Optimizing Tamper Efficiency Through the Integration of Inertial Based Track Geometry Measurement

2017 ◽  
Author(s):  
Joseph W. Palese ◽  
Sergio DiVentura ◽  
Ken Hill ◽  
Peter Maurice
Keyword(s):  
Time Perspective ◽  
Cloud Service ◽  
New Method ◽  
Maximum Efficiency ◽  
Track Geometry ◽  
Track Maintenance ◽  
Measurement Systems ◽  
Recorded Data ◽  
Available Technology ◽  
Geometry Measurement

Maintaining track geometry is key to the safe and efficient operations of a railroad. Failure to properly maintain geometry can lead to costly track structure failures or even more costly derailments. Currently, there exists a number of different methods for measuring track geometry and then if required, maintaining the track to return track geometry to specified levels of acceptance. Because of this need to have proper track geometry, tampers are one of the most common pieces of maintenance equipment in a railroad operation’s fleet. It is therefore paramount from both a cost and track time perspective to gain maximum efficiency from any one particular tamper. Track geometry is typically measured through a variety of contact and non-contact measurement systems which can mount on a variety of different platforms. With respect to a tamper, a push buggy projector system is typically used to measure track geometry, utilizing the tamper body as the basis for the reference system, Track geometry can be measured utilizing this technology during a prerecording run. Then, the software onboard the tamper analyzes the recorded data to determine the best fit and calculate throws that achieve a better track alignment, particularly in curves. During the tamping operation, the tamper buggy system and frame adjust the track. Due to its design, track geometry measurements can only be made at low speed (roughly 4mph) which can severely affect the efficiency of the tamper. To help decrease pre maintenance inspection times, an inertial based track geometry measurement system has been developed and integrated into the tamper’s operating software. This system can mount directly to the frame of a tamper and operate at hy-rail to very low speeds. Measurements made can be fed directly into the tamper control system to guide where and how track geometry adjustments need to be made. In addition, the capability to collect data during travel mode without the buggies extended allows for the collection of data at any time. Thus, data can be recorded when traveling back and forth to a stabling location, before and/or after grinding. This allows for synchronization of data at a later time to utilize for adjusting the track. Also, data can be collected post-work to allow for the comparison of pre and post geometry to allow for the determination of the effectiveness of a given tamping operation. Tampers equipped with this track geometry system facilitate the foundation for an enterprise solution. Data that is measured and collected can be sent to a cloud service, in real time that will provide exception reports, health status, and rail health trend analyses. Utilizing the available technology further optimizes response time in track maintenance. This paper will introduce this new method of mounting and completely integrating an inertial based track geometry system onto a tamper. In addition, studies will be presented which confirm the ability of this system to replicate the tamper’s projection based track geometry system. Finally, a comprehensive study on efficiency gains will be presented directly comparing a standard method of maintaining a segment via a tamper to this new method of using onboard inertial track geometry measurement.

FRA Autonomous Track Geometry Measurement System Technology Development: Past, Present, and Future

2014 ◽  
Author(s):  
Soheil Saadat ◽  
Cameron Stuart ◽  
Gary Carr ◽  
James Payne
Keyword(s):  
Research And Development ◽  
Measurement System ◽  
Research Program ◽  
Life Cycle Cost ◽  
Technology Development ◽  
Web Based ◽  
Track Geometry ◽  
Measurement Systems ◽  
Geometry Measurement ◽  
Multi Phase

The Federal Railroad Administration’s (FRA’s) Office of Research and Development has undertaken a multi-phase research program focused on the development and advancement of Autonomous Track Geometry Measurement Systems (ATGMS) and related technologies to improve rail safety by increasing the availability of track geometry data for safety and maintenance planning purposes. Benefits of widespread use of ATGMS technology include reduced life-cycle cost of inspection operations, minimized interference with revenue operations, and increased inspection frequencies. FRA’s Office of Research and Development ATGMS research program results have demonstrated that the paradigm of track inspection and maintenance practices, information management and, eventually, government regulations will change as a result of widespread use of ATGMS technology by the industry. A natural consequence of increased inspection frequencies associated with ATGMS is the large amount of actionable information produced. Therefore, changing existing maintenance practices to address a larger number of identified track issues across large geographic areas will be a challenge for the industry. In addition, managing ATGMS data and assessing the quality of this information in a timely manner will be challenging. This paper presents an overview of the FRA’s ATGMS research program with emphasis on its evolution from a proof-of-concept prototype to a fully operational measurement system. It presents the evolution of ATGMS technology over time including the development of a web-based application for data editing, management and quality assurance. Finally, it presents FRA’s vision for the future of the ATGMS technology.

