EP1593572A1 - Vorrichtung zur Überwachung der Längskräften, die von einem Schienenfahrzeugsrad auf die Schiene aufgebracht werden - Google Patents

Vorrichtung zur Überwachung der Längskräften, die von einem Schienenfahrzeugsrad auf die Schiene aufgebracht werden Download PDF

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Publication number
EP1593572A1
EP1593572A1 EP05252838A EP05252838A EP1593572A1 EP 1593572 A1 EP1593572 A1 EP 1593572A1 EP 05252838 A EP05252838 A EP 05252838A EP 05252838 A EP05252838 A EP 05252838A EP 1593572 A1 EP1593572 A1 EP 1593572A1
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EP
European Patent Office
Prior art keywords
wheel
longitudinal
equipment
vehicle
track
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05252838A
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English (en)
French (fr)
Inventor
Richard Alexander Charles
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
DeltaRail Group Ltd
Original Assignee
AEA Technology PLC
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Filing date
Publication date
Application filed by AEA Technology PLC filed Critical AEA Technology PLC
Publication of EP1593572A1 publication Critical patent/EP1593572A1/de
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way

Definitions

  • This invention relates to equipment for monitoring interactions between a vehicle and a railway track, in particular for determining longitudinal forces due to wheels of a vehicle.
  • Track recording vehicles are known, which include instruments for measuring many different attributes of a railway track, such as longitudinal profile, gauge and cant. It has also been suggested that track monitoring equipment might be installed in service vehicles, so that the track can be monitored more often.
  • WO 00/70148 describes equipment for measuring the profile of a railway track, using an accelerometer measuring the vertical acceleration of a bogie and a linear displacement transducer measuring the vertical displacement of an axle relative to the bogie.
  • equipment for identifying locations along a track at which a wheel of a railway vehicle subjects a rail along which the vehicle is travelling to longitudinal forces
  • the equipment comprising at least one displacement transducer arranged to monitor any longitudinal movement of the wheel relative to a bogie of the vehicle, and an accelerometer arranged to measure longitudinal acceleration of the wheel, and means for deducing from signals representing the longitudinal movement of the wheel and representing longitudinal acceleration of the wheel the longitudinal forces acting on the wheel from the rail.
  • the present invention also provides equipment for identifying locations along a track at which a wheel of a railway vehicle may be expected to cause fatigue in a rail along which the vehicle is travelling, the equipment incorporating means for determining the longitudinal forces as specified above, and hence deducing those locations at which fatigue may be caused.
  • the displacement transducer enables the lower frequency components of the forces to be monitored, while the accelerometer enables the higher frequency components to be monitored.
  • the resilience of the primary suspension is effectively being used as a spring balance, while for high frequencies the resilience becomes irrelevant, and the force can be equated to the mass of the wheel times its acceleration.
  • the axle box's orientation relative to the track can vary, for example if it is supported by a swing link, there may instead be two such accelerometers on the axle box arranged at different orientations relative to the longitudinal axis (in the vertical plane).
  • the actual acceleration can be resolved into components in the longitudinal and perpendicular directions relative to the track (the longitudinal accelerations must be in a direction within a restricted range of angles relative to the orientation of the accelerometers, this being determined by the design of the swing link mounting).
  • the directions referred to as longitudinal and perpendicular are relative to the plane of the track. If the track is horizontal, then the longitudinal direction is horizontal and the perpendicular direction is vertical.
  • the displacement transducer is attached between the bogie frame and the pin to measure any longitudinal displacements of the axle box.
  • the displacement transducer can be aligned in the longitudinal direction.
  • the accelerometer is arranged to measure longitudinal accelerations of the pin, and may be mounted on the displacement transducer to ensure that it is aligned in the longitudinal direction.
  • the equipment also includes a computer to analyse signals from the sensors, and a position locating instrument arranged to provide position information to the computer, and automatic means for transferring data from the computer to a base station remotely and at intervals.
  • the position locating instrument might use GPS. More precise information on position may be obtained using differential GPS, or by detecting the location of objects at known positions along or adjacent to the track such as points or crossings. Dead reckoning methods may also be used, including inertial guidance systems, and measuring distance from known positions.
  • Such equipment can be sufficiently small to be installed on a service vehicle, for example a passenger coach, without causing inconvenience to passengers or staff. Operations can be totally automatic, so no staff are required to monitor it. Consequently the equipment enables the performance of the rolling stock to be monitored automatically, and any occurrences of high longitudinal forces can be correlated with the location along the track at which they occur. Such equipment might be installed in new rolling stock prior to its acceptance into service, so that any faults in the suspension or design features that exacerbate longitudinal forces can be identified.
  • a system 10 for monitoring the longitudinal forces acting between wheels and a track includes a base station computer 12 connected to an aerial 13 and to a display screen 14.
  • the system 10 also incorporates instrumentation packages 16 (only one is shown) which are installed in service vehicles, or measurement vehicles, or vehicles undergoing testing.
  • the figure shows a side view, partly diagrammatic, of parts of a vehicle 18 comprising a body 20 supported on air springs 22 on bogies 24 (only one of which is shown).
  • the bogie 24 includes an H-frame 25 and two wheelsets 27, each comprising two wheels integral with an axle.
  • axle box 30 At each end the axle locates in a bearing in an axle box 30, the axle box 30 being connected to the frame 25 by rubber springs 32 and trailing links 33 so that the axle 29 and the axle box 30 can undergo limited movement relative to the frame 25, the trailing links 33 being rigidly connected to the axle box 30 and pivotally connected to the frame 25 by a pin passing through a hard rubber bush 36.
