Condition monitoring of Shinkansen tracks using commercial trains

Naganuma, Yasukuni; Kobayashi, Mikihito; Nakagawa, M.; Okumura, Takayuki

doi:10.1049/ic:20080321

Cited by 22 publications

(15 citation statements)

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“…Defects longer than 50 m cannot easily be detected by conventional monitoring vehicles. This phenomenon has been widely studied by authors such as Ahmadian [2], Yazawa and Takeshita [3], and Nagamuna et al [4].…”

Section: Introductionmentioning

confidence: 90%

“…One of the main handicaps for inertial methods lies in the need to manipulate the input data before introducing them into the model [2][3][4][9][10][11], which is mainly due to the errors introduced by the accelerometers in the measurements. These errors basically consist of a set of low-frequency waves and a phase shift for each analysed frequency so that, before introducing the data into the model, a high-pass filter and a phase correction function are applied, respectively, to the module and to every phase of the curvature function expressed in the wave number domain.…”

Section: Model Description and Resolutionmentioning

confidence: 99%

“…As a matter of fact, Bocciolone et al [8] use accelerometers located at vehicle axles in order to evaluate short pitch corrugation, but their work is limited to experimental data and avoids any discussion on theoretical interpretation or analytical modelling. Some information may also be lost during data manipulation; however, there are different ways of avoiding this: Yazawa and Takeshita [3] and Nagamuna et al [4] have employed the mid-chord offset method, whereas Toliyat et al [9] and Caprioli et al [10] used wavelet decomposition. Work dealing strictly with signal denoising has been developed by Samé et al [11], which studies the problems created by asymmetrical noises.…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Determination of Rail Vertical Profile through Inertial Methods

Real

Zuriaga

Montalbán

et al. 2010

Proceedings of the Institution of Mechanical Engineers, Part F:

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Undergrounds and other metropolitan railway systems are characterized by their intense traffic, lasting up to 20 h per day, and so they need their maintenance work programmes to be optimized, implying an optimization of the monitoring processes. This article proposes an alternative to the traditional optical methods for monitoring rail profiles which can only be carried out by special vehicles. This is a new procedure that obtains the rail profile by means of inertial methods. The model this work is based on takes its input from the vertical accelerations produced in railway axles measured in trains running on regular services and calculates the rail irregularities that have originated them. The model uses the Fourier transform in order to solve the equations and find the transfer function that relates the input function and the output function in the frequency domain. The solution is then reverted into the time domain by applying the inverse Fourier transform. Data input comes from real measurements taken on line 9 of the Madrid underground, and the model's effectiveness was then analysed by comparing the output data with the rail profile taken using optical methods.

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Section: Introductionmentioning

confidence: 90%

Section: Model Description and Resolutionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Determination of Rail Vertical Profile through Inertial Methods

Real

Zuriaga

Montalbán

et al. 2010

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Many different techniques to deal with the problems of double integration of inertial sensors are described in [37]. There is, however, a limit to what can be extracted from double integrating an accelerometer.…”

Section: Integration and Double Integrationmentioning

confidence: 99%

Perspectives on railway track geometry condition monitoring from in-service railway vehicles

Weston

Roberts

Yeo

et al. 2015

Vehicle System Dynamics

187

130

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This paper presents a view of the current state of monitoring track geometry condition from in-service vehicles. It considers technology used to provide condition monitoring; some issues of processing and the determination of location; how things have evolved over the past decade; and what is being, or could/should be done in future research. Monitoring railway track geometry from an in-service vehicle is an attractive proposition that has become a reality in the past decade. However, this is only the beginning. Seeing the same track over and over again provides an opportunity for observing track geometry degradation that can potentially be used to inform maintenance decisions. Furthermore, it is possible to extend the use of track condition information to identify if maintenance is effective, and to monitor the degradation of individual faults such as dipped joints. There are full unattended track geometry measurement systems running on in-service vehicles in the UK and elsewhere around the world, feeding their geometry measurements into large databases. These data can be retrieved, but little is currently done with the data other than the generation of reports of track geometry that exceeds predefined thresholds. There are examples of simpler systems that measure some track geometry parameters more or less directly and accurately, but forego parameters such as gauge. Additionally, there are experimental systems that use mathematics and models to infer track geometry using data from sensors placed on an in-service vehicle. Finally, there are systems that do not claim to measure track geometry, but monitor some other quantity such as ride quality or bogie acceleration to infer poor track geometry without explicitly measuring it.

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“…In 2009, a new track condition monitoring device that is able to measure vertical track irregularity using double integration of the axle-box acceleration, was developed. The new devices, called RAIDARSS-3 [9] (see Fig. 14 …”

Section: Raidarss-3: Track Condition Monitoring System On Tokaido Shimentioning

confidence: 99%

Japanese railway condition monitoring of tracks using in-service vehicle

Tsunashima

Naganuma

Matsumoto

et al. 2011

5th IET Conference on Railway Condition Monitoring and Non-Destructive Testing (RCM 2011)

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This paper summarizes the track-condition-monitoring system for conventional and high speed railway used in Japanese railway. For conventional railway, rail irregularities are estimated from the vertical and lateral acceleration of the car body. The roll angle of the car body, calculated using a rate gyroscope, is used to distinguish line irregularities from level irregularities. Rail corrugation is detected from cabin noise with spectral peak calculation. A GPS system and a mapmatching algorithm are used to pinpoint the location of faults on tracks. Field test using in-service vehicle was carried out to evaluate the developed system. The results show that the condition of rail irregularity and rail corrugation can be estimated effectively. For high speed railway, shinkansen, the track condition monitoring system called RAIDARSS 3 is introduced.

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Condition monitoring of Shinkansen tracks using commercial trains

Cited by 22 publications

References 0 publications

Determination of Rail Vertical Profile through Inertial Methods

Determination of Rail Vertical Profile through Inertial Methods

Perspectives on railway track geometry condition monitoring from in-service railway vehicles

Japanese railway condition monitoring of tracks using in-service vehicle

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