steve mckee - pacific national - module 6: condition monitoring
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Wheel Rail Interface Forum
Condition Monitoring
Steve McKee,
Pacific National: Condition Monitoring Analyst
21st May 2014
Brisbane, QLD
What is condition
Monitoring?
Is monitoring the health of assets through various means of data collection to determine the condition and degradation rates over time or kilometre, normally using specialist equipment.
example: Vibration analysis, critical parameter measurements, visual inspections, tribology and thermography.
CM information can be manually collected or automatically collected through wayside equipment, by manual methods, on-board measurements or track monitoring cars.
The information is collated such that real time data can be used by track or rollingstock maintenance personnel to take the appropriate
action.
Condition monitoring is a very useful tool in
WHEEL RAIL INTERFACE MANAGEMENT
WRIM REQUIREMENTS
DEFINE THE SYSTEM
DOCUMENT THE PROCESSES
MEASURE THE PARAMETERS
AUDIT THE COMPLIANCE
Why Manage Wheel Rail Interface
• A large portion of railway assets are the capital value of track and
vehicles.
• Unforeseen downtime on these items are commercially damaging
to the both the track owner and train operator, often resulting in
penalties from customers or loss of revenue.
• Management Information Systems must support strategies to
obtain optimal performance out of these assets and extend asset
life
• There is an overload of available data from the collation of CM data.
The best way to manage this data is to apply a multidisciplinary
approach, involving both the track and rollingstock stakeholders
How is CM data currently
being used in WRIM?
• Maintenance planning activities
• Development of new designs and components
• Review and development of materials for components
• Improved maintenance practices and asset modifications
• Auditing of contractors and maintenance practices
• Setting of intervention levels and alarms
• Strategic planning
• Continuous improvement programs
• Design for reliability and maintainability
• Hazard Studies and risk assessments
• Failure mode and effects analysis
Measure
Analyse
Adjust
Rollingstock: Wheel profiles;
Wheel conditions i.e. flats, out-of-round;
Axle alignment;
Vehicle component integrity: – Wheel structural flaws; – Axle structural flaws & bearing condition; – Bogie/Truck structural flaws & condition.
Rollingstock
What needs to be Measured?
Track Track geometry;
Rail profiles;
Rail friction;
Vertical & lateral track strength;
Track component integrity: Rail flaws & temperature; Sleeper & fastener condition ; Ballast & sub-grade condition.
Track
Vehicle/Track Interaction: Vertical and lateral wheel
loads;
Bogie & car-body accelerations;
Wheel/Rail contact stress;
Wheel climb tendency.
Poor wear characteristics
Rollingstock Parameters
• Wheel tread condition (reasons for
change out – why made codes)
• Wheel profiles and wear rates
• Bogie tracking performance and
measurements
• Ride performance
• Bearing health condition
• Noise emissions
• Coupler / knuckle components,
• Brake blocks profiles, wear rates
and temperatures
• Other component wear
Types of CM available: Preventative • Capturing of information over time that can be trended and used for
maintenance planning
• Provides the opportunity for maintenance to be planned at a chosen
location
• Allows maintainers and engineers to do root cause analysis and determine
causal factors
Reactive
• Equipment located in track that identifies rollingstock that has reached an
unsafe limit and cannot continue in operation until it has been fixed.
• This may include no-go gauges for measurement when components have
reached limits where they cannot run and require immediate attention
• Use of equipment causes large delays, and can sometimes be false alarms
Wheel Impact Monitoring
Wheel Impact Load Detectors analyse the
passage of wheelsets and measure the
impacts generated from tread defects.
The force is ranked and assigned via tag
readings to the wagon and individual
wheelsets. These can be either:
• Strain Gauges
• Acoustic
• Accelerometers
• Hybrid – Strain gauges and accelerometers
• Laser or vision based – looking at tread
surface.
Wheel Impact Detector Many rail networks have installed wheel tread impact detectors to identify
tread defects. Where these systems are installed, the impact force should be
used to assess the removal of wheels as an alternative/complement to
measurement of the physical dimensions of the tread defect.
When inspecting the
defect there may be
components of out of
round, which can
increase the impact force
to a much higher defect
classification than the
physical size, this should
always be taken into
consideration when
classing a tread defect.
