Siemens Corporate Design PowerPoint-Templates Bogie Diagnostics including the Vehicle Track...

Vehicle-Track-Interaction-System

23.11.2016, Dr. T. Moshammer, MO MLT BG EN SSV

siemens.com/mobility Open to Public © Siemens AG 2016

Open to Public © Siemens AG 2016

23.11.2016 Seite 2 Dr. T. Moshammer / MO MLT BG EN SSV Mobility Division / Mainline Transport

Dr. Thomas Moshammer: Vehicle-Track-Interaction-System

Contents

CONTENTS:

• The history in the development of the SIEMENS Vehicle-

Track-Interaction System…

• Why is a Track-Vehicle-Interaction so important?

• What is a Vehicle-Track-Interaction Monitoring System?

• Why might it be interesting to have a Track Monitoring

System on a Train?

• What are the restrictions of such a Monitoring System?

• Summary



There is a long History in Development of Bogie Monitoring &

Diagnostics Systems at SIEMENS! We are ready to use this Expertise!

ICE 2, ICE 3 Roller

Dynamometer

RUBIN Nürnberg

(driverless Metro operation)

Electronic Derailment Detection

Electronic Obstacle Detection

(SIL 3)

In operation since 2005

First Functional

Prototype in ICE

between 2001 - 2004.

2 bogies equipped with

sensors.

Data transfer with GSM

ÖBB 1116 (Taurus)

In operation 2008 - 2013 Velaro RUS

2010-today

Velaro D

Metro Munich C2

Metro Warshaw Metro Klang Valley

Metro Riyadh

Velaro Eurostar* Icx* RRX

Metro Munich C1

PKP

PC based System Generation 0.5 Generation 1.0 Generation 2.0

*Pre-Installation *Pre-Installation1.0 5 trains,

4 bogies 1 bogie

4 bogies all bogies GOA4

GOA4

4 bogies

All bogies

All bogies

Charger Locomotive



Why is the Vehicle-Track-Interaction so important?

Why is the Vehicle-Track-Interaction so

important?

• The vehicle-track system has to be maintained

that save operation is possible and guaranteed

• Unsave in this context means high forces, high

wheel unloading, high strike angles, high

slippage in the wheel-rail contact

• Essential is the wheel-rail-interaction because it

determines the height of the interacting terms

(forces, slippage, accelerations, etc.)

• That makes measurements of the interaction of

vehicle and track essential for maintenance

• Diagnostics of the vehicle track interaction would

help to make an accurate prediction of the

development of this interaction behavior possible



The Traditional Approach

• Testing for the acceptance of running characteristics

of railway vehicles according to EN14363

• Periodical Maintenance Intervals according to the

maintenance handbook

• Visual Inspection of parts

• Measuring of wearing parts (e.g. wheel) and crack

detection

• Exchange of Components according to the

maintenance plan or after measuring

• Test drives after maintenance works

• ...

Vehicles are assessed separately…



• Visual Inspections of tracks

• Observations by the train driver and the train crew

• Measurements of track geometry with track

recording cars

• Measuring of wear of the track, switchings, etc.

• Crack detection of components of the track...


…Tracks are assessed separately




…Tracks are assessed separately Vehicles are assessed separately …

Rarely consideration of the interaction between vehicle and track,

rarely permanent diagnostics



The traditional way of diagnosis of the interaction between train and

track shows the opportunity of improvement

• The two subsystems vehicle and track are

considered stand alone

• Diagnosis is not performed continuously but in

periodically defined time schedules

• Not the interaction itself is considered but

quantities which are assumed to affect the

interaction between vehicle and track

• It would be perfect to have a permanent

diagnosis of the interaction between vehicle

and track.



There are several possibilities to diagnose several aspects of the

interaction permanently

The SIEMENS Bogie Diagnostics

System (SBDS) is a sensoric system

for the identification of the behavior of

the system bogie and the vehicle track

interaction

R = f (ax, ay, az, ωx, ωy, ωy, n, .....)

State Predictions,

Maintenance Instructions

„It would be perfect to have a permanent diagnosis of the

interaction between vehicle and track.”

Approach: Bogie Diagnostics and Vehicle Track Interaction System

• Bogies with sensors which measure significant movement

quantities and thus capture the impacts of the interaction between

vehicle and track.

• With this Vehicle-Track-Interaction-System abnormal behavior is

detected.

• Changes in the behavior of bogie components are detected as

well.

Main benefits:

• Condition-based maintenance of bogies becomes possible.