Development of an Unattended Track Geometry Measurement System

2010 ◽  
Author(s):  
Graham Scott ◽  
Ema Chillingworth ◽  
Matthew Dick
Keyword(s):  
Measurement System ◽  
Cost Effective ◽  
Modular System ◽  
Integrated Analysis ◽  
Management Options ◽  
Operational Conditions ◽  
Track Geometry ◽  
Track Maintenance ◽  
Geometry Measurement ◽  
And Control

Compliance with track standards and control of maintenance costs are critical aspects of the management of railroads. To facilitate this, track geometry measurement systems have evolved to allow monitoring of key track geometry parameters from moving trains. This paper describes how DeltaRail’s Trackline Two™ track geometry measurement system has been developed to overcome key technical shortcomings in existing systems. The resulting step change provides a cost-effective, robust, compact measurement system suitable for use on the broadest possible range of rail vehicles and networks, from a tram to a TGV. Extensive testing has demonstrated full compliance with appropriate standards. Significant improvements in reliability and repeatability of data have enabled DeltaRail to produce a modular system capable of sending data direct to value-adding analysis tools such as TrackMaster™ and VAMPIRE® so that track maintenance management can be optimized around train fleet and operational conditions. The system is easily operated in unattended mode allowing collection of track geometry data from in-service trains, increased frequency of data collection, and pointing the way for the track maintainers to realize significant value from integrated analysis and management options.

Multifunction LIDAR Sensors for Non-Contact Speed Measurement in Rail Vehicles: Part 2 — Data Collection and Analysis

2013 ◽  
Author(s):  
Shannon Wrobel ◽  
Mehdi Ahmadian ◽  
Michael Craft ◽  
Josh Munoz
Keyword(s):  
Ground Truth ◽  
Wheel Slip ◽  
Ground Speed ◽  
Track Geometry ◽  
Railroad Industry ◽  
Measurement Systems ◽  
Rail Vehicles ◽  
Data Collection And Analysis ◽  
Curvature Measurements ◽  
Geometry Measurement

The application of Doppler based, LIght Detection And Ranging (LIDAR or lidar) technology for measuring true ground speed in a non-contacting manner is investigated, as a replacement to wheel tachometers that are commonly used for such measurements. Measuring track speed and distance traveled is an essential part of rail geometry measurement systems. Wheel tachometer measurement accuracy can often be adversely affected by wheel vibrations, change in wheel diameter, and wheel slip in high traction conditions. LIDAR is a non-contact measurement device that uses the Doppler technology to accurately determine speed. Two LIDAR sensors are attached to the underside of a track geometry car with the sensors’ Class I laser beams facing the gauge corner of each rail. The LIDAR sensors measure the absolute ground speed for each rail, allowing for the determination of forward speed and track curvature. The results of the tests show high accuracy in LIDAR speed, distance, and track curvature measurements when compared with other conventional means that are used in the railroad industry and ground truth measurements. With further development, LIDAR sensors can replace wheel tachometers that are commonly used for speed and distance measurement, therefore eliminating the problems with mechanical reliability and the need for periodic calibration of wheel tachometers.

scholarly journals Developing an Enhanced Short-Range Railroad Track Condition Prediction Model for Optimal Maintenance Scheduling

2015 ◽  
Vol 2015 ◽  
pp. 1-12 ◽  
Author(s):  
Peng Xu ◽  
Chuanjun Jia ◽  
Ye Li ◽  
Quanxin Sun ◽  
Rengkui Liu
Keyword(s):  
Prediction Model ◽  
Short Range ◽  
Prediction Method ◽  
Maintenance Scheduling ◽  
Railroad Track ◽  
Track Geometry ◽  
Track Maintenance ◽  
Track Condition ◽  
Optimal Maintenance ◽  
Process Work

As railroad infrastructure becomes older and older and rail transportation is developing towards higher speed and heavier axle, the risk to safe rail transport and the expenses for railroad maintenance are increasing. The railroad infrastructure deterioration (prediction) model is vital to reducing the risk and the expenses. A short-range track condition prediction method was developed in our previous research on railroad track deterioration analysis. It is intended to provide track maintenance managers with two or three months of track condition in advance to schedule track maintenance activities more smartly. Recent comparison analyses on track geometrical exceptions calculated from track condition measured with track geometry cars and those predicted by the method showed that the method fails to provide reliable condition for some analysis sections. This paper presented the enhancement to the method. One year of track geometry data for the Jiulong-Beijing railroad from track geometry cars was used to conduct error analyses and comparison analyses. Analysis results imply that the enhanced model is robust to make reliable predictions. Our in-process work on applying those predicted conditions for optimal track maintenance scheduling is discussed in brief as well.

