EP1745179A1 - Equipement de suivi de trajectoire - Google Patents

Equipement de suivi de trajectoire

Info

Publication number
EP1745179A1
EP1745179A1 EP05740567A EP05740567A EP1745179A1 EP 1745179 A1 EP1745179 A1 EP 1745179A1 EP 05740567 A EP05740567 A EP 05740567A EP 05740567 A EP05740567 A EP 05740567A EP 1745179 A1 EP1745179 A1 EP 1745179A1
Authority
EP
European Patent Office
Prior art keywords
support frame
vehicle
mounting device
linear actuators
vehicle body
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Withdrawn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
EP05740567A
Other languages
German (de)
English (en)
Inventor
Richard Alexander Charles
Daniel Martin
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
DeltaRail Group Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by DeltaRail Group Ltd filed Critical DeltaRail Group Ltd
Publication of EP1745179A1 publication Critical patent/EP1745179A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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 optically monitoring railway tracks.
  • Track recording vehicles are known, which include instruments for measuring many different attributes of a railway track.
  • track monitoring equipment is described in WO 00/70148 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. Combining these measurements enables the profile of the top surface of the rail along its length to be monitored.
  • WO 2003/006298 describes equipment for monitoring the alignment of a railway track, using an accelerometer measuring the transverse accelerations of the bogie and a linear displacement transducer measuring the lateral displacement of an axle relative to the bogie.
  • optical systems for monitoring the condition of railway tracks. Mounting such optical devices on the bogie has the benefit that they are near the rails, and at a substantially constant distance from the rails, and there is considerably less movement of the image then there would be if the optical devices were mounted on the body.
  • a mounting device for mounting optical inspection equipment on a railway vehicle supported on bogies, the mounting device comprising a support frame for carrying the optical inspection equipment, a variable-length suspension for suspending the support frame below the vehicle body, linear actuators for connection between the vehicle body and the support frame so the support frame can be moved in any direction in a plane perpendicular to the longitudinal axis of the vehicle, and can be turned about an axis parallel to the longitudinal axis of the vehicle, and means to activate the linear actuators to compensate for displacements and roll of the vehicle body at frequencies below a preset cut-off frequency to hold the optical inspection equipment at a generally constant position relative to the rails.
  • the mounting device is intended for mounting cameras, to detect defects such as missing clips, or railhead squats or dents, and consequently it is not necessary for the position of the optical equipment relative to the rails to remain exactly fixed. Hence the actuators only compensate for low frequency movement of the vehicle body, below the preset cut-off frequency.
  • the signals to activate the linear actuators may be derived from optical sensors that monitor the position of the rails relative to the vehicle, or alternatively from optical sensors monitoring the displacements of the body relative to the bogie (lateral, vertical, and yaw) .
  • the optical inspection equipment also comprises inertial sensors, such as gyroscopes and accelerometers, signals may be obtained from such inertial sensors to deduce the motion of the vehicle; in conjunction with sensors of track curvature (for example by sensing bogie rotation relative to the body) , the appropriate signals to activate the linear actuators can be deduced.
  • the vehicle incorporates sensors of track alignment and track undulation, such as those described in WO 00/70148 and WO 2003/006298, the appropriate signals to activate the linear actuators can be deduced from signals from these sensors.
  • the primary and secondary suspensions have the effect that the vehicle body is subjected only to low-frequency displacements; high frequency displacements are damped or suppressed by the suspension. It is important that only the low- frequency displacements and .roll of the vehicle body are compensated for; the high frequency displacements of the rails, which are not transmitted through the suspension to the vehicle body, are not compensated for, and so the optical equipment is not subjected to such high frequency vibrations. Consequently the present invention subjects the optical equipment to much less vibration than there would be if the optical equipment were mounted on the bogie .
  • the range of frequencies of the drive signals supplied to linear actuators may be different from the frequencies that are transmitted to the vehicle body by the suspension. So, for example, the optical equipment might track some of the intermediate wavelength movements of the rails that are not transmitted through the suspension.
  • the cut-off frequency for the drive signals to the linear actuators is preset at a frequency between 1 Hz and 4 Hz, more preferably between 1.5 Hz and 2.5 Hz, for example 2 Hz.
  • the cut-off frequency should be set higher than the resonant frequency for vehicle roll; for example if the vehicle roll resonant frequency is 1.5 Hz, the cut-off frequency might be set at 2.0 Hz.
  • the monitoring device is attached to the body so it is in proximity to a bogie.
  • the support frame preferably extends transverse to the longitudinal axis of the vehicle, and has one or more cameras mounted near each end to inspect the two rails.
  • the support frame comprises two plates spaced apart to define a box-like structure, to provide rigidity against movement of the support frame in a direction parallel to the longitudinal axis of the vehicle.
  • the mounting device does not take up much space, 'and so is easy to install under the vehicle.
