SBB Infrastructure, Measurement and Diagnostic Technology.

Transcription

1 SBB Infrastructure, Measurement and Diagnostic Technology. Your partner for testing railway technology.

2

3 Contents. Measurement and Diagnostic Technology 4 3 Infrastructure diagnostics 6 Running gear technology 8 Pantographs and overhead contact lines 10 Electrical measurements 11 Continuous track subsidence measurements 12 Stationary measurements of mechanical variables 13 Dynamic track and overload weighing systems 14

4 SBB Infrastructure unit Interaction. Measurement and Diagnostic Technology. 4 SBB customers and partners can and should expect a smoothly functioning rail network for passenger and freight services. The strong demand for rail services and the associated intensive usage of railway infrastructure make significant demands in terms of monitoring and maintenance. Regular status checks covering infrastructure, rolling stock, and wheel/track and pantograph/overhead line interfaces are of key importance. Special tests covering vibrations, component stresses and track subsidence complement the general measures in place for the maintenance and further development of the railway infrastructure. The results of these analyses provide the foundations for cost-efficient planning of required maintenance work and thus provide a guarantee for the smooth functioning of the rail network. The 25 employees working in Measurement and Diagnostic Technology of SBB Infrastructure make a substantial contribution to the monitoring and inspection of the Swiss rail infrastructure and carry out measurement operations not only for all areas of SBB, but also for other railway companies. In performing this function, they regularly inspect around 3000 kilometres of rail network. Rapid and accurate analysis of the complex data produced is a key success factor in every measurement operation. The professional staff of the Measurement and Diagnostic Technology unit are not only highly proficient in the measuring methods and technologies used; they also provide the industry and the individual railway companies with ideas on how to further develop railway technology and rail vehicles. î The first analysis results have been published. î Heated discussions of the analysis results. î A dynamic weighing system is installed.

5 5 Production and installation of track and overload scales Electrical measurements Infrastructure diagnostics SBB Infrastructure Measurement and Diagnostic Technology: areas of operation Pantograph and overhead contact line measurements Running gear technology Stationary measurements of mechanical variables Track subsidence measurements î SBB Infrastructure Measurement and Diagnostic Technology: areas of operation. In all these areas of operation, specialists are on hand at all times to provide measurement and consultancy services to both SBB customers and external partners. All measurement operations comply with DIN EN ISO/IEC accreditation standards. The staff of Measurement and Diagnostic Technology use the following vehicles for rail infrastructure measurement operations: Self-propelled SBB Infrastructure diagnostics vehicle (DFZ) Overhead contact line test car Track subsidence test car EW IV running gear test car RIC running gear test car Short circuit test car Calibration test car

6 Business area. Infrastructure diagnostics. 6 The commissioning of new railway infrastructures, such as the new Zurich Thalwil and Mattstetten Rothrist lines and new/planned tunnels such as the Lötschberg/Gotthard base tunnels, is leading to increasing demands in terms of monitoring and regular inspections of railway infrastructure. The self-propelled diagnostics vehicle and the overhead contact line test car perform the following tasks in this area: A regular infrastructure status check to provide a foundation for maintenance planning Specialised analyses of measurement data from both vehicles Track inspector function for routes with line speed above 160 km/h Testing of the dynamic interaction between pantograph and overhead contact line Acceptance tests for new infrastructure The self-propelled diagnostics vehicle (DFZ) For decades, monitoring and regular inspections of rail infrastructure were carried out exclusively by staff at sight and without any special aids. The gangers would walk along the tracks and report any irregularities to the relevant departments. These visual inspections still have relevance today and are still performed nationwide except on new lines. However, in contrast to years past, today the specialists have access to modern work tools as well as their own eyes. For example, SBB s self-propelled diagnostics vehicle is the only one of its kind in Europe. The DFZ can travel along routes at speeds of up to 120 km/h and the specialists it carries can take fast, accurate and low-cost readings of the ballast bed, track structure and overhead contact line. î The modern cab of the self-propelled diagnostics vehicle. î On-screen analyses during the measuring run.

