Dynamic Experimental Tools for Condition Monitoring of Railway Turnout Crossing

January 1, 2015 in

Conference Paper


Author
Xiangming Liu

Co-authors
Valeri Markine, Ivan Shevtsov

Theme(s)




Conference
The Second International Conference on Railway Technology: Research, Development and Maintenance
Year: 2014
Location: Ajaccio, Corsica, France

Keywords
condition monitoring, dynamic frequency response function, field test, railway turnout

Link or Download
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Abstract

Two measuring systems ESAH-M and a video gauge are used for condition monitoring of railway turnouts. Both systems will be used in a structural health monitoring system (SHMS) for railway turnouts to be developed at the Delft University of Technology. The ESAH-M system equipped with a 3-D acceleration sensor (to be mounted on the crossing nose) and a sleeper displacement sensor can measure the three-dimensional dynamic accelerations of the crossing nose and the vertical displacements of the sleeper. The video gauge system makes a video record using special cameras to detect the movements of the targets set on the rail (or sleeper) by analysing the recorded videos. One of main advantages of the video gauge is that it can be used outside the track, which is, considering the tough safety requirements in the Netherlands, quite important. A number of measurements on turnouts of various types and conditions have been conducted in different places in the Netherlands using both measurement systems. The collected measurement data was analysed in time and frequency domains in order to assess the influence of the different components of the turnout on its dynamic responses. The measurements performed on a turnout before and after tamping have indicated that the vertical acceleration of the crossing was dramatically reduced after tamping. Also, from the analysis of the measurement results, it was observed that the frequency composition of the dynamic responses of the turnout after tamping has been changed. Additionally, a comparison of the results obtained from each system has been performed. A detailed overview of the results obtained using both systems is presented and discussed in this paper. Some conclusions and recommendations regarding the integration of these systems in the SHMS for railway turnouts are given.