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Condition monitoring
opportunities using
vehicle-based sensors
This item was submitted to Loughborough University's Institutional Repository
by the/an author.
Citation:
et al, 2010.
using vehicle-based sensors. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, 225 (2), pp. 202-218.
C P Ward1 , P F Weston2 , E J C Stewart2 , H Li3 , R M Goodall1 , C Roberts2 , T X Mei4 , G Charles5 , and R Dixon1
1
Control Systems Group, Electronic and Electrical Engineering, Loughborough University, Loughborough, UK
2
Birmingham Centre for Rail Research and Education, The University of Birmingham, Edgbaston, Birmingham, UK
3
Department of Engineering and Technology, Manchester Metropolitan University, Manchester, UK
4
School of Computing, Science and Engineering, The University of Salford, Salford, UK
5
School of Engineering, The University of Nottingham, University Park, Nottingham, UK
DOI: 10.1243/09544097JRRT406
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The manuscript was received on 16 March 2010 and was accepted after revision for publication on 21 July 2010.
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Abstract: Recent increases in railway patronage worldwide have created pressure on rolling stock
and railway infrastructure through the demand to improve the capacity and punctuality of the
whole system, and this demand must also be balanced with reducing life-cycle costs. Condition
monitoring is seen as a significant contributor in achieving this. The emphasis of this article is on
the use of sensors mounted on rolling stock to monitor the condition of infrastructure and the
rolling stock itself. This is set in the context of modern rolling stock being fitted with high-capacity
communication buses and multiple sensors, resulting in the potential for advanced processing of
collected data. This article brings together linked research that uses a similar set of rolling stock
sensors, and discusses: general usage and benefits, a track defect detection method, running gear
condition monitoring, and absolute train speed detection.
Keywords: condition monitoring, real time, vehicle-based sensors, track defects, parameter
estimation, low adhesion, wheelrail profile, vehicle speed, inertial sensors
INTRODUCTION
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(X)
X
X
X
X
X
X
X
Bogie-mounted
roll rate gyro
Bogie-mounted
yaw rate gyro
Bogie-mounted Bogie-mounted
vertical-sensing lateral-sensing
accelerometer
accelerometer
Axlebox-mounted
lateral-sensing
accelerometer
Axlebox-mounted
vertical-sensing
accelerometer
Table 1
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Bogie-mounted
pitch rate gyro
Body-mounted
lateral-sensing
accelerometer
Primary
suspension
displacement
sensor
C P Ward, P F Weston, E J C Stewart, H Li, R M Goodall, C Roberts, T X Mei, G Charles, and R Dixon
JRRT406
Bogie-mounted vertical
accelerometer, yaw rate
gyro
Bogie-mounted
lateral
accelerometer and
pitch rate gyro
Hidden:
Another
displacement
transducer; vertical
and lateral axlebox
accelerometers
Axlebox-mounted
vertical accelerometer
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Plus:
Body-mounted
vertical and lateral
accelerometers
Displacement
transducer
Bogie-mounted
vertical and lateral
accelerometers;
roll rate gyro
Axlebox-mounted vertical
and lateral accelerometers
Fig. 1
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3.1
Sensors
C P Ward, P F Weston, E J C Stewart, H Li, R M Goodall, C Roberts, T X Mei, G Charles, and R Dixon
3.2
Processing
Examples
Some examples of vertical and lateral track irregularity obtained from sensors mounted on the bogies
of a Tyne and Wear Metro vehicle and a Class 175
mainline vehicle have been published [10, 11]. More
recently, an inertial measurement system, comprising
three accelerometers and three rate gyros, has been
mounted on the bogie of a Class 508 vehicle as part
of an energy monitoring system. Custom-designed
and built electronics sample the sensors at 8192 Hz
and the results are down sampled to allow data to
be saved 256 times a second to local flash memory.
A tacho signal to provide train speed is also recorded.
Data will be collected continuously from an in-service
vehicle.