7 Track geometry measurement Track gauge, alignment, cant, twist, longitudinal level Rail profile measurement Rail profile, rail wear, wheel/rail contact geometry Overhead contact line measurement and inspection Inspection of contact wire position and wear, changes in support structures, droppers, clamps, catenary cables, contact wires and insulators; midpoints under asymmetric loads Voltage and rail return current metering 7 Rail corrugation measurement Short-, medium- and long-wave components Video inspection Overview video from the perspective of a locomotive driver Track measurement and inspection Condition of rail fastenings, rail running surfaces, sleepers, ballast bed and signalling equipment on the track î Operating switches on the diagnostics vehicle. î High-tech camera on the diagnostics vehicle. î Data analysis on the overhead contact line test car.

8 Business area. Running gear technology. 8 Running gear tests comprise the recording, analysis and evaluation of the physical handling properties of rail vehicles. Running gear tests are used in all areas where safety certification needs to be provided to the supervisory authority, for example such that new vehicles can be approved for operation or the operational concept of existing vehicles can be expanded or modified. However, SBB s running gear specialists are also in demand for measurement operations to ensure that tilting trains are able to take corners at high speed. Maximum authorised operating speeds are set according to route-specific vehicle licences. Running gear tests are designed to prove compliance with the limit values given in the vehicle specification under running conditions that exceed normal operational values by 10 percent or in failure scenarios. To this end, the running gear technology staff carry out measuring runs which go beyond the Train Loading and Running Regulations. The planning, organisation and exe cution of these measuring runs require the staff to bring appropriate experience to the table, to base the entire exercise on a suitable risk management framework and to have a wellestablished working relationship with the relevant official bodies. Furthermore, the measured signals must be accurately related to the route, and the track quality (QN values) must also be quantified and included. SBB s Measurement Technology unit provides all these qualities and requirements from a single source. î Measuring wheelsets for running gear measurements.

9 The standards and regulations applied within the running gear unit 9 è Running gear technology: UIC 518, 518-1, 518-2, 519; or EN è Comfort: UIC 513, or EN è Switzerland: Implementing Provisions for the Railways Ordinance (IP-RO) The running gear technology specialists use the following evaluation criteria è Running safety è Ride stability è Ride behaviour è Track load è Comfort They use the following set of tools in their measurement work è Ready-to-use measuring wheelsets for various SBB vehicle series incl. inductive transmission units and pre-processors (can be adapted to order to fit any vehicle) è Approx. 90 accelerometers (ranges: 2 g, 4 g and 30 g) è Approx. 25 distance sensors è A measuring system for synchronous, decentralised logging of 5 16 signals over 500 m, with scope for expansion to over 300 signals (sampling rate per signal up to 1kHz) è 2 test cars for measurements up to 250 km/h è An extensive collection of route data for the Swiss standard gauge network è A well-equipped workshop with a stilt platform at a central location The following physical properties are measured è Vertical (Q), lateral (Y) and longitudinal (Tx) wheel/rail forces and the wheel contact plane. From these values we can then derive the track shift forces (Y), the derailment coefficient (outside Y/Q ratio), the friction coefficient (inside Y/Q) and the overturning moment è Lateral acceleration forces on bogie frames over axle housings (stability, safety) è Lateral and vertical acceleration forces on axle housings and vertical acceleration forces on bogie frames (special testing) è Lateral and vertical acceleration forces on the vehicle body over the bogie centre (safety, ride behaviour, comfort) and lateral, vertical and longitudinal figures for the centre of the vehicle (comfort) è Angular velocities around the longitudinal axis of the vehicle (comfort on tilting trains) è Distances for special tests (e. g. ascertainment of angles of rotation, roll angles, buffer cross cuts) è Longitudinal forces (push and pull, typically for propelling tests) è Other, project-related physical values such as the barometric pressure of air lines or the temperature of wheel bodies or brake discs è Wheel and rail profiles (contact geometry, equivalent conicity, random pairings)