Cross Calibration by FFT Equalization

1997 ◽  
Vol 119 (2) ◽  
pp. 236-242 ◽  
Author(s):  
K. Peleg
Keyword(s):  
Measurement Method ◽  
Functional Relationship ◽  
Measurement Methods ◽  
New Method ◽  
Measurement Systems ◽  
True Value ◽  
Calibration Problem ◽  
Regression Techniques ◽  
The Cross ◽  
Cross Calibration

The classical calibration problem is primarily concerned with comparing an approximate measurement method with a very precise one. Frequently, both measurement methods are very noisy, so we cannot regard either method as giving the true value of the quantity being measured. Sometimes, it is desired to replace a destructive or slow measurement method, by a noninvasive, faster or less expensive one. The simplest solution is to cross calibrate one measurement method in terms of the other. The common practice is to use regression models, as cross calibration formulas. However, such models do not attempt to discriminate between the clutter and the true functional relationship between the cross calibrated measurement methods. A new approach is proposed, based on minimizing the sum of squares of the differences between the absolute values of the Fast Fourier Transform (FFT) series, derived from the readings of the cross calibrated measurement methods. The line taken is illustrated by cross calibration examples of simulated linear and nonlinear measurement systems, with various levels of additive noise, wherein the new method is compared to the classical regression techniques. It is shown, that the new method can discover better the true functional relationship between two measurement systems, which is occluded by the noise.

Railway track irregularity and curvature estimation using doppler LIDAR fiber optics

2016 ◽  
Vol 232 (1) ◽  
pp. 63-72 ◽  
Author(s):  
Masood Taheri Andani ◽  
Andrew Peterson ◽  
Josh Munoz ◽  
Mehdi Ahmadian
Keyword(s):  
Fiber Optics ◽  
Field Testing ◽  
Railway Track ◽  
Vehicle Speed ◽  
Doppler Lidar ◽  
Close Match ◽  
Track Geometry ◽  
Lidar Measurements ◽  
Curvature Estimation ◽  
Geometry Measurement

The application of Doppler-based LIght Detection and Ranging (LIDAR) technology for determining track curvature and lateral irregularities, including alignment and gage variation, are investigated. The proposed method uses track measurements by two low-elevation, slightly tilted LIDAR sensors nominally pointed at the rail gage face on each track. The Doppler LIDAR lenses are installed with a slight forward angle to measure track speed in both longitudinal and lateral directions. The lateral speed measurements are processed for assessing the track gage and alignment variations, using a method that is based on the frequency bandwidth dissimilarities between the vehicle speed and track geometry irregularity. Using the results from an extensive series of tests with a body-mounted Doppler LIDAR system on-board a track geometry measurement railcar, the study indicates a close match between the LIDAR measurements and those made with existing sensors on-board the railcar. The field testing conducted during this study indicates that LIDAR sensors could provide a reliable, non-contact track monitoring instrument for field use in various weather and track conditions, potentially in a semi-autonomous or autonomous manner.

Shared Corridors, Shared Interests

2011 ◽  
Author(s):  
Allan M. Zarembski ◽  
James Blaze ◽  
Pradeep Patel
Keyword(s):  
High Speed ◽  
Safety Issue ◽  
Surface Profile ◽  
Physical Property ◽  
Passenger Train ◽  
Track Geometry ◽  
Track Maintenance ◽  
Trade Offs ◽  
Passenger Trains ◽  
Grade Crossings