  • the wheelsets 27 roll along a railway track 35.
  • the instrumentation package 16 includes two linear displacement transducers 38 and 40 connected between the top of the axle box 30 and the H-frame 25, one transducer 38 being oriented perpendicular to the track 35 (ie vertically, if the track 35 is horizontal), and the other transducer 40 being oriented at an inclination of say 30° to that direction.
  • the package 16 also includes a pair of accelerometers 42, 43 mounted on the axle box 30, and oriented at 45° above and below the horizontal respectively (if the track 35 is horizontal).
  • Signals from the accelerometers 42 and 43 and the transducers 38 and 40 are provided to a computer 44 within the body 20.
  • a GPS receiver 46 also provides signals to the computer 44.
  • a tachometer 48 on the bogie 24 measures the rate of rotation of a wheelset 27 and supplies electrical signals to the computer 44.
  • the computer 44 might for example locate beneath a passenger seat in the vehicle. And the computer 44 can transmit data via an aerial 50 to the base station 12.
  • transducers 38 and 40 and the accelerometers 42 and 43 enable the longitudinal forces between the wheelset 27 and the track 35 to be measured on one side of the vehicle 18, as described below.
  • another such pair of transducers 38 and 40 and accelerometers 42 and 43 would be connected in the same way to an axle box 30 on the other side of the vehicle 18.
  • the analogue signals from the transducers 38 and 40 and the accelerometers 42 and 43 may first be digitized (at say 1 kHz, for example within the computer 40), or the analogue signals may themselves be processed in order to deduce the forces.
  • the forces in the low-frequency range (below ,the resonant frequency for longitudinal oscillations of the wheelset 27 relative to the bogie 24) are determined from the displacement signals from the displacement transducers 38 and 40. It will be appreciated that the inclination of the transducer 40 to the perpendicular, say ⁇ , although nominally 30°, will vary with vertical movements of the wheelset 27 relative to the frame 25.
  • the longitudinal displacement of the wheelset 27 is x
  • the perpendicular displacement measured by the transducer 38 is y
  • the displacement in the direction of the transducer 40 is s
  • s cos ⁇ y
  • s sin ⁇ x
  • x v(s 2 - y 2 )
  • the longitudinal displacement x can be determined. This can be related to the longitudinal force F from a measurement of the spring constant k of the suspension, i.e. of the rubber springs 32 in this example.
  • the high frequency components of the forces between the wheelset 27 and the track 35 are determined from the measurements from the accelerometers 42 and 43.
  • the orientation of the top surface of the axle box 30 and so of the accelerometers 42 and 43 will vary through a small angular range, but the signals from the two accelerometers 42 and 43 may be used to deduce the acceleration in the longitudinal direction.
  • the signals from each accelerometer 42 and 43 may be resolved into two orthogonal components (corresponding to the longitudinal and perpendicular directions relative to the track) by assuming an orientation for the longitudinal direction; this can be repeated for a range of different assumed orientations.
  • the true orientation can be determined for example by identifying the orientation at which the components deduced from one accelerometer 42 are equal to those deduced from the other accelerometer 43.
  • the preferred approach in this case is to deduce the orientation of the top surface of the axle box 30 from its vertical displacement as measured by the transducer 38; and hence deduce the longitudinal acceleration from the signals from one or other of the accelerates 42 and 43. (Instead of the two accelerometers at different orientations, alternatively in this case a single accelerometer may be provided, and may be oriented horizontally.)
  • the longitudinal force is calculated, being equated to the effective mass of the wheel multiplied by the longitudinal acceleration component.
  • the present invention enables the longitudinal forces acting between the wheels and the rails to be measured both in the low frequency and high frequency ranges.
  • the high and low frequency signals may be processed separately, or combined using complementary filters to ensure accurate representation of the cut-off frequencies.
  • the measured forces may be merely recorded by the computer 44, and this data is preferably tagged with positional information from the GPS receiver 46 or from other positional information such as lineside beacons or from the tachometer 48; the speed of the vehicle as determined by the tachometer 48 is preferably also recorded. This recorded data may be downloaded at intervals to the base station 12. This may be in response to a signal from the base station 12, and may for example be done once a day.
  • the data may be averaged prior to storage and transmission, for example over a preset length of track such as 10 m; this reduces the amount of data to be stored and transmitted.
  • a preset length of track such as 10 m
  • system 10 might differ from that described above. It is applicable to railway vehicles with different suspensions, for example the primary suspension might include helical springs in place of the rubber springs 32. Furthermore the computer 40 might be mounted on the underside of the body 20, rather than within it.
  • An alternative monitoring system 10 omits the accelerometers 42 and 43 and the displacement transducers 38 and 40. Instead, as shown on the right-hand side of the figure, a displacement transducer 50 is mounted longitudinally (horizontally as shown) between the pivot pin 34 of one of the trailing links 33, and the frame 25 of the bogie 24. An accelerometer 52 is mounted on the end of the displacement transducer 50 next to the pivot pin 34.
  • This arrangement avoids the problems arising from the variation in the orientation of the axle box 30, as the displacement transducer 50 is always longitudinal, and the accelerometer 52 is therefore always longitudinal (provided that the displacement transducer 50 is sufficiently long that any changes of orientation due to vertical movements of the pin 34 in the bush 36 can be neglected).
  • the displacement transducer 50 enables the low-frequency longitudinal forces on the wheel 27 to be determined, while the accelerometer 52 enables the high frequency longitudinal forces to be determined.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP05252838A 2004-05-08 2005-05-09 Vorrichtung zur Überwachung der Längskräften, die von einem Schienenfahrzeugsrad auf die Schiene aufgebracht werden Withdrawn EP1593572A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0410326 2004-05-08
GB0410326A GB0410326D0 (en) 2004-05-08 2004-05-08 Vehicle/track monitoring