10 Business area. Pantographs and overhead contact lines. 10 Vehicle and pantograph approvals are subject to compliance with European standard EN SBB Infrastructure Measurement Technology verifies this compliance by è Logging the minimum and maximum contact force values è Recording the average contact force and its standard deviation by means of statistical analyses and reference sections è Checking the mechanical dimensions of the pantograph in relation to the clearance diagram or the minimum pantograph clearances in multiple traction cases è Assessing the measurement data based on country-specific conformity with EN è Gauging the aerodynamic optimisation of pantographs The contact forces are ascertained using measuring pantographs as per EN This includes è Compensation for the inertia of the pantograph contact strips è Velocity-dependent compensation for the aerodynamic lifting and downward forces è Checking the contact wire position for height and lateral displacement In addition, SBB Infrastructure Measurement Technology also checks the contact wire uplift for passing vehicles in accordance with EN è Monitoring of the maximum permissible uplift as a function of speed and the number of raised pantographs in multiple traction cases è Detection of poorly performing or defective pantographs è Detection of incorrectly raised pantographs in multiple traction cases î Installation work on pantograph.

11 Business area. Electrical measurements. By emitting current and electrical fields, rail vehicles can influence not only the frequency range of track-release signalling devices, but also axle counters and traction current supply systems. This leads to risks in rail operations. In order to identify the causes of such poten - tial disruptions as early as possible, the measurement technology staff conduct the following electrical measurements: Logging parasitic currents in the primary current circuit as per SBB J78 Measurement of electromagnetic fields (H fields) in the track area with broad spectrum analysis of the power density over a specified length of time as per SBB J84 Organisation of admittance tests for electric locomotives 11 SBB Infrastructure s measurement technology experts also perform other electrical and electromagnetic tests (for electromagnetic compatibility or EMC). î Axle trigger. î Current sensor on primary side at 15 kv for interference current.

12 Business area. Continuous track subsidence measurements. 12 Taking track subsidence measurements allows SBB to evaluate the system components of the permanent way and thereby optimise the interaction of the individual components over the long term as well as extending the service life of the railway infrastructure. To this end, the measurements are taken using our track subsidence test car under a standardised axle load and at a constant speed. This method provides continuous information on track subsidence. î Track subsidence test car. î Measurement and analysis in the track subsidence test car.

13 Business area. Stationary measurements of mechanical variables. Stationary measurements are used first and foremost in the analysis of infrastructure objects; however, they are also used in the approval of new railway equipment. 13 These measurements are geared towards è Developing principles aimed at achieving increases in speed and creating renovation plans è Checking system components è Optimising the service life/in-service testing of individual components via analysis of a variety of mechanical variables è Testing individual components under operating conditions è Collecting data on load spectra è Examining environmental measures The following mechanical properties are measured: è Track rigidity è Resistance to lateral displacement of sleepers and track span è Strains, stresses and forces acting on railway components è Pressure distribution under the track panel è Bridge load and vibrations è Precision topographical levelling è Forces on people, vehicles and infrastructure generated by passing trains è Dynamic track subsidences

14 Business area. Dynamic track and overload weighing systems. 14 SBB uses dynamic track and overload scales primarily for the following two reasons: on the one hand, for commercial reasons, they are used to replace weighbridges, thus allowing SBB to weigh goods dynamically; on the other, the use of track and overload scales allows SBB to identify excess loads and load displacements on freight trains at route speed. For its dynamic weighing operations, SBB uses type 97 (± 0.5 % accuracy) and type 05 (± 0.25 % accuracy) systems developed and manufactured in house. Both weighing systems are authorised under OIML R 106. The type 97 dynamic weighing system is also used, in a customised configuration, to identify excess loads and load displacements in moving railway vehicles. î A dynamic weighing system is installed. î ètechnical installation of a dynamic weighing system. è

15

16 SBB AG Infrastructure Interaction Measurement and Diagnostic Technology Stöckackerstrasse 25 CH-3018 Berne