Continuous observation of wheel/rail contact forces in curved track and theoretical considerations

Matsumoto, Akira; Sato, Yasuhiro; Ohno, Hiroyuki; Shimizu, Makoto; Kurihara, Jun; Tomeoka, Masao; Saitou, Takuya; Michitsuji, Yohei; Tanimoto, Masuhisa; Sato, Yoshi; Mizuno, Masaaki

doi:10.1080/00423114.2012.669130

Cited by 32 publications

(22 citation statements)

References 4 publications

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“…In [2] non-contact gap sensors were equipped on non-rotating parts of a bogie, and a new measuring method of wheel/rail contact forces has been developed. The developed system has been verified to have the sufficient durability for continuous measurement on in-service trains and the sufficient practical accuracy after various stand tests and train running tests.…”

Section: Measurement Of the Wheel-rail Contactmentioning

confidence: 99%

“…Current measuring and monitoring solutions focus predominately on determination of specific set of defects and their quantification which aggravates the fusion of measurement data for the vehicle as a whole, or for the infrastructure as a system. Furthermore, the effects of rolling stock defects on the infrastructure are not clearly established which hampers the infrastructure maintenance planning [1,2].…”

Section: Introductionmentioning

confidence: 99%

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Towards Machine Vision Based Railway Assets Predictive Maintenance

et al. 2020

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The main goal of this paper is to present novel technologies that can contribute to safety, competitiveness, efficiency and operational reliability of Railway infrastructure through the development of innovative solutions for measuring and monitoring of railway assets based on machine vision. Measuring the transversal position of the wheels on the rail, as well as identification of the defects of the wheel and the rail (such as deformation of rail head edge, lateral wear, worn wheels, cracks in wheel and rail, rolling contact fatigue, corrugation and other irregularities) can increase reliability and lower maintenance costs. Currently, there is a need on the market for the innovative solution, namely the on-board high-speed stereo camera system augmented with a system that projects custom pattern (fringe scanner system) for measuring the transversal position of the wheels on the rail, robust to environmental conditions and waste along the track that can provide reliable measurements of transversal position of the wheels up to 200 km/h. New trends in Precise Industrial 3D Metrology are showing that stereo vision is an absolute must have in modern specialized optical precision measuring systems for the three-dimensional coordinate measurement.

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Section: Measurement Of the Wheel-rail Contactmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Towards Machine Vision Based Railway Assets Predictive Maintenance

et al. 2020

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“…When the vehicle runs on a sharp curve, the value of  is almost equivalent to the friction coefficient between the leading inside Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Ogata, Tanimoto, Iwamoto, Fukushima and Nakai, Mechanical Engineering Journal, Vol.6, No.2 (2019) wheel and the rail. It is known that the derailment coefficient increases when the friction coefficient of inside wheel is large (Matsumoto et al, 2012). Figure 2 shows the values of Q/P and  collected in a single sharp curve five times in a day during commercial operations.…”

Section: Monitoring Bogiementioning

confidence: 99%

“…In recent years, various measurement methods with Running position matching for the monitoring bogie and temporal subtraction analysis of derailment coefficient Yosuke Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Ogata, Tanimoto, Iwamoto, Fukushima and Nakai, Mechanical Engineering Journal, Vol.6, No.2 (2019) in-service trains have been proposed for the purpose of track and vehicle maintenance (Naganuma et al, 2015, Odashima et al, 2017, Suda et al, 2012, Tsubokawa et al, 2012. As a part of such condition monitoring technology, a new type of monitoring bogie named PQ monitoring bogie that can monitor the derailment coefficient during commercial operations has been developed and introduced into some service lines , Matsumoto et al, 2012, Ohno et al, 2011. The monitoring bogie has been collecting large-scale data of the contact forces between wheels and rails.…”

Section: Introductionmentioning

confidence: 99%

Running position matching for the monitoring bogie and temporal subtraction analysis of derailment coefficient

Ichiyanagi

Michitsuji

Matsumoto

et al. 2019

Mechanical Engineering Journal

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The derailment coefficient, which is calculated based on the wheel-rail contact forces, indicates the running safety of a railway vehicle with respect to flange climb derailment. The value of the derailment coefficient changes constantly due to numerous factors associated with the vehicle and track conditions while the vehicle runs on a service line. Therefore, it is desirable to monitor the state of the wheel/rail contact in order to ensure the running safety. Recently, a new monitoring bogie, which can measure the derailment coefficient during commercial operations, has been developed and introduced into some service lines. Large-scale data have been collected by this monitoring bogie. In this paper, the temporal subtraction analysis is carried out for preparing appropriate plan for reducing the derailment coefficient based on these data. In the analysis, the vehicle running position is important for accurate calculation of the difference between two waveforms. However, the vehicle running position contains errors because of the accumulated error of integral calculation of the vehicle velocity. The present paper proposes a method which modifies the running position along track so that the two waveforms are well matched. The proposed method is based on DP matching, and the waveforms of the track irregularity of twist estimated by the monitoring bogie are used in the method. After DP matching, an example of temporal subtraction analysis of the derailment coefficient between two periods is performed. Finally, by using the long-term measurements acquired by the monitoring bogie, the monthly variation of the derailment coefficient for a certain spot on the track is shown as a practical example.

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“…When using dynamic tests to measure the dynamic indices of a track inspection vehicle and a new designed vehicle, we need instrumented wheelset and some accelerometers installed on the tested vehicles. However, the instrumented wheelset is known as an expensive device and involves a complicated calibration technology [1][2][3][4][5][6][7]. In addition, some structural modifications to the wheelset, e.g., drilling holes on the wheel hub, are necessary for the signal transmission and power supply, which means that this device is not suitable for long-term commercial operation of the train.…”

Section: Introductionmentioning

confidence: 99%

Safety evaluation for railway vehicles using an improved indirect measurement method of wheel–rail forces

Zeng

Lai

2016

J. Mod. Transport.

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The wheel-rail force measurement is of great importance to the condition monitoring and safety evaluation of railway vehicles. In this paper, an improved indirect method for wheel-rail force measurement is proposed to evaluate the running safety of railway vehicles. In this method, the equilibrium equations of a suspended wheelset are derived and the wheel-rail forces are then be obtained from measured suspension and inertia forces. This indirect method avoids structural modifications to the wheelset and is applicable to the long-term operation of railway vehicles. As the wheel-rail lateral forces at two sides of the wheelset are difficult to separate, a new derailment criterion by combined use of wheelset derailment coefficient and wheel unloading ratio is proposed. To illustrate its effectiveness, the indirect method is applied to safety evaluation of railway vehicles in different scenarios, such as the cross wind safety of a high-speed train and the safety of a metro vehicle with hunting motions. Then, the feasibility of using this method to identify wheel-rail forces for low-floor light rail vehicles with resilient wheels is discussed. The values identified by this method is compared with that by Simpack simulation for the same low-floor vehicle, which shows a good coincidence between them in the time domain of the wheelset lateral force and the wheel-rail vertical force. In addition, use of the method to determine the high-frequency wheel-rail interaction forces reveals that it is possible to identify the high-frequency wheel-rail forces through the accelerations on the axle box.

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Continuous observation of wheel/rail contact forces in curved track and theoretical considerations

Cited by 32 publications

References 4 publications

Towards Machine Vision Based Railway Assets Predictive Maintenance

Towards Machine Vision Based Railway Assets Predictive Maintenance

Running position matching for the monitoring bogie and temporal subtraction analysis of derailment coefficient

Safety evaluation for railway vehicles using an improved indirect measurement method of wheel–rail forces

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