Railway track component condition monitoring using optical fibre Bragg grating sensors

Buggy, Stephen J.; James, Stephen W.; Staines, Stephen E.; Carroll, R.; Kitson, P.; Farrington, D. L.; Drewett, L.; Jaiswal, Jay; Tatam, Ralph P.

doi:10.1088/0957-0233/27/5/055201

Cited by 47 publications

(25 citation statements)

References 34 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…-numerical analysis with finite element method (FEM), static and dynamic approaches [10,12,13,16,25,30,37,38,46,50,53,54,60,69,70], -laboratory tests [2,13,21,22,23,25,26,28,40,52,54,55,56,66,67], -field (in-situ) tests [2,9,10,11,18,24,32,34,35,39,41,52,53,54,55,58,59,61], -image analysis supplemented with Wavelet calculation method, -calculations based on mathematical and physical theories, i.e. MATLAB [17], -mathematical calculation of deterioration and maintenance theories [42,43,44,45,51], -IoT (internet of things) techniques, -electrical measurement methods [14,29], -signal processing for non-destructive testing of railway tracks [59]<...>…”

Section: Purposementioning

confidence: 99%

“…they are not better than square ones) [68], -importance of glue patterns (as well as the quantity of glue material between fishplates and rail web) [52,53,66,67], -the support geometry influences the arising stress-strain state in the rail joint elements [35,37,46,60], -a lot of methods were developed that are adequate for detection faults and stress-strain state in the rail joints (i.e. for example: ultrasonic test, acousto-elastic method, neutron diffraction meth-od, X-ray measurements, usage of optical fibre Bragg grating sensors) [2,7,13,26,41,49,55,56,59,66], -additional dynamic effect due to rail joints can lead to faster deterioration process [9,10,11,24,32,33,34,41,50,51,55,58,60,61,69,70], -the geometrical deterioration process of railway track as well as rail joints can be determined by up-to-date methods, e.g. analysis of measured data of railway track geometry recording cars using with artificial intelligence, artificial neural networks, etc.…”

Section: Purposementioning

confidence: 99%

See 1 more Smart Citation

Field Tests of Glued Insulated Rail Joints With Usage of Special Plastic and Steel Fishplates

Fischer

2019

STP

View full text Add to dashboard Cite

Purpose. The aim was to compare behavior of polymer-composite fishplated and control steel fishplated (type GTI and MTH-P) glued insulated rail joints in railway track. Methodology. After laboratory tests (shear tests of glue materials, 3-point-bending tests, axial pull tests), as well as field inspections, trial polymer-composite and control (steel) fishplated glued insulated rail joints were built into railway tracks with (almost) the same border conditions (rail profiles, cross section parameters, track condition, etc.). The authors summarize in this paper the results of field tests related to polymer-composite, as well as control (steel) fishplated glued insulated rail joints between 2015 and 2018 considering measured data of track geometry recording car and straightness tests. Findings. The investigation and diagnostics of experimental (fiber-glass reinforced fishplate) and control (steel fishplate) rail joints (straightness tests, track geometry recording car measurements) are in progress. Originality. The goal of the research is to investigate the application of this new type of glued insulated rail joint where the fishplates are manufactured at high pressure, regulated temperature, glass-fiber reinforced polymer composite plastic material. The usage of this kind of glued insulated rail joints is able to eliminate the electric fishplate circuit and early fatigue deflection and it can ensure the isolation of rails' ends from each other by aspect of electric conductivity. Practical value. The polymer-composite fishplated glued-insulated rail joints and control steel fishplated rail joints were built into the No. 1 main railway line (Kelenföld-Hegyeshalom) in Hungary at three different railway stations. The accurate time could not be determined when the polymer-composite fishplated glued-insulated rail joints reach the end of their lifetime as the result of previous research. In this article the investigation of deterioration process of glued-insulated rail joints is demonstrated.

show abstract

Section: Purposementioning

confidence: 99%

Section: Purposementioning

confidence: 99%

Field Tests of Glued Insulated Rail Joints With Usage of Special Plastic and Steel Fishplates

Fischer

2019

STP

View full text Add to dashboard Cite

show abstract

“…Indeed, a broken catenary line has severe consequences in terms of railway exploitation, stopping trains for hours. Conventional non-destructive existing testing methods use CCTV cameras or microphones to capture images or sounds emanating from the pantograph to catenary sliding contact [15][16][17]. These surveillance sensors deduce, in restricted operating conditions, i.e.…”

Section: Introductionmentioning

confidence: 99%

Wideband analysis of railway catenary line radiation and new applications of its unintentional emitted signals

Heddebaut¹,

Deniau²,

Rioult³

2018

Meas. Sci. Technol.

View full text Add to dashboard Cite

show abstract

“…Catalano et al presented an intrusion detection system for the protection of railway assets using FBG sensors [13]. Buggy identified the features indicative of changes in the condition of the critical track components such as fishplates, switchblades, and stretcher bars in the UK [14]. These investigations are all based on dynamic strain measurement.…”

Section: Introductionmentioning

confidence: 99%

The Longitudinal Force Measurement of CWR Tracks with Hetero-Cladding FBG Sensors: A Proof of Concept

Shao

Zhang

Xie

et al. 2016

Sensors

View full text Add to dashboard Cite

A new method has been proposed to accurately determine longitudinal additional force in continuous welded rail (CWR) on bridges via hetero-cladding fiber Bragg grating (HC-FBG) sensors. The HC-FBG sensor consists of two FBGs written in the same type of fiber but with different cladding diameters. The HC-FBGs have the same temperature sensitivity but different strain sensitivity because of the different areas of the cross section. The differential strain coefficient is defined as the relative wavelength differences of two FBGs with the change of applied longitudinal force. In the verification experiment in the lab, the HC-FBGs were attached on a section of rail model of which the material property is the same as that of rail on line. The temperature and differential strain sensitivity were calibrated using a universal testing machine. As shown by the test results, the linearity between the relative wavelength difference and the longitudinal additional force is greater than 0.9999. The differential strain sensitivity is 4.85 × 10−6/N. Moreover, the relative wavelength difference is not affected by the temperature change. Compared to the theoretical results, the accumulated error is controlled within 5.0%.

show abstract

Railway track component condition monitoring using optical fibre Bragg grating sensors

Cited by 47 publications

References 34 publications

Field Tests of Glued Insulated Rail Joints With Usage of Special Plastic and Steel Fishplates

Field Tests of Glued Insulated Rail Joints With Usage of Special Plastic and Steel Fishplates

Wideband analysis of railway catenary line radiation and new applications of its unintentional emitted signals

The Longitudinal Force Measurement of CWR Tracks with Hetero-Cladding FBG Sensors: A Proof of Concept

Contact Info

Product

Resources

About