Typical Wheel Impact Plot Typical developing
defect
• Deep metal damage
• Machining at this late
stage will not remedy
fault and may hasten
other vehicle damage;
• will also cause much
shorter lifespan for the
wheels on this bogie
Wheel Impact
Relationships with
Rollingstock and
Infrastructure
Rail Breaks
+
500
450
350
100
225
250
Dyn
am
ic W
he
el Im
pa
ct kN
Wheel Cracks
Bearing degradation:
Component failure
Bogie and Wagon
degradation
Time In Service / km travelled
Static Load
Track Damage
(Ballast & sleeper
degradation)
Grease
breakdown
Bearing
Fatigue
Prevention of Wheel Defects
The identification of wheel defect patterns has assisted in the
reduction of wheel defects in service.
Multiple skids: - Undertake Brake System Tests
/ repeat skids - Grade control valves
- triple valve failures
- slack adjuster set-up
Spalling patterns: Check for bogie steering and
tracking problems
Check brake application forces and brake adjustments
Wheel Profile Monitoring Wheel profile measurement can either be done in track automatically or through manual methods such as through wheel profile measuring, or through using hand gauges to take critical measurements
In Shop: - Manually Gauge checking
- Through profile measuring
- Manual measurement of
critical dimensions
In Operation
- Video Imaging
- Laser capture
In-track wheel profiling monitoring systems capture the passing wheel profiles to detect those wheelsets that do not meet specification.
The profile it then trended for profile parameters to predict the wheelset optimum removal time and identify poorly wearing wheelsets.
In track Wheel Profile Monitors
Datum references
A.1 / A.8
A.2
A.3
A.4
A.5
Key Wheel Profile Analysis
Being able to obtain the wheel tread profile enables the user to
- Indentify and rectify accelerated wear rates and take remedial
measures
- Compare wear profiles against routes travelled
- Compare mating wheel and rail profiles.
- Identify abnormal wear profiles
- Identify asymmetrical wear and causes
- Predict life in service
- Estimate wheel use in service
- Identify wheelsets that have reached
condemning limits
Key Wheel Profile Analysis
Brake Shoe Module
Unlike the wheel profile units only one measure taken:
Thickness of brake shoe at top and lower section.
This one measurement can then be trended for:
• rapid wear flags for brake system attention
• when reaching condemn
• or abnormal wear
Sliding Wheel Detectors
The development of sliding wheel detectors has assisted in the prevention of wheel defects in service.
Placed at the exit of terminals / major junctions for low speed operations. The system detects wheel turning at different speeds to others passing the system
MRX Technologies - Australia
Cracked Wheel Detection
• In track or via hand held ultrasonic
probes:
• Detects internal or surface wheel
cracks via ultrasound technology
• The system will detect shattered
rim cracks and tread surface
thermal cracks.
TTCI – AAR Strategic Research Initiatives Projects – Advanced Rail Management Conference
Wayside Noise
Monitoring Stations
Using similar technology to acoustic bearing detectors the system
reviews passing trains to determine the individual wheelset creating the
noise emissions.
Noise Monitoring Systems
Bogie Performance and
Tracking Monitors Bogie tracking angle of attack or
hunting detection may be obtained
via:
- Strain gauges fitted in curves or
straights line
- Laser / optical derivation
- On-board monitoring
- Wheel profile derived
Strain Gauge Array in a
Reverse Curve situation
Bogie Geometry Definitions
Base measurements:
Angle of Attack – the angle to
the rail itself
Tracking Error: How the mid
section of the axle is offset from
the rail centre
Derived Measurements
Rotation – the bogie is rotated
about it’s centre: Warped
Shift: The whole bogie is
shifted off the centreline
IAM: the bogies are angled
opposing
The following graph illustrates 10 bogies from a 5 pack, showing trended tracking error,
before and after wheelset & bogie removal
Bogie Geometry Bad Actors
-35
-30
-25
-20
-15
-10
-5
0
5
10
07/10/201219:52
13/10/201213:58
21/10/201207:50
01/11/201221:28
22/11/201221:11
04/12/201215:02
04/02/201314:21
27/02/201315:55
23/03/201313:14
Trac
kin
g Er
ror
(mm
)
A
B
C
D
E
F
G
H
I
J
Bogie
changeout
Wheelset
change-out Note how TE
increased and this
would increase
flange wear
The following graph illustrates 10 bogies from a 5 pack, showing
trended tracking error, before and after wheelset & bogie removal
The following graph illustrates 10 bogies from a 5 pack, showing trended tracking error,
before and after wheelset & bogie removal
Straight vs. Curve
Measurements There are some bogie
geometry systems
installed on curves but
experience in different
countries and different
conditions have proven
that the geometry outputs
are highly variable due to:
- Speed
- Braking
- And particularly friction at
the wheel rail interface.