In reference [10], the vertical and lateral alignment
are considered over wavelengths longer than the bogie
wheelbase, where the bogie pitch and yaw follow the
track slope and heading fairly closely. However, one
can see details at shorter wavelengths by examining the lateral and vertical curvature signals. As the
wheelsets encounter an irregularity such as a dipped
joint, or a disruption to the heading, the leading and
the trailing wheelsets are affected in turn, spatially
separated by the bogie wheelbase.
Figure 2 shows the vertical 35 m alignment over
100 m of jointed track, obtained as described in reference [10], together with the vertical curvature signal.
The vertical alignment shows the presence of dipped
joints spaced approximately 18 m apart (consistent
with 60 ft rail sections). The vertical curvature shows
a characteristic pattern associated with dipped joints.
In particular, there are step changes in curvature when
the leading wheelset reaches the bottom of the dip
and a step change in the opposite direction, approximately 2.5 m later, when the trailing wheelset reaches
the same point. The magnitude of the step change is
related to the severity of the dip. Hence, the joints can
be monitored not only from the point of view of how
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JRRT406
10
0.1
0.08
0.06
0.04
Yaw [rad]
-5
-10
-15
0.02
0
-0.02
-20
-0.04
-25
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-0.06
-30
-0.08
-35
Vertical curvature [rad/km]
-40
22.8
22.81 22.82 22.83 22.84 22.85 22.86 22.87 22.88 22.89 22.9
Distance [km]
-0.1
9.33 9.34 9.35
9.41
9.42 9.43
9.44
20
10
0
-10
-20
25
Vertical curvature
20
15
Curvature [rad/km]
30
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50
40
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10
-30
Lateral curvature
-40
-50
9.33
-5
9.35 9.37
Distance [km]
-10
9.33 9.34 9.35
9.39
9.4
9.41
9.42 9.43
9.44
Distance [km]
Fig. 3 Lateral 35 m alignment through a crossover between A and F, generated from the bogie-mounted
yaw rate gyro
JRRT406
C P Ward, P F Weston, E J C Stewart, H Li, R M Goodall, C Roberts, T X Mei, G Charles, and R Dixon
3.4
4.1
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seen previously for jointed track but of smaller magnitude. This is interpreted as the two crossings where
the vertical path of the bogie is disturbed as the leading and then the trailing wheelsets pass. The lateral
curvature shows some mild transient effects over the
crossings. The vertical curvature suggests that the toe
of the trailing switch is approximately at F, but the exact
position is not clear from the lateral curvature. The distances from switch toe to heal (A to B) and switch toe
to crossing (A to C) are reasonably consistent with a
standard 1 in 13 crossing.
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The bogie, with its associated suspension components and wheelsets, consumes a large proportion of
the maintenance budget for rolling stock. The bogie
has a variety of tasks, principally to provide guidance
both on straight track and through curves, to ensure
dynamic stability, and to provide ride comfort for the
passengers. Failure mode studies have shown that the
majority of vehicle faults emanate from faulty wheel
profiles and suspension components [12, 13].
Currently, railway condition monitoring for bogierelated applications is primarily through signal processing and knowledge-based assessments [14]. There
is potential for increased performance of these techniques if a priori knowledge of the system is used in
the form of a system model [15]. Therefore, all of the
techniques presented here use a form of model-based
estimation.
