WO2007088321A1 - Contrôle du flambage d'un rail - Google Patents

Contrôle du flambage d'un rail Download PDF

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Publication number
WO2007088321A1
WO2007088321A1 PCT/GB2006/050456 GB2006050456W WO2007088321A1 WO 2007088321 A1 WO2007088321 A1 WO 2007088321A1 GB 2006050456 W GB2006050456 W GB 2006050456W WO 2007088321 A1 WO2007088321 A1 WO 2007088321A1
Authority
WO
WIPO (PCT)
Prior art keywords
twist
track
frame
vehicle
equipment
Prior art date
Application number
PCT/GB2006/050456
Other languages
English (en)
Inventor
Sandor Matyas Patko
Original Assignee
Deltarail Group Limited
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 Limited filed Critical Deltarail Group Limited
Priority to EP06820681A priority Critical patent/EP1979215A1/fr
Priority to CA002640565A priority patent/CA2640565A1/fr
Priority to US12/162,438 priority patent/US20090094848A1/en
Priority to AU2006337431A priority patent/AU2006337431A1/en
Publication of WO2007088321A1 publication Critical patent/WO2007088321A1/fr

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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C7/00—Tracing profiles
    • G01C7/02—Tracing profiles of land surfaces
    • G01C7/04—Tracing profiles of land surfaces involving a vehicle which moves along the profile to be traced
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C9/00—Measuring inclination, e.g. by clinometers, by levels