STRAIGHT
TRACK
CURVE
TRACK
Tracking and Noise Relationships
Tracking position
Noise Data
Train 2002-06-14-03-45 @ 80 km/h
-20
-10
0
10
20
177 181 185 189 193 197 201 205 209 213 217 221 225
axle #
tracking
position,
mm
tp1 tp2 tp3
Hunting Detection System
Hot Bearing/
Hot Wheel Detectors An infrared thermal system
that identifies the wheel disc
and bearing temperature.
Benefits to wheel interface:
- Ability to identify wheels that
have abnormal brake
application or stuck on
brakes, which can create
thermals and skidded wheels.
Locating New Wayside Equipment
• Co-locate as many systems as economically beneficial at one location to be able to analyse the inter-relationships between defect and wagon conditions under the same operating parameters.
Optimise location of the mix of devices for best fleet coverage
• Some equipment is sensitive to the environment and physical attributes about the track. Consider:
– Noise based systems, you may get noise reflection from nearby structures
– Remoteness – also increases expense in maintaining and installing equipment and access to utilities – such as power and communications.
• Density and type of traffic running through the site – has the equipment got the capabilities with dealing with differing rollingstock and operating conditions?
• Takes measurements that are immune to as many variables as possible. (eg: speed, load, rail‐top condition and weather)
• The location is capable of producing results that are repeatable at the inspection point and reproducible at other locations.
Track Maintenance requirements
for Wayside Equipment
Maintaining track infrastructure either side and through out the location of the
wayside equipment is critical in obtaining accurate and repeatable results.
Track Condition Wayside Equipment Result
Top of rail alignment / mud hole Increase wheel impact results
Create false bearing noise
Inaccurate weigh cell reads
Corrugations False impact results
Create noises representative of bearing
faults
Loose Sleeper Fastenings Optical geometry inaccuracy
Lateral alignment False AOA and hunting conditions
Additional Noise sources
Lubrication Changes to steering in sites, or too much
and get on to optical sensors
Speed restrictions in section Making passage through the site too slow
to obtain a read or prevent condition
On-Board Monitoring Systems • Use of onboard sensors located at strategic positions to obtain
parameters on the asset position, reporting back to a central processor
• Alarms and conditions are communicated to the locomotive or through
mobile networks.
• Current data collection:
• Wheel impact, derailed vehicle, bearing temperature and vibration,
handbrake left on, track vibration, loaded/empty, noise monitoring, wagon
instability, brake pipe pressure, etc.
• Many more in future development
Infrastructure Condition
Monitoring Data that is currently collected:
• Track Inspections – Visual / Planned and Automated
• Track Geometry Measurement
- Specialised Track Geometry Cars
– Unattended Geometry Measuring Fitted to Service Wagons
• Ride Performance
• Rail Profiles
• Sub-grade Conditions
• Point and Crossing Condition
• Lubrication
• Sleeper and Fastening Condition
• Major structure condition
Track Inspection Systems
• Current methods for track inspection include either visual inspection by track inspectors or automated inspection from dedicated inspection cars.
• The use of autonomous inspection technologies will result in earlier detection of track defects and changes in maintenance practices from reactive to preventative
Track Recording Cars
The following are typical parameters measured:
Alignment - Alignment is the projection of the track geometry of each
rail or the track center line onto the horizontal plane
Cross-level - The variation in cant of the track over the length of a
predetermined "chord" length
Curvature - The amount by which the rail deviates from being
straight or tangent. The geometry car checks the actual curvature (in
Degree of curvature) of a curve versus its design curvature.
Rail gauge - The distance between the rails. Over time, rail may
become too wide or too narrow.
Rail profile - Looks for rail wear and deviations from standard profile.