• Corrective maintenance measures become predictable.

• Components can be used for a longer period (utilization of the

individual service life)

Side Effect: Interaction-relevant condition of the driveway is recorded!

Digitizing

Algorithms

Statistics



The development of efficient diagnostics Systems is complex and

challenging

In the development of an effective diagnostics system a set of

interdisciplinary competences are necessary:

Development of “rail-operation-resistent” Sensors and

Electronics

Modern methods of signal processing and anomality/fault

detection

Knowledge of the system behavior of rail vehicles

Knowledge of the operational necessities and technical

possibilities for the optimization of maintenance processes



Bogie-Diagnostics

OnBoard Diagnostic Systems Diagnostics Infrastructure Maintenance Process Optimization

Trend Analysis/Prognostics models

Maintenance Orders/Maintenance Measures

Fleet Analysis/Diagnostics Reports

BMD

RDA

Internet

WebAccess Alerts

Vehicle-Track-Interaction Data Transfer to Landside

Landside IT Infrastructure

Human Machine Interface for Diagnostics Personal

The way from OnBoard Diagnostics to Maintenance Process

Optimization needs a full IT-Integration of the Diagnostic Data in the

Maintenance System

Cellular Infrastructure



Siemens Bogie Diagnostics including the Vehicle Track Interaction

System provides a wide range of functions

ID Code Function

YDD Yaw Damper Diagnostics

ARDD Anti Rolling Device Diagnostics

WSGD Wheelset Guidance Diagnostics

ID Code Function

ABD Axle Bearing Diagnostics

WD Wheel Diagnostics

ID Code Function

BFP Bogie Finger Print

RCD Ride & Comfort Diagnostics

EID Early Instability Detection

BHC Bogie Health Check

TCI Track Condition Indicator

GOAx Supervision

WAD Wheel & Axle Diagnostics

ACD Advanced Component Diagnostics APF Advanced Prediction Functions

FOD Field Operation Diagnostics GMD Gear & Motor Diagnostics

ID Code Function

TCI Track Condition Indicator

ID Code Function

EDD Electronic Derailment Detection

EOD Electronic Obstacle Detection

ID Code Function

GBD Gear Box Diagnostics

MBD Motor Bearing Diagnostics

ID Code Function

FOD Field Operation Diagnostics

ID Code Function

BWP Brake Wear Prognostics

WPP Wheel Profile Prognostics

RLP Rubber Lifetime Prognostics

LoCCo Load Cycle Counter

Landside Diagnostics systems

ID Code

TDS Train Diagnostics System

CM Configuration Management System

BDES Bogie Diagnostics Expert System

TCIS Track Conditon Indication System

GID Gravel Impact Detection

ID Code Function

GID Gravel Impact Detection

ID Code Function

HBD Hot Box Detection

WMS Wheel Monitoring System

URD Unstable Running Detection

TSI Supervision

Siemens Bogie Diagnostics including the Vehicle Track Interaction System provides a wide range of functions

OnBoard and Landside Solutions are needed!

SIEMENS Bogie Diagnostics and Vehicle Track Interaction System Functions



5 Categories of Functions have to be distinguished

Diagnosis of Components

• Algorithms detect defects of components

• Examples: Axle Bearing Diagnostics, Wheel Flats, Polygonization of

wheels, ...

Diagnosis of the System Behavior

• Algorithms analyze the dynamic behavior of the vehicle

• Examples: Bogie Finger Print, Early Instability Detection, ...

Prognostic Models

• The wear influencing and component damaging quantities are

measured and with models the remaining service life are estimated.

• Examples: Brake Wear, Wheel Wear, …

Vehicle-Track-Interaction Diagnosis

• Accelerations in 3 Vehicle Levels (unsprung, primary spring,

secondary spring level) are recorded and analyzed, high levels are

transferred with GPS position to the landside

Supervision Functions

• TSI / GOA4 / Gravel Impact Detection

3 levels of acceleration:

Unsprung masses: The area of the wheelset

including the axle bearing box as the contact to the rail

is the area of highest impacts to any bogie (~100 g).

Primary spring: The frame and all frame mounted

parts still have high accelerations (~5 g).

Secondary spring: The carbody has low

accelerations (~2 g)

Processing the measured data to messages

(based on adjustable low/high levels) let the

bogie „talk“.