Definitions

  • This invention relates to a method and to equipment for monitoring railway tracks, in particular for determining their twist over the full range of wavelengths .
  • Track recording vehicles are known, which include instruments for measuring many different attributes of a railway track.
  • One of the frequently measured properties is track cant, which is the tilt of the track at a particular point when compared to the horizontal plane.
  • Track twist is the difference of the track cant between one point of measurement and another point along the track. The distance between the two points is fixed during the measurement and is called the base of the twist. If the base is 3 m then the measured twist is called 3 m twist.
  • Track twist can be measured directly using a rigid frame (usually the body of a vehicle) and transducers measuring the distance of the frame above the rails. Track maintainers often use measurements of more than one kind of twist to determine the quality of the track. Instrumentation to provide direct measurements for all these different twists is expensive.
  • Inertial track measurement systems can cost- effectively measure track twist of any base from measurement of track cant at successive positions along a track.
  • track cant may be measured with sensors most of which are on the body of a track recording vehicle.
  • the instrumentation involves sensing as follows: the lateral acceleration A of the body; the angular speed Gr of roll of the body (i.e. turning about its longitudinal axis) ; the angular speed Gy of yaw of the body (i.e. turning about a vertical axis) .
  • These transducers can measure the tilt of the body.
  • These heights can be measured directly, using optical transducers; or using electronic transducers in multiple stages, using sensors for the distances on each side between the bogie and the body, and sensors for the distances on each side between the bogie and the axle, assuming that the tilt of the rigid axle is the same as the tilt of the rails.
  • equipment for monitoring twist of railway tracks comprising a vehicle including a frame, and sensors on the frame comprising a roll sensor to measure the rate of roll about a longitudinal axis, and sensors to monitor the variations in the relative tilt between the frame and the rails, a sensor to monitor distance travelled, means to sample data from the sensors, and means to determine from the sampled data the twist of a railway track.
  • the frame may comprise at least part of a vehicle body, or at least part of a bogie of a vehicle.
  • height sensors may be arranged to measure the variations in height between the frame and axle boxes at each end of a wheelset.
  • height sensors may be arranged to measure the variations in height between the frame and the rails, for example by a non-contact optical technique. The difference of the height measurements on the opposite sides can be used to calculate the relative tilt between the frame and the rails.
  • the twist determining means requires values of time, and this may be provided by a clock means.
  • a clock means may be used to control sampling, or alternatively the sampling may be controlled in response to signals from the sensor monitoring vehicle travel. This may monitor the distance travelled along a track (tachometer) , or may monitor vehicle speed from which the distance travelled can be deduced.
  • the clock means may form part of a computer for performing the calculations, or may be a separate component .
  • the present invention also provides a method for monitoring twist of railway tracks, the method using a vehicle with a frame, the method comprising measuring the distance travelled by the vehicle, the changes in lateral tilt of the frame between successive positions along the track, subtracting therefrom measured changes in the tilt of the frame relative to the rails, and so deducing the change in cant, and from successive deduced changes in cant determining the twist of the railway track.
  • the data may be sampled either at time intervals, or at positions spaced along the track, that is to say the data may be sampled in either the temporal or spatial domain.
  • the intervals between successive samples do not have to be equal, but there are preferably several samples per metre of vehicle travel along the track. More preferably there are at least eight samples per metre.
  • the data may be digitized before being subsequently processed.
  • the measurements from the roll rate sensor, combined with the time interval between one measurement and the next, enable changes in lateral tilt of the frame to be detected; this may be combined with measurements of changes of tilt as determined from the values of height, to determine the change of cant along a length of track, and hence to determine the twist.
  • the present invention provides a way of determining track twist directly using a system of the inertial track recording type, rather than first determining cant; the present invention determines values of changes in cant, rather than determining absolute values of cant.
  • the equipment also includes a position locating instrument arranged to provide position information, and may also include automatic means for transferring data to a base station remotely and at intervals .
  • Such equipment can be installed on a bogie of a service vehicle, for example a passenger coach, without causing inconvenience to passengers or staff. Operations may be totally automatic, so no staff are required to monitor it, and are not affected by changes in vehicle speed or by the vehicle stopping. Consequently the equipment enables the track along which that service vehicle travels to be monitored for twist on every journey, so the track twist may be monitored several times a day. Because it is installed in a service vehicle, no additional vehicle operating costs are incurred in performing the monitoring. Alternatively the equipment may be installed in a dedicated track monitoring vehicle, and the data obtained may be stored on board 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 diagrammatic perspective view of the bogie of a vehicle incorporating a track twist monitoring system
  • Figure 2 shows graphically the results of experimental measurements of track twist using the system of figure 1.
  • a track monitoring vehicle 10 includes bogies 24 (only one of which is shown) .
  • the bogie 24 includes an H-frame 25 and two wheelsets 27 each comprising two wheels 28 integral with an axle 29.
  • the axle 29 locates in a bearing in an axle box (not shown) , the axle box being connected by springs (not shown) to the frame 25 so that the axle 29 and the axle box can undergo limited movement relative to the frame 25; these features are conventional.
  • the wheels 28 roll along the rails 35 of a railway track 36.
  • the vehicle 10 also incorporates linear displacement transducers 38 at each side of the bogie 24, above the ends of one of the wheelsets 27.
  • Each linear displacement transducer 38 is connected between the frame 25 and the axle box associated with that wheelset 27, so as to measure any vertical displacement, Dl or D2, of the wheel 28 relative to the frame 25.
  • Mounted at the middle of the frame 25 is an angular velocity roll sensor 40, such as a gyro sensor, providing signals representing the angular velocity w.
  • the signals from the two transducers 38 and from the roll sensor 40 are provided via an ADC (analogue-to-digital converter) 42 to a computer 44 on the vehicle 10, represented diagrammatically .
  • ADC analogue-to-digital converter
  • the signals from the transducers 38 and from the roll sensor 40 are sampled at frequent intervals. They may, for example, be sampled at regular intervals of say 2.5 msec (if the vehicle is travelling fast), or at regular intervals of say 10 msec if the vehicle 10 is travelling slowly (say no more than 36 km/hr) ; or alternatively, the signals may be sampled at regular distances along the track, say every 0.1 m. In the following explanation it will be taken that the interval between successive samples is ⁇ t, but it should be appreciated that these successive intervals are not necessarily equal to each other.
  • the angular change of the tilt ( ⁇ ) of the frame 25 (referred to above as the lateral tilt, and referring to the tilt in an absolute frame of reference) , can be calculated from:
  • w is the angular velocity of roll, as deduced from the signals from the sensor 40.
  • the value of w used in this equation may be either the value at the start of the interval, or that at the end of the interval, or alternatively might be the average of the values sampled at the beginning and the end of this interval.
  • the frame 25 may be tilted relative to the track 36. From the sampled measurements from the sensors 38 at an instant of time the corresponding angle of tilt of the frame 25 relative to the track 36 can be calculated from:
  • the twist, Tw, of the track 36 can hence be deduced by adding the successive calculated values of ⁇ c over an appropriate length of track, for example 3 m.
  • the number of the samples used for the summation is fixed in case of spatial sampling and variable if temporal sampling is used. The actual result does not depend on the method chosen, provided that the temporal sampling is frequent enough to yield a sample close enough to the end of the base, in our example 3 m.
  • the invention can be used to control a marking system, such as a paint-spraying device, to mark locations of excessive twist values.
  • a marking system such as a paint-spraying device
  • the on-site marks help the track maintainers find the locations where twist faults have to be eliminated.