Track Recording Cars
Frequent Data Provides:
Ability to trend geometry data giving the opportunity for
predicative asset management
Defect types, growth rates, and sizes pertaining to detection
and safety criticality
Ability to monitor actual maintenance needs
Ability to monitor the quality of specific maintenance crews
Ability to monitor the durability of specific maintenance
activities
Ride Performance Measurements
Ride Performance-based track geometry (RPBTG) inspection
• Identify track segments that will likely produce undesirable vehicle
responses
• For the segments identified, recommend what track geometry
maintenance actions need to be taken
RPBTG is intended to help prioritise track geometry maintenance to
• Reduce track geometry caused derailment incidents
• Reduce vehicle/track dynamics, leading to reduced track and
vehicle degradation (the stress state)
Benefits of Track recording Cars
Track Geometry output
Track Geometry output
Rail Profile Capture
Rail Profile Capture
• General Features
– Captures rail profiles in transit
– Automatic rail type recognition
– Accepts pre-defined rail type files (by rail/track location)
– Result: Real time exception processing, off the car reports, less time/money reprocessing data to call rail types.
Rail Cant
GAGE
POINT Gage Face
Angle
Gage/Field
Side Lip
Gage/Field
Face Wear
Vertical Head Wear
REFERENCE
PROFILE
MEASURED
PROFILE
Total Head
Loss
Available/Not pictured:
-Rail Head Width
-Rail Height
Cant Deficiency Measuring Systems
Instrumented bogies running in service to measure cant in curves at differing speeds
Vehicle / Track Interaction Systems
– Vehicle Track Interaction Monitors (V/TI) are autonomous track inspection systems that utilise acceleration measurements mounted on a vehicle (typically a locomotive) with real-time reporting.
– Standard V/TI product, which includes two axle sensors to measure wheel/rail impacts, one bogie sensor to measure lateral bogie movement, and one car-body sensor to measure lateral & vertical car-body movements.
Antenna
Main CPU
Carbody Sensor
Truck Sensor
Axle Sensors
Typical Defect Output
10’ Mid-Chord Offset Car Body Vertical
10’ MCO - Left Axle Box
10’ MCO - Right Axle Box
VTI - Track Conditions Chart for Field Staff
VTI - Track Conditions Chart for Field Staff
Combination Fault Outputs
Axle Exception
Car body
Mid Chord Offset
Exception
Combination Track Faults • The current theory to why combination clusters correspond to
derailment risk is the following:
• These low level exceptions begin to repeat at a single location when
wheel/rail impacting, elevated rail stress from increased dynamic
wheel load, and defection from fouled ballast are present.
• This activity begins to accumulate such that it begins to create an
environment for fatigue and longer term deterioration, causing a
catastrophic failure such as broken rail, broken joint, bolt hole breaks,
sub grade failure, etc…
• Or in recent derailments undesirable vehicle behavior causing wheel
climb.
Track Condition Vs.
Ride Performance • Alarm and restriction levels need to be
developed for differing wagon types ,lengths,
and operating environments.
• New rollingstock have:
• Lower decks
• Longer, lighter frames and faster
• Increased axle loads
• Double stacking
• High adhesion locomotives
• New wagons exhibit very different behaviour to
older, stiffer, heavier wagons
• Need geometry constraints need development
to cope with variations in operations
Inter-Relationships Rollingstock
and Track Measurements
Ref: Keith Bladon
Development of Alarm Limits
• Alarm levels need to be set for the wheel / rail interface
not just rollingstock and track separately
• In recent years the development of alarm limits and
maintenance standards have separated in many areas in the
rail industry.
• These changes do not consider the effects on infrastructure /
rollingstock
• This has resulted in abnormal wear conditions, incidents and
in some cases derailments
• A multi-disciplinary approach to the development of alarm
limits is required for the Australian Rail Industry.
Benefits in the Multidisciplinary
use of Condition Monitoring Data Obtaining data from multiple different systems enables the user to:
• Measure rail and wheel conditions to determine maintenance needs
• Develop rail and wheel wear projection rates and limits and life projection
• Develop target rail and wheel profiles
• Perform economic/strength evaluation of different premium rail and wheel
materials
• Implement lubrication practices where necessary
• Implement a condition based maintenance plan for wheels and rail
Improve
& Enhance
Asset
Performance
Reduce
Downtime
Contain
&
Reduce
Maintenance
Costs
WRIM CM Summary
• Define what information you require to improve your system
• Identify equipment, systems or parameters to be measured and the
means of data collection
• Identify processes, standards and resources available
• Identify constraints on gathering information either electronically
or manually.
• Collate Information into a database that can interface the
parameters and data formats
• Identify information that cannot be obtained through applied data
collection processes, and determine other means of gathering data
for condition monitoring processes
• Use the information for effective wheel /rail management
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