the switching valve does not receive the second signal and the switching valve is not activated the friction control media is applied to a default rail, wherein the default rail and the non-default rail are not the same.
2. The trackside friction management system of claim 1 wherein the switching valve is set so that the wide rail is the default rail and the narrow rail is the non-default rail.
3. The trackside friction management system of claim 1 wherein the switching valve is set so that the narrow rail is the default rail and the wide rail is the non-default rail.
4. The trackside friction management system of any one of claims Ito 3 wherein the switching valve is for directing application of the friction control media to the default rail when only the first sensor is activated by the moving train.
5. The trackside friction management system of any one of claims Ito 3 wherein the switching valve is for directing application of the friction control media to the non-default rail when both the first sensor and second sensor are activated by the moving train.
6. The trackside friction management system of any one of claims 1 to 5 wherein when the second sensor is installed, it is located on the narrow rail.
7. The trackside friction management system of any one of claims 1 to 5 wherein when the second sensor is installed, it is located on the wide rail.
8. The trackside friction management system of any one of claims 1 to 7 further comprising a fluid delivery system comprising the first delivery system located on the common rail, the second delivery system located on the narrow rail, and the third delivery system located on the wide rail.
9. The trackside friction management system of any one of claims 1 to 7 further comprising a fluid delivery system comprising the first delivery system located on the common rail, the second delivery system located on the wide rail, and the third delivery system located on the narrow rail.
10. The trackside friction management system of any one of claims I to 9 wherein the first and second pumps are part of a dual chamber pump.
11. The trackside friction management system of any one of claims 1 to 10 wherein the control system is a remote processing unit.
12. The trackside friction management system of any one of claims 1 to 11 wherein the first sensor is a wheel counter or an axel counter.
13. The trackside friction management system of any one of claims 1 to 12 wherein the second sensor is a wheel counter or an axel counter.
14. A method of controlling friction control media output of a trackside friction management system for a dual gauge track having a common rail, a narrow rail and a wide rail, the method comprising:
(a) generating a first signal from a first sensor located on or adjacent to the common rail, the first signal generated when the first sensor is activated by a moving train,
(b) receiving the first signal at a control system,
(c) providing an output signal from the control system to a first pump and a second
pump,
the first pump in fluid communication with a reservoir comprising friction control media and a first delivery system, so that when the first pump is activated by the output signal the friction control media is delivered from the reservoir through the first delivery system and to the common rail, and
the second pump in fluid communication with the reservoir and a switching valve, so that when the second pump is activated by the output signal the friction control media is delivered to the switching valve, the switching valve in fluid communication with a second delivery system and a third delivery system, the switching valve set in a default position so that the friction control media is delivered through the switching valve and one of the second delivery system or the third delivery system to a default rail, the default rail selected from the narrow rail or the wide rail; and
(i) applying the friction control media to the common rail from the first delivery system, and to the default rail from one of the second delivery system or the third delivery system;
or
(ii) generating a second signal received from a second sensor located on or adjacent to one of the wide rail or the narrow rail, the second sensor activated by the moving train, receiving a second signal at the switching valve and activating the switching valve so that the switching valve is set to a non-default position and applying the friction control media to the common rail from the first delivery system and to the non-default rail from the second delivery system or the third delivery system; wherein the default rail and the non-default rail are not the same.
15. The method of claim 14 further comprising setting one of the narrow rail and the wide rail as a default rail and the other of the narrow rail and the wide rail as a non-default rail.
16. The method of claim 14 or 15 wherein the second sensor is on the narrow rail.
17. The method of claim 14 or 15 wherein the second sensor is on the wide rail.
18. The method of any one of claims 14 to 17 further comprising stopping application of the friction control media after a period of time when the first and second sensors are no longer activated by the moving train.
19. The method of any one of claims 14 to 18, wherein the first sensor is a wheel counter or an axel counter.
20. The method of any one of claims 14 to 18, wherein the second sensor is a wheel counter or an axel counter.
21. A friction management application system for delivery of a friction control media to a dual gauge track having a common rail, a narrow rail and a wide rail, the friction management application system comprising:
a first sensor for detecting a moving train along the common rail and if the moving train is detected, the first sensor produces a first signal,
a second sensor for detecting the moving train along one of the narrow rail or the wide rail, and if the moving train is detected, the second sensor produces a second signal,
a control system for receiving the first signal and producing an output signal,
a switching valve for receiving the second signal, the switching valve in fluid communication with a second delivery system and a third delivery system, a first pump for fluid communication with a first delivery system, so that when the first pump receives the output signal the first pump applies friction control media to the common rail via the first delivery system, a second pump in fluid communication with the switching valve, so that when the switching valve receives the second signal the switching valve delivers friction control media to the second delivery system or the third delivery system, the second delivery system and the third delivery system for applying the friction control media to the narrow rail or the wide rail, respectively, wherein, when the switching valve receives the second signal the switching valve becomes activated and the friction control media is applied to a non-default rail selected from one of the wide or the narrow rail, and when the switching valve does not receive the second signal the switching valve is not activated and the friction control media is applied to a default rail, wherein the default rail and the non-default rail are not the same.
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Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| BR102019001071-1 | 2019-01-18 | ||
| BR102019001071-1A BR102019001071A2 (en) | 2019-01-18 | 2019-01-18 | APPLICATION SYSTEMS FOR DOUBLE-RIBBED AIRCRAFT MANAGEMENT |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| AU2019200818A1 true AU2019200818A1 (en) | 2020-08-06 |
Family
ID=71833563
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2019200818A Abandoned AU2019200818A1 (en) | 2019-01-18 | 2019-02-06 | Dual Gauge Trackside System |
Country Status (2)
| Country | Link |
|---|---|
| AU (1) | AU2019200818A1 (en) |
| BR (1) | BR102019001071A2 (en) |
-
2019
- 2019-01-18 BR BR102019001071-1A patent/BR102019001071A2/en unknown
- 2019-02-06 AU AU2019200818A patent/AU2019200818A1/en not_active Abandoned
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| BR102019001071A2 (en) | 2020-08-04 |
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