Acceleration and rotational speed sensors let the

bogie „feel“



US Locomotive: Simple Vehicle Track Interaction System

Sensors

BMD

BMD Bogie Monitoring & Diagnostics Electronics

RDA

RDA Global Positioning & Data Provider System

Cellular Infrastructure

Landside: Vehicle-Track-Interaction-System

Internet

WebAccess

Track Condition

Alerts

OnBoard: Vehicle-Track-Interaction-System



US Locomotive Charger: Simple Vehicle Track Interaction System

Vehicle-Track-Interaction-System Functions?

• Certain acceleration limits (Level Low / Level

High) can be set individually for

• Car Body vertical

• Car Body lateral

• Truck Frame lateral

• Axle vertical left side

• Axle vertical right side

• If this limit is reached in one of the positions this is

sent to the landside system including additional

data (raw data, velocity, GPS position, etc.)

• On the landside system filter functions help to

visualize this information on a map or look on

certain events.

• Additionally the time history is important to

optimize track maintenance efforts Landside: Vehicle-Track-Interaction-System (example)



Statistical Vehicle Values give Additional Information Analyzing the Track

Metro Operation: Vertical Error and Statistical Vehicle Values give

valuable additional information analyzing the track

15 mm

14 mm

13 mm

12 mm

11 mm

10 mm

9 mm

8 mm

7 mm

6 mm

5 mm

4 mm

4 mm

3 mm

2 mm

1 mm

0 mm

Distance

Maximal Speed

Mean Speed

Track Quality

NMV

NMV y

NMV z

Sta

tio

n 1

Sta

tio

n 2

Sta

tio

n 3

Sta

tio

n 4

Sta

tio

n 5

Sta

tio

n 6

Sta

tio

n 7

Sta

tio

n 8

Sta

tio

n 9

Sta

tio

n 1

0

Sta

tio

n 1

1

Sta

tio

n 1

2

Sta

tio

n 1

3

Sta

tio

n 1

4

Sta

tio

n 1

5

Sta

tio

n 1

6

Sta

tio

n 1

7

Sta

tio

n 1

8

Sta

tio

n 1

9

Sta

tio

n 2

0

Sta

tio

n 2

1

Sta

tio

n 2

2

Sta

tio

n 2

3

Sta

tio

n 2

4

Sta

tio

n 2

5

Sta

tio

n 2

6

Sta

tio

n 2

7

Ve

rtic

al E

rro

r (1

0 m

Win

do

w) Where are high vertical errors on the track?

How does the track quality develop in certain track sections?

How are these track sections concerning comfort in the vehicle?

Are there any instabilities, high vibrations of the bogie in certain track sections?

Vertical track error (left side)



Metro Operation: Corrugation Characteristics can be determined and

Grinding Results are rated

Corrugations: shorter wavelengths Grinding Result

Corrugation

Development

After Grinding

Before Grinding



Russian High Speed Train: Track Geometry Analysis according to

Russian Track Maintenance Rules (Vertical Error)

Typical Results from Track Analysis:

• The acceleration signals of the axle bearing

housing are double integrated and the vertical

track error is calculated with this procedure.

• These vertical errors are analyzed according to

the Russian chord measurement method and

are rated according to normative regulations

concerning track maintenance limits.

• Visualization of track positions where the

maintenance limits are exceeded.



Russian High Speed Train: Track Geometry Analysis according to


Track Geometry Analysis: Vertical Error on a Sleeper Track

RUS_Fehler_M906_Ch767_Ch770.mat

0

5

10

15

20

25

30

35

40

45

50

mm

, mm

Grenzwertueberschreitungen der Gleislage / Bm1_20T18L_VelRus_SF520 / G029_S_B2_Moskau - St. Petersburg_Einweg1

0 1 2 3 4 5 6 7

x 105

0

50

100

150

200

250

300

d [m]

km/h

zl Sehne 6m-Fenster

zr Sehne 6m-Fenster

Grenzwert

Geschwindigkeit

Ueberschreitungen:72 links, 73 rechts

High Speed Track in Russia zl chord (6m window)

zr chord (6m window)

treshholds

300 km/h

250 km/h

200 km/h

150 km/h

100 km/h

50km/h

50 mm

45 mm

40 mm

35 mm

30 mm

25 mm

20 mm

15 mm

10 mm

5 mm

0 mm

0 km 100 km 200 km 300 km 400 km 500 km 600 km 700 km



Track Geometry Analysis: Vertical Error on a Slab Track

RUS_Fehler_M1754_Ch312_Ch313.mat

0

5

10

15

20

25

30

35

mm, m

m

Grenzwertueberschreitungen der Gleislage / Bm1_15T14L_VelD_SF500 / G029_L_Frankfurt-Koeln_for_Tag3