What are some of the practical obstacles to a “shared interests” between a freight railway business and the proposed new higher speed passenger entity? This paper discusses the real “tension” between the two business interests that fund freight trains versus those that support and fund higher speed passenger trains as they attempt to share the same tracks in a safe manner. There are fundamental laws of physics that have to be addressed as the two different sets of equipment are “accommodated” on a shared corridor. This may not always be an easy accommodation between the two commercial parties. One real tension between the two commercial interests involves the physical problem of accommodating two radically different train sets on areas of curved track. For one example, what will be the passenger train required future higher speeds and how will these speeds be accommodated in existing main line tracks with curves varying from 1% to 6% in degrees? How much super elevation will need to be put back into the heretofore freight train tracks? How will the resulting super elevation affect the operation of so called drag or high tonnage slow speed bulk cargo trains? Accommodating such differences in train set types, axle loadings, freight versus passenger train set speeds, requires making detailed choices at the engineering level. These may be shared interests, but they are also variables with far different outcomes by design for the two different business types. The freight railways have spent the last few decades “taking the super elevation out” because it is not needed for the modern and highly efficient freight trains. Now the requirements of the passenger trains may need for it to be replaced. What are the dynamics and fundamental engineering principles at work here? Grade crossings have a safety issue set of interests that likely require such things as “quad” gates and for the highest passenger train speeds even complete grade separation. Track accommodating very high speed passenger trains requires under federal regulations much closer physical property tolerances in gauge width, track alignment, and surface profile. This in turn increases the level of track inspection and track maintenance expenses versus the standard freight operations in a corridor. Fundamentally, how is this all going to be allocated to the two different commercial train users? What will be the equally shared cost and what are examples of the solely allocated costs when a corridor has such different train users? In summary, this paper provides a description of these shared issues and the fundamental trade-offs that the parties must agree upon related to overall track design, track geometry, track curvature, super elevation options, allowed speeds in curves, more robust protection at grade crossings, and the manner in which these changes from the freight only corridors are to be allocated given the resulting much higher track maintenance costs of these to be shared assets.

Near-Wing Multi-Sensor Diagnostics of Jet Engine Components

2018 ◽  
Author(s):  
W. Frackowiak ◽  
S. Barton ◽  
W. Reimche ◽  
O. Bruchwald ◽  
D. Zaremba ◽  
...  
Keyword(s):  
High Frequency ◽  
Positive Impact ◽  
Operating Cost ◽  
Engine Performance ◽  
Inspection Time ◽  
Jet Engines ◽  
Measurement Systems ◽  
Process Simulations ◽  
Geometry Measurement ◽  
Engine Maintenance

Engine maintenance and repair is a large part of the total airplane operating cost. Routine maintenance is essential for providing a positive impact on lifetime, engine performance and reliability. The sector of on-wing and near-wing maintenance is growing because of its potential to reduce the expenses and inspection time, with diagnostics taking place close to the airplane or inside a hangar on the airport. Due to the high complexity of modern jet engines, this task creates special needs towards the measurement systems regarding flexibility and robustness. This paper describes four design approaches of such measurement systems to determine the engine parts’ health status with complex geometries in narrow or occluded spaces between blades and individual discs. The utilized nondestructive technologies are endoscopic fringe projection for geometry measurement, adapted low coherence interferometry to determine surface microstructures, high frequency inductive thermography with an optical mirror and miniaturized high frequency eddy current testing for inspection of the protection coating system and for the detection of subsurface cracks and defects. The inspection information obtained by all these techniques can be further used for regeneration process simulations and functional simulations to predict the optimal overhaul strategy.

Diagnostic Train for High Speed Line: A Tool for Improving Vehicle and Track Maintenance

2007 ◽  
Author(s):  
Giorgio Diana ◽  
Federico Cheli ◽  
Paolo Belforte ◽  
Ferruccio Resta ◽  
Michele Elia ◽  
...  
Keyword(s):  
High Speed ◽  
Low Frequency ◽  
Measuring System ◽  
Acceleration Measurement ◽  
Railway Network ◽  
Track Geometry ◽  
Track Maintenance ◽  
Wide Range ◽  
Set Up ◽  
Multi Body

During 2005, the Italian railway Network Operator (RFI – Rete Ferroviaria Italiana) realized two ETR500 train sets completely dedicated to diagnostic operation on the new high speed lines being built in Italy. During 2006, these train were equipped with a complete acceleration measuring system for test activities on new Italian high speed line Turin – Novara and Rome – Neaples. A complete accelerometric measurement set up has been installed for track investigation. To this aim, the experimental set up is able to identify vertical profile of track geometry, without the limitation to 25 – 30 m, typical of the traditional measuring methods. On the other hand, a tool for predictive identification of hunting instability has been developed. For each run, it is possible to define a map, highlighting all the irregularity wavelengths involved as a function of the space: for high speed application wavelength over 100 m can become really important both for comfort and safety, because they are able to interest low frequency dynamic (around 0.8 – 1.5 Hz). Moreover, with the aim of identifying the beginning of hunting instability, a tool has been developed in order to identify yaw instability vibration mode and thus its non-dimensional damping, just by bogie yaw acceleration measurement. Both this tools have been developed by means of comparison between numerical multi body simulations and experimental measurements. Numerical simulation have been used to simulate a wide range of operating condition, that was of fundamental importance in tuning of such tools. Full evidence on these method will be given in the paper, together with an example of the obtained results.

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