Presented in this section are a number of techniques for real-time parameter detection for three safety
Proc. IMechE Vol. 224 Part F: J. Rail and Rapid Transit
4.2
Low-adhesion estimation
Plan view of half-body Coradia Class 175 railway vehicle and sensor configuration
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Fig. 6
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Fig. 7
Q3
Results of parameter estimation using data from real tests: (a) estimate of Csy , (b) estimate
of Csay , (c) estimate of , and (d) ratio of the standard deviations over parameter estimates
C P Ward, P F Weston, E J C Stewart, H Li, R M Goodall, C Roberts, T X Mei, G Charles, and R Dixon
Creep curves for dry, wet, low-, and very low-adhesion conditions (wheel load of 4000 kg,
20 m/s)
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Fig. 8
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JRRT406
PSD of the Kalman filter estimates of the lateral contact forces on the front and rear wheelsets
for varying adhesion conditions
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Fig. 9
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4.3.1
System model
1
1
(rL rR ) = y,
(rL + rR ) = r0
2
2
1
1
(L R ) = 0,
(L + R ) =
2
2
(1)
10
C P Ward, P F Weston, E J C Stewart, H Li, R M Goodall, C Roberts, T X Mei, G Charles, and R Dixon
mass. Further, it is assumed that the lateral rail irregularity and the gauge width variation are known for use
in the system identification methods.
d
y
dy
d = 0
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4.3.2
(2)
(3)
An alternative to using the Kalman filter as a parameter estimator is to use system identification. The
disadvantage with this approach is that a detailed
knowledge of the input to the system from the track
disturbance is required and this might not be measurable in practice.
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4.3.3
Fig. 11 Estimation of the non-linear conicity function with two additional state variables
Proc. IMechE Vol. 224 Part F: J. Rail and Rapid Transit
JRRT406
= X T (i) + (i)
y(i)
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4.3.4
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where y is the estimated output variable, X is the vector of regressors, is the vector of unknown parameters, are the combined known parameter and
regressor terms, and i is the discrete sample number,
then the parameter estimate can be obtained using
least squares estimation [2830]. Non-linear terms can
be added into the regressor matrix, such as higher
order terms [31] or multiple PCP functions [32]. The
PCP technique is a multi-section smoothing function that enables complex non-linear shapes to be
approximated.
Figure 13 shows the results of using the PCP technique to estimate conicity as a function of relative
wheelrail position applied to the model of equation
(18) [23]. There is a very close fit to the non-linear
shape of the conicity function. It should be noted that
the conicity may in practice be discontinuous and
therefore not so well matched when using the smooth
PCP technique.
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Q4
(4)
of wear were used for the study. Due to the complex discontinuous non-linear nature of these combinations, a piecewise linear approach was adopted
rather than attempting to fit parameters across the
entire range of lateral displacement. To achieve this,
the collected dynamic data are first separated into a
number of discrete sections that represent a restricted
range of the relative wheelrail displacement. Individual identifications are performed on each of these
sections.
It was also appreciated that the input from the track
disturbance should not be modelled as an idealized
source [33], as this would have different frequency
content to that found in a real system. Consideration
was also given to the gauge width variation as this adds
a degree of uncertainty into the model parameters.
Input data used were from the Paddington to Bristol
line with lateral disturbance and gauge width variation
sampled every 0.2 m by a track recording vehicle. The
standard deviation of the track disturbance and gauge
width variation are of similar magnitudes at approximately 2 mm. Figure 14 shows (rL + rR ) generated
during simulation, demonstrating that the parameters
being identified are distributed over a region rather
than being a single-valued function of lateral displacement. This is because the gauge width variation adds
uncertainty to the relationship. The gauge width variation also excites the system dynamically, because
of the asymmetry of the wheelset tread shapes used,
though this is a secondary effect.
In practice, for real-time applications, the least
squares algorithm from the previous section can be
run recursively in a similar manner to a Kalman filter.
The method potentially saves computation expense,
because the calculation is not dealing with the entire
dataset for each iteration, just the latest data. This
makes it feasible for applications where the processing
power may be limited.