  • the equipment also includes a position locating instrument so the images obtained by the optical equipment can be correlated with the location of the vehicle.
  • 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.
  • Figure 1 shows a side view, partly diagrammatic, of a vehicle incorporating an optical track monitoring system
  • Figure 2 shows a view in the direction of arrow A of figure 1;
  • Figure 3 shows a perspective view of an optical track monitoring system.
  • an optical track inspection system 10 is installed on a railway vehicle 12 comprising a body 14 supported by air springs 16 on bogies 18 (only one of which is shown) .
  • the bogie 18 includes an H-frame 20 and two wheelsets 21 each comprising two wheels integral with an axle. At each end the axle locates in a bearing in an axle box 22, the axle box 22 being connected by rubber springs 23 to the frame 20 so that the wheelset 21 and the axle box 22 can undergo limited movement relative to the frame 20.
  • the rubber springs 23 provide the primary suspension
  • the air springs 16 provide the secondary suspension for the body 14.
  • the wheels roll along a railway track 25.
  • the inspection system 10 is suspended below the body 14 so that the primary and secondary suspensions cushion it from the impacts and vibrations to which the wheelsets 21 are subjected.
  • the inspection system 10 includes cameras 30 at each end of a support bar 32, and an inertial monitor 34 (which incorporates gyroscopes and accelerometers) also mounted on the support bar 32.
  • the details of the inspection system 10 do not form the subject matter of the present invention.
  • the track 25 consists of rails 35 secured by clips 36, and in this example the cameras 30 are arranged to view the rails 35, for example to identify any missing clips 36 or to identify any defects in the railhead.
  • the support bar 32 is suspended from a support structure 38 fixed to the body 14 (not shown in figure 2) by means of three linear actuators 40, 41 and 42 connected between two pivotal connections 43 and 44 on the bar 32 and two pivotal connections 45 and 46 on the support structure 38.
  • a pair of pivotally-connected link bars 48 and 49 are also connected between the connections 44 and 46.
  • the link bars 48 and 49 prevent yaw movement of the bar 32.
  • the linear actuators 40, 41 and 42 provide the support bar 32 with three degrees of freedom: actuation of the actuators 40 and 42 can move the bar 32 vertically; actuation of the actuator 41 alone moves the bar 32 transversely (along an arc) ; and actuation of the actuator 40 alone turns the bar 32 about a longitudinal axis passing through the connection 44.
  • the actuators 40-42 are controlled by signals from a computer 50, which may be installed in the vehicle body 14, to ensure that the support bar 32 has a substantially constant position and orientation relative to the rails 35, but only compensating for low frequency movements of the body 14 relative to the track 25.
  • the control signals may be generated in various different ways .
  • the position of the rails 35 relative to the cameras 30 is monitored using an optical instrument.
  • the cameras 30 may be used as the optical instrument, and the bar 32 be moved to ensure that the image of the rails 35 is in a substantially constant position in each camera 30 (though only compensating for the low-frequency movements) .
  • the computer 50 receives signals from the inertial monitor 34 that forms part of the optical inspection system 10.
  • the computer 50 can hence deduce the signals required to control the position of the bar 32 with the cameras 30; in this case the computer 50 may also receive signals from a sensor 52 sensing rotation of the bogie 18 relative to the body 14.
  • the vehicle 12 also carries accelerometers (not shown) to measure vertical and lateral accelerations of the frame 20 and displacement transducers (not shown) to measure vertical and lateral displacements of the axle box 22 relative to the frame 20. At least the vertical measurements are performed on each side of the bogie 18. (The term vertical refers to the direction perpendicular to the plane of the track 25.) These measurements can be used to deduce the profile of the top of each rail 35 (i.e. undulations), the cant between one rail 35 and the other, and also the effective alignment of the track 25 (i.e. lateral displacements). Hence the response of the vehicle body 14 can be predicted, taking into account the resilience of the primary and secondary suspensions 23 and 16, and the appropriate signals can be deduced to control the position of the bar 32 and the cameras 30.
  • FIG 3 there is shown a perspective view of an inspection system 50, showing greater detail than in the previous figures, and partly broken away.
  • the system 50 includes a support bar 32 which is a box-like structure consisting of two steel plates 52 that are spaced apart, so the support bar 32 is about 1.5 m long and 150 mm wide overall.
  • Link bars 48 and 49 are provided at both ends of the support bar 32, connecting to pivotal connections 54 near the upper corners of the plates 50.
  • the inspection system 50 is connected to a baseplate 56 which is itself secured to the underside of the vehicle; and this baseplate 56 has pivotal connections 58 to the link bars 48 at each end. Pivotal connections 45 and 46 to the linear actuators 40, 41 and 42 are about 300 mm in from each end of the baseplate 56. The linear actuators 40, 41 and 42 extend between the steel plates 52 to pivotal connections 43 and 44 near the bottom of the support bar 32.
  • the inspection system 50 is also provided with a monitoring mechanism consisting of telescopic linear displacement sensors alongside each of the linear actuators (only the sensors 58 and 59 alongside the actuators 40 and 42 are shown) .
  • the system 50 supports two cameras 30 at each end which view the rails 35 from different directions; these are fixed to the support bar 32 by brackets 60 supported by respective bolts 62.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Length Measuring Devices By Optical Means (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Abstract

