wild presentation -311210

8/12/2019 Wild Presentation -311210

1/46

WHEEL IMPACT LOAD DETECTOR

BY

S.VASUDEVAIAH, IRSMEAMIE,M TECH., MS., MBA


2/46

FLAT FACE ON WHEEL


3/46

ROLLING IN EXAMINATION

Wheel flats are being identified manually by

listening to the sound produced by running wheels

at the entrance to major yards

This method is based on experience and not very

accurate.


4/46

WILD CONCEPT

When the wheel is perfectly round it applies a uniform

load on the rail.

When a wheel is flat, it applies a huge impact load onthe rail when ever the flat portion hits the rail.

Wheel flat Impact Load Detector is used to catch the

flatness in the early stage and thereby protecting Railinfrastructure.


5/46

WILD CONCEPT

Automation of this system of detection is possible

by measuring the impact forces of the wheels on

the rails

Wheel flats exert large dynamic loads on the track

which can be detected through strain gauges fixed

on the instrumented rail


6/46

WILD Development

Jointly developed by RDSO & IIT-Kanpur

and M/s Apna Technologies & Solutions

Developed and successfully tested at

Aggain station, between Kanpur and

LUCKNOW.


7/46

SANCTION OF WILD

To study the loading spectrum actually passing over

the track and bridges Rly BD has sanctioned WILD

during 2005.

Vasco- Hospet- Guntakal- Renigunta- Chennai is

one of the identified route for installing the WILD


8/46

MANUFACTURER

The offer of M/s Apna Technologies & Solutions

Private limited was accepted and order was placed

on 12.02.07.

Cost Rs 75,68,910


9/46

APPROVED LOCATIONS- IR

Asonsol, ER (KalipahartiNimach)

Waltair, Eco R(Simhachalam- North Pendurthi)

Guntakal ( Haddinagundu

Hagari)

Bhilai,SE (Rajkarswanmahalimarup)

Aditypur, Jharkhand (GDZLBO Raipur divn)

Hospet, SWR (Koppal and Ginigira)

Mugalsarai,ECR (Bhabhua road on up and middle line)

Arakkonam, SR (TiruttaniArakkonum)


10/46

SALIENT FEATURES OF WILD

Automatic identification/ detection of defective

wheels causing abnormal dynamic impact load.

Detection of overloaded wagons.

Online transfer from site to Control office.

Automatic exception report generation


11/46

Exit

Trigger Sensor

Entry

Trigger Sensor

6 Channels (R1~R6) 6 Channels (R7~R12)

6 Channels (L1~L6) 6 Channels (L7~L12)

Signal Conditioning Modules

Real Time

Controller

Control &

Switching Circuits

Backup

Device

GSM ModemEB Power/

Primary Power

Solar Power/

Secondary Power

AT SITE

AT TXR CONTROL ROOM

Instrumented Track

WILD BLOCK DIAGRAM


12/46

INSTRUMENTED TRACK


13/46

Instrumented Track Pictures


14/46

INSTRUMENTED TRACK PICTURES


15/46

SIGNAL FROM INSTRUMENTED TRACK


16/46

MAIN CONSTITUENTS OF WILD

Transducer for detecting the impact load on the track

due to wheel defect.

Data logging and processing equipment.

Report generation and communication equipment


17/46

TRANSDUCER

Transducers for the system are strain gauges fixed on the

two rails for measurement of vertical wheel loads.

Rosette strain gauges are fixed on neutral axis on the web ofrails between sleeper cribs with Wheatstone bridge.

The impact load of a flat wheel will indicate a signature with a

sudden drop followed by and instantaneous increase with inmilliseconds.


18/46

TRANSDUCER

An algorithm based on this principle is used to isolatethe defective wheel from normal wheel.

Based on this algorithm, LabVIEW platform is usedfor data acquisition.

Analysis of data is done by MATLAB software which

is interfaced with LabVIEW.


19/46

CONCEPT OF MEASUREMENT

On each instrumented rails there are 12 channels which

record dynamic wheel load

During the length each wheel makes two revolutions

With 12 values of dynamic load max value is picked up

With the average of 10 lower values is treated as normaldynamic wheel load.


20/46

FUNCTIONAL CAPABILITY

Can detect defective wheels by measuring impactload on rails

Can generate hard copy of reports Wheel identification

Axle identification

Impact load Speed

Direction, date, time etc.,


21/46

Work efficiently in the speed range of 30 kmph to 160kmph

System can work in ambient temp range of 0 to 500C andrelative humidity up to 95% or more.

System operates on 230 V AC.

System can measure impact load up to 60 tonnes or evenmore.

System can cater for all wheels with 770 mm to 1100 mm.



22/46

It is capable of detecting 95% or more defects in

wheel on first pass.