Publications (1)

Publication Number Publication Date
EP1593572A1 true EP1593572A1 (de) 2005-11-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05252838A Withdrawn EP1593572A1 (de) 2004-05-08 2005-05-09 Vorrichtung zur Überwachung der Längskräften, die von einem Schienenfahrzeugsrad auf die Schiene aufgebracht werden

Country Status (2)

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EP (1) EP1593572A1 (de)
GB (1) GB0410326D0 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006130908A1 (en) * 2005-06-08 2006-12-14 Qr Limited Estimation of wheel rail interaction forces
GB2443646A (en) * 2006-11-09 2008-05-14 William Davies Inspecting railway tracks
NL2003351C2 (en) * 2009-08-13 2011-02-15 Univ Delft Tech Method and instumentation for detection of rail top defects.
CN102890143A (zh) * 2012-10-19 2013-01-23 西南交通大学 一种融合车速信息和前后轴箱加速度信息的轨道局部缺陷车载检测方法

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000070148A1 (en) * 1999-05-14 2000-11-23 Aea Technology Plc Track monitoring equipment
WO2003006298A1 (en) * 2001-07-07 2003-01-23 Aea Technology Plc Track monitoring equipment

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000070148A1 (en) * 1999-05-14 2000-11-23 Aea Technology Plc Track monitoring equipment
WO2003006298A1 (en) * 2001-07-07 2003-01-23 Aea Technology Plc Track monitoring equipment

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006130908A1 (en) * 2005-06-08 2006-12-14 Qr Limited Estimation of wheel rail interaction forces
US7853412B2 (en) 2005-06-08 2010-12-14 Qr Limited Estimation of wheel rail interaction forces
GB2443646A (en) * 2006-11-09 2008-05-14 William Davies Inspecting railway tracks
NL2003351C2 (en) * 2009-08-13 2011-02-15 Univ Delft Tech Method and instumentation for detection of rail top defects.
WO2011019273A1 (en) 2009-08-13 2011-02-17 Technische Universiteit Delft Method and instrumentation for detection of rail defects, in particular rail top defects
CN102548828A (zh) * 2009-08-13 2012-07-04 代尔夫特工业大学 用于检测铁轨缺陷,特别是铁轨顶部缺陷的方法和设备
US8905359B2 (en) 2009-08-13 2014-12-09 Technische Universiteit Delft Method and instrumentation for detection of rail defects, in particular rail top defects
CN102548828B (zh) * 2009-08-13 2015-05-27 代尔夫特工业大学 用于检测铁轨缺陷,特别是铁轨顶部缺陷的方法和设备
CN102890143A (zh) * 2012-10-19 2013-01-23 西南交通大学 一种融合车速信息和前后轴箱加速度信息的轨道局部缺陷车载检测方法
CN102890143B (zh) * 2012-10-19 2015-07-15 西南交通大学 一种融合车速信息和前后轴箱加速度信息的轨道局部缺陷车载检测方法

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Publication number Publication date
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