La présente invention concerne un équipement d'inspection optique (10) qui est monté sur le côté inférieur d'un corps de véhicule ferroviaire (14) supporté par des bogies (18). L'équipement est supporté par une suspension de longueur variable qui comprend des actionneurs linéaires (40-42) de sorte que l'équipement peut être déplacé horizontalement ou verticalement et peut effectuer un mouvement de roulement. Ceux-ci sont actionnés pour compenser des déplacements basse fréquence et le roulement du corps (14) du véhicule en-dessous d'une fréquence préétablie, pour maintenir l'équipement d'inspection optique dans une position généralement constante par rapport aux rails (35).
EP05740567A 2004-05-08 2005-05-09 Equipement de suivi de trajectoire Withdrawn EP1745179A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0410328A GB0410328D0 (en) 2004-05-08 2004-05-08 Track monitoring
PCT/GB2005/001754 WO2005108676A1 (fr) 2004-05-08 2005-05-09 Equipement de suivi de trajectoire

Publications (1)

Publication Number Publication Date
EP1745179A1 true EP1745179A1 (fr) 2007-01-24

Family

ID=32482938

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05740567A Withdrawn EP1745179A1 (fr) 2004-05-08 2005-05-09 Equipement de suivi de trajectoire

Country Status (3)

Country Link
EP (1) EP1745179A1 (fr)
GB (1) GB0410328D0 (fr)
WO (1) WO2005108676A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1914145A1 (fr) * 2006-10-16 2008-04-23 Strukton Railinfra Installatietechniek B.V. h.o.d.n. Strukton Systems Assemblage pour surveiller les voies ferrées
JP6027338B2 (ja) * 2012-05-16 2016-11-16 東日本旅客鉄道株式会社 軌道検測装置システムの車両床下搭載方法及び軌道検測装置システム
DE102014212232A1 (de) * 2014-06-25 2015-12-31 Bombardier Transportation Gmbh Vorrichtung und Verfahren zur Bestimmung mindestens einer Eigenschaft eines Gleises für ein Schienenfahrzeug sowie Schienenfahrzeug
DE102014212233A1 (de) * 2014-06-25 2015-12-31 Bombardier Transportation Gmbh Vorrichtung und Verfahren zur Erfassung einer Fahrzeugumgebung eines Schienenfahrzeugs sowie Schienenfahrzeug
US10309763B2 (en) 2014-08-07 2019-06-04 Mitsubishi Electric Corporation Rail position measurement device
CN104908776B (zh) * 2015-06-29 2017-08-25 中国铁路总公司 一种无砟轨道结构检测装置
AT525305A1 (de) * 2021-08-04 2023-02-15 Siemens Mobility Austria Gmbh Sensoranordnung und Fahrwerk
DE102023203681B3 (de) 2023-04-21 2024-08-29 Siemens Mobility GmbH Sensoranordnung, Fahrwerk und spurgeführtes Fahrzeug

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1547312A (fr) * 1967-12-15 1968-11-22 Appareil enregistreur de la surface de roulement des rails sur les voies ferrées
AT353819B (de) * 1976-10-04 1979-12-10 Plasser Bahnbaumasch Franz Anordnung zum kontinuierlichen nivellieren, richten und verdichten der gleisschotterbettung
HU200432B (en) * 1986-08-01 1990-06-28 Magyar Allamvasutak Measuring method and apparatus for qualifying the condition of railway tracks
GB9911170D0 (en) * 1999-05-14 1999-07-14 Aea Technology Plc Track monitoring equipment
GB0116651D0 (en) * 2001-07-07 2001-08-29 Aea Technology Plc Track monitoring equipment
DE10220175C1 (de) * 2002-05-06 2003-04-17 Db Netz Ag Messverfahren und Anordnung zum Erfassen der Nachgiebigkeit eines Gleises

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2005108676A1 *

Also Published As

Publication number Publication date
WO2005108676A1 (fr) 2005-11-17
GB0410328D0 (en) 2004-06-09

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