11
12
C P Ward, P F Weston, E J C Stewart, H Li, R M Goodall, C Roberts, T X Mei, G Charles, and R Dixon
X1 = [, ,
1]
X2 = [, ,
1]
(8)
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Fig. 15
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(6)
(7)
Iv
Iv
Iv
I
4.4
y +
y+
y m
1 =
mv
m
m
m
ky
W
2f23
+
(5)
+
ym +
mv
m
m
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13
Vm =
5.2
2Lb
Tdelay
(9)
Measurement performance
N
m
x(i + m)y(i)
(10)
i=1
C P Ward, P F Weston, E J C Stewart, H Li, R M Goodall, C Roberts, T X Mei, G Charles, and R Dixon
Fig. 18
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14
5.3
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15
CONCLUSIONSTRENDS, OPPORTUNITIES,
AND RESEARCH CHALLENGES
ACKNOWLEDGEMENTS
The authors would like to express thanks to the following organisations that made this work possible:
Rail Research United Kingdom (RRUK), Engineering
and Physical Science Research Council (EPSRC), Tyne
& Wear Metro, Alstom, Merseyrail, Department for
Transport (DfT) and the Rail Technology Unit (RTU)
at Manchester Metropolitan University (MMU).
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The article has illustrated potential monitoring opportunities arising from advanced processing of vehiclemounted sensors: two applications relate to condition
monitoring of both track and vehicles for enhanced
maintenance and/or improved system reliability, and
a third provides operational information for use on
board the train in real time.
The emphasis has very much been upon developing
the processing concepts and the associated algorithms, but it is of course necessary to convert the concepts into practical engineering solutions, principally
involving (i) identification of minimized sensor configurations for lower cost and (ii) high-reliability solutions to ensure consistently verifiable information.
The second point is particularly important, because
without good-quality, reliable information the system
will be difficult to validate where system integrity is
involved, and may also be discredited where it is used
to inform maintenance processes.
As the title implies, the article has strongly focused
upon the on-train sensing and processing aspects,
but one of the key issues that must be addressed
prior to the deployment of practical condition monitoring systems is the management of data once it
leaves the vehicle, in particular because the collection of in-service data will inevitably lead to the need
to retain large quantities of data. Data need to be
retained and processed in a number of different ways,
ideally together with the context of how, when, and
where they were collected. Initially it is important
that the data are verified to ensure that they are correct and no sensor errors are present (off-set faults,
noise, null values, communication errors, etc.). Secondly, straightforward robust algorithms need to be
used to ensure that critical faults are identified in close
to real-time. Thirdly, the data need to be stored for
post-processing (the main focus of this article) to identify longer-term incipient faults. As confidence grows
in the accuracy of condition monitoring algorithms
it will not be necessary to retain data for long periods of time. As more data are collected from both
infrastructure and vehicle-borne sensors, the railway
industry needs to address the need for standards
JRRT406
Authors 2010
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C P Ward, P F Weston, E J C Stewart, H Li, R M Goodall, C Roberts, T X Mei, G Charles, and R Dixon
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JRRT406
Q7
Q7
Q8
Q7
Q7
Q7
Q7
JRRT406
y +
V + 2f11 1
my +
V
2
2r0
L R
L R
+ 2f23
+W
+ = Fs
V
2r0
2
(11)
I + Iwy +
y
r0
r0
2l
V
f33 (L R )
2l 2 f11
f23 (rL + rR )
+ 2f23 +
V
V
r0
2f33
lW (L + R )
(12)
+
= Ms
2
V
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Un
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L
R
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Notation
d
fy
f
Fs
f11
f22
f23
f33
g
I
Iwy
ky
k
l
m
mm
Lb
Ms
N
r0
rL
rR
Rxy
Tdelay
Twdw
V
Vm
W
X
y
y
y
y
APPENDIX 2
APPENDIX 1
17
y =
1
(Fs )
mm
(13)
Fs = ky (ym y) + fy (y m y)
(14)
(15)
2f23
W
2f22
y + r0 y V +
+
y = Fs
V
l
V
l
(16)
V
2f23
2l 2 f11
y
y +
r0 l
r0
V
y +
2f33
2l 2 f11
lW +
= Ms
V
V
r0
y V
l
(17)
2l 2 f11
2l 2 f11
y+
= Ms
r0
V
(18)