It is capable of functioning with trains consisting upto 100 vehicles (400 axles) of all categories.

Locos ; Coaches ; wagons



23/46

Data storage capacity for at least 20,000 trainsat a time.

System test is performed after every run, anddiagnostic report is sent to computer system incontrol office.

Transducers are protected by suitable coveringto avoid damage by track machines



24/46

To be installed on straight and level track of 250 m lengthincluding approaches to the site.

Preferably there should not be any fish plated joint with in13 m on either side of the instrumented portion of thetrack.

No weld joint in the instrumented portion of the track is

permitted. Track condition should be as close as new condition as

possible.

SITE REQUIREMENT


25/46

Rail used for instrumentation should be ultrasonically

tested and to be defect free.

Rail section should be 52 kg/m or 60 kg/m with PSCsleeper spacing of 60-65 cm.

The site should not be very close to any station or at the

approach of signal to avoid acceleration or braking over the

instrumented rails

SITE REQUIREMENT


26/46

Hut for installing the system.

The section should have good GSM connectivity so

that the data can be transferred via GSM to thecontrol room.

Electrical supply connection.

Drinking and security arrangements

INFRASTRUCTURE AT SITE


27/46

HARDWARE

Two full length 50kg/60 kg rails.

Signal conditioners and amplifiers.

32 channel high speed data acquisition system.

One PC at the site and other at control.

Dedicated communication link of handling datatransfer up to 64 kbps.

100 nos of rosette type strain gauges


28/46

SOFTWARE

Window based software on LabVIEW and MATLAB

platform.

Compatible with VB.


29/46

SUMMERY REPORT

Axle no from front

Average dynamic wheel load for each axle

Max dynamic load for each axle Speed of each axle

Overloaded wheels

Serial no of the defective wheel from engine


30/46

CABLING

The location should be with in the vicinity of 3 kms

of the first stop signal in the direction of movement

as cabling up to 3 kms is covered in the scope ofwork


31/46

MONITORING OF WILD

S. No Alarm ILF Load (T)

1 Maintenance 2.0-4.5 25-35

2 Critical >4.5 >35

Information should be given to next TXR point afterreceiving the alarm.

Wagon/Coach should be thoroughly examined forrunning gear defects.

Based on the defects noticed decision should betaken to allow or detach the wagon/coach.

WILD Sample Report
http://localhost/var/www/apps/conversion/tmp/scratch_7/irwild_net.htm


32/46

DATA OF WILD ALARMS

Alarm Stock DetachedMinor

defect

No

defect

Feedback

not received Total

Critical

Freight 44 5 19 - 68

Coaching 17 6 68 3 94

Engine 5 - 4 - 9

Total 66 11 91 3 171

Percentage 38.8 6.5 53.2 1.8

Maintenance

Freight 27 44 458 - 529

Coaching 109 108 1349 65 1631

Engine 3 1 12 2 18

Total 139 153 1819 67 2178

Percentage 6.4 7.0 83.5 2.4

Data is from 16.10.08 to 31.01.11


33/46

Train passing over instrumented rail


34/46

Trigger sensor


35/46

Control Panel room


36/46

Channel fixing arrangement to rail

Control panel


37/46

Control panel

System showing critical alarm


38/46

System showing critical alarm


39/46

THANKYOU


40/46

TESTS TO BE CONDUCTED FOR PTC

Consistency test

Calibration test

Accuracy test

Repeatability test

Speed test

No. of Engines/wagons test


41/46

CONSISTENCY TEST

The train has to run 6 times over theinstrument.

The reports has to be verified for number of

working channels. The number of working channels should be 21

or higher.


42/46

CALIBRATION TEST

A vertical known impact load should be appliedon any of four channels.

The load recorded in the system should be

within +/- 2%. The test has to be repeated on the same

channels after 15 days


43/46

ACCURACY TEST

The Loco/Wagon of known weight should berun through the system at crawling speed.

Sum of all the wheel loads of the Loco/Wagonhas to be calculated.

The sum should be within +/- 4% of originalweight of the Loco/Wagon


44/46

REPEATABILITY TEST

The test train has to run at three different speeds and

three runs at each speed.

The avg. axle load has to be calculated.

The individual axle load should be within +/- 5% of the

avg. axle load.


45/46

SPEEDTEST

The test formation has to be run at different speeds.

The speed in the Locomotive speedometer should be

recorded.

The speed recorded in the report should be within +/- 5 Kmph


46/46

NO. OF ENGINES/WAGONS TEST

The test formation has to be moved for 9 runs.

The number of axles recorded in the report should

be recorded.

It has to be compared with actual number of axlespassed through.

No variation should be permitted.

wild presentation -311210

Documents