0 2 4 6 8 10 12 14 16 18

x 104

0

50

100

150

200

250

300

d [m]

km/h

zl Sehne 6m-Fenster

zr Sehne 6m-Fenster

Grenzwert

Geschwindigkeit

Ueberschreitungen:10 links, 10 rechts

German High Speed Train: Track Geometry Analysis according to


High Speed Track in Germany zl chord (6m window)

zr chord (6m window)

treshholds

300 km/h

250 km/h

200 km/h

150 km/h

100 km/h

50km/h

35 mm

30 mm

25 mm

20 mm

15 mm

10 mm

5 mm

0 km 100 km 200 km



Vertical Track error according to the chord measurement

Bm1_20T18L_VelRus_SF520

-10

-5

0

5

10

15

20

25

kN, k

N, k

N, k

N

Mf: 76:78

76 7778

-20

-10

0

10

20

30

mm

, mm

76 7778

41.08 41.1 41.12 41.14 41.16 41.1860

80

100

120

140

160

180

200

220

d [km]

km/h

76 7778

81: F.z_20T.FmF1

82: F.z_20T.FmF2

83: F.z_20T.FmF3

84: F.z_20T.FmF4

239: v_Fzg_red

d.z_20T.Rs1

d.z_20T.Rs4

zl sehne

zr sehne

zl sehne 6m-Fenster

zr sehne 6m-Fenster

The acceleration signals of the axle bearing housing are double integrated and the vertical track error is calculated with

this procedure. The error is the maximal value minus the minimal value in a 6 m window. The normative rating of the verticla

error is speed-dependend defined and is 18 mm above a vehicle speed of 160 km/h.

Forces on components

Vertical Track Error

Velocity

High vertical track errors

High Speed Train: Track Geometry Analysis according to Forces on

Components



High Speed Train: Track Geometry Analysis according to Forces on

Components

Vertical Track Error > 10mm High Forces on Component > 15 kN

Not all high vertical track errors produce high forces on the leaf springs

wave length dependency



Vehicle Reaction: Lateral Acceleration (1 year observation period)

High Speed Train: The Vehicle Reaction on the Track changes

red means high lateral movement blue means stable running behavior

It is obvious that certain track sections induce high lateral movements on the bogie



What are the restrictions of the Vehicle-Track-Interaction Monitoring

System?

Restrictions:

• Unstable running behavior is not only dependent on the track

geometry, it is also influenced from

• the wheel profile,

• the wheel guidance system and

• the yaw damper functionality

• Therefore additional bogie diagnostics is essential to separate:

• which reaction is coming from the worn bogie components

• Which reaction is coming from the track irregularities

• Different vehicles might show different reactions on certain

track defects (when should track maintenance efforts be started?)

• The SIEMENS Vehicle-Track-Interaction Monitoring System is

not able to measure lateral track defects or track profiles but it

measures the reactions of the vehicle on such defects which is

essential for a save operation

Track Irregularities Conicities

Yaw Damper, Wheel Profile,

Wheel Guidance System



Dr. Thomas Moshammer: Vehicle-Track-Interaction-System

Summary

Summary:

• SIEMENS has developed a Bogie Diagnostics System in order to analyze the behavior of the bogie

over its lifetime in order to optimize bogie maintenance efforts.

• The same System is used to analyze the vehicle track interaction.

• Some characteristic parameters of the track such as longitudinal track levels are determined.

• In addition track faults e.g. corrugations are discovered.

• The difference of the vehicle track interaction system from track recording cars is that the vehicle

reactions induced by the track are measured and rated.

• Analyzing the vehicle reactions over time in combination with the exact track position might lead to track

maintenance works where the vehicle reactions are unfavourable (high forces and accelerations,

instabilities, corrugations, worn switches).

• The main goal of the vehicle-track-interaction monitoring system is not to replace track recording

cars but to give additional information about track sections where unfavourable vehicle reactions occur

and thus might help to optimize track maintenance efforts.



Contact!

Dr. Thomas Moshammer Head of Department Structure, Simulation, Validation

Bogie Engineering

Siemens AG Österreich

Eggenberger Strasse 31

8020 Graz

Tel.: +43 (51 707) 60 259

Mobile: +43 (664) 88 55 45 79

E-Mail: [email protected]

siemens.com

mailto:[email protected]

Siemens Corporate Design PowerPoint-Templates Bogie Diagnostics including the Vehicle Track...

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