Surface Condition Monitoring Of Railway Tracks

Abstract

A network of monitoring devices for monitoring the condition of the surface of railway track rails is described. A monitoring device includes a spectrometer configured to monitor at least one frequency that indicates the presence of a contaminant on a railway track rail and to provide an output indicative of the presence or absence of the contaminant on a railway track rail. The monitoring device also includes a transmitter arranged to transmit its output to a central database. The central database is configured to store data from the monitoring devices in the network over time, establishing historical data of track conditions as monitored by the monitoring devices. A comparator is configured to compare current track conditions over the network with historical track conditions over the network, providing an indication of likely developments of track conditions.

Claims

1-19. (canceled)

20. A network of monitoring devices for monitoring a condition of a surface of railway track rails, each of the monitoring devices comprising a spectrometer configured to monitor at least one frequency that indicates the presence of a contaminant on a railway track rail and to provide an output indicative of the presence or absence of the contaminant on a railway track rail, and each of the monitoring devices comprising a transmitter arranged to transmit its output to a central database.

21. The network of claim 20, wherein each spectrometer is configured to monitor a plurality of frequencies that indicate the presence of contaminants on a railway track rail.

22. The network of claim 20, wherein each spectrometer is a Raman spectrometer.

23. The network of claim 20, wherein the monitoring devices are selected from at least one of a handheld device, railway vehicle borne device, track side device, drone mounted device, UAV mounted device, and satellite mounted device.

24. The network of claim 20, wherein said contaminants to be monitored comprise at least one member of the group consisting of Cellulose, Cellulose Acetate, and Tyrosine.

25. The network of claim 20, wherein each monitoring device is configured to compare a monitored value with one or more predetermined value and to provide a corresponding device output that indicates whether the condition of a monitored railway track rail is above or below a predetermined acceptable level.

26. The network of claim 20, wherein each spectrometer output is indicative of both type and amount of contaminant.

27. The network of claim 20, wherein each monitoring device includes an operating interface whereby a user can control operation of the monitoring device.

28. The network of claim 20, further comprising at least one surface conditioning device that is operative to condition the surface of one or more railway track rail in response to data received.

29. The network of claim 20, wherein said surface conditioning device is operative to condition a railway track rail by means of plasma delivered to the rail.

30. The network of claim 20, wherein at least some of said transmitters are wireless transmitters.

31. The network of claim 20, wherein the central database is configured to store data from the monitoring devices over time, thereby to establish historical data of track conditions as monitored by the monitoring devices.

32. The network of claim 20, further comprising a comparator that is configured to compare current track conditions over the network with historical track conditions over the network, thereby to provide an indication of likely developments of track conditions.

33. A method of monitoring a condition of a surface of railway track rails of a rail network, the method comprising operating monitoring devices of the network of claim 1 to indicate the presence or absence of contaminants on the rails at various locations throughout the network.

34. The method of claim 33, comprising the further step of operating at least one surface conditioning device to condition the surface of a rail in response to data received from the monitoring devices.

35. The method of claim 34, wherein the surface conditioning is carried out on a railway vehicle as it travels along the rail.

36. The method of claim 35, carried out as the railway vehicle makes multiple passes along the rail.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0034] For a better understanding of the invention, and to show how embodiments of the same may be carried into effect, reference will now be made, by way of example, to the accompanying diagrammatic drawings, in which:

[0035] FIG. 1 shows one embodiment of surface monitoring device as a handheld device, in use, monitoring the surface condition of a rail, with enlarged view of the handheld device;

[0036] FIG. 2 shows a further embodiment of surface monitoring device mounted track side, showing a pair of devices, in use, monitoring the condition of a rail, with enlarged side view of one of the track side devices;

[0037] FIG. 3 shows one embodiment of surface monitoring device when mounted to a railway vehicle, showing a surface monitoring device mounted at the front of the vehicle, and a further surface monitoring device mounted at the rear of the railway vehicle, with surface conditioning device between;

[0038] FIG. 4 shows a further embodiment of surface monitoring device when mounted to a locomotive, with enlarged view of the undercarriage of the locomotive;

[0039] FIG. 5 shows one embodiment of surface monitoring device as a schematic diagram, showing the component parts that allow the surface monitoring device to detect the presence of a material on a surface, and analyse the composition of the material on that surface;

[0040] FIG. 6 shows one embodiment of a network of surface monitoring devices along a single track, mounted on railway vehicles, track side and as a handheld device, relaying surface condition data to a central database for evaluation; and

[0041] FIG. 7 shows one embodiment of a central database obtaining surface condition data from a wider rail network.

[0042] In the figures, like references denote like or corresponding parts.

DETAILED DESCRIPTION

[0043] It is to be understood that the various features that are described in the following and/or illustrated in the drawings are