Abstract

Le flambage d'une voie ferrée (36) peut se mesurer au moyen d'un véhicule comprenant un châssis (25). Ce châssis (25) porte un capteur à galet (40) qui mesure le taux de roulement (w) sur un axe longitudinal et des capteurs (38) contrôlant les écarts d'inclinaison relative entre le châssis (25) et les rails (35). Les signaux émis par ces capteurs (38) et (40) permettent de mesurer les variations de dévers (Δc) entre un instant donné et l'instant suivant et donc de calculer le flambage par totalisation des changements de dévers successifs. Ce procédé de détermination du flambage convient peut s'utiliser à pratiquement n'importe quelle vitesse et fournit des relevés homogènes en temps réel.
PCT/GB2006/050456 2006-01-31 2006-12-15 Contrôle du flambage d'un rail WO2007088321A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP06820681A EP1979215A1 (fr) 2006-01-31 2006-12-15 Contrôle du flambage d'un rail
CA002640565A CA2640565A1 (fr) 2006-01-31 2006-12-15 Controle du flambage d'un rail
US12/162,438 US20090094848A1 (en) 2006-01-31 2006-12-15 Track Twist Monitoring
AU2006337431A AU2006337431A1 (en) 2006-01-31 2006-12-15 Track twist monitoring

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB0601819.6A GB0601819D0 (en) 2006-01-31 2006-01-31 Track twist monitoring
GB0601819.6 2006-01-31

Publications (1)

Publication Number Publication Date
WO2007088321A1 true WO2007088321A1 (fr) 2007-08-09

Family

ID=36061107

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2006/050456 WO2007088321A1 (fr) 2006-01-31 2006-12-15 Contrôle du flambage d'un rail

Country Status (6)

Country Link
US (1) US20090094848A1 (fr)
EP (1) EP1979215A1 (fr)
AU (1) AU2006337431A1 (fr)
CA (1) CA2640565A1 (fr)
GB (1) GB0601819D0 (fr)
WO (1) WO2007088321A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3042822A4 (fr) * 2013-09-06 2017-04-26 Nippon Steel & Sumitomo Metal Corporation Procédé de mesure de l'état de la voie au moyen d'une voiture en activité et voiture en activité permettant de mesurer l'état de la voie
CN109606417A (zh) * 2018-12-04 2019-04-12 武汉理工大学 一种铁路轨道超高检测装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
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US20090124241A1 (en) * 2007-11-14 2009-05-14 Qualcomm Incorporated Method and system for user profile match indication in a mobile environment
JP7043198B2 (ja) * 2017-08-02 2022-03-29 東日本旅客鉄道株式会社 軌道の健全性評価方法

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GB2400442A (en) * 2003-04-08 2004-10-13 Aea Technology Plc Railway track cant monitoring equipment

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GB1413176A (en) * 1973-02-22 1975-11-12 British Railways Board Electro optical measurement apparatus
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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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CN109606417A (zh) * 2018-12-04 2019-04-12 武汉理工大学 一种铁路轨道超高检测装置

Also Published As

Publication number Publication date
US20090094848A1 (en) 2009-04-16
GB0601819D0 (en) 2006-03-08
CA2640565A1 (fr) 2007-08-09
EP1979215A1 (fr) 2008-10-15
AU2006337431A1 (en) 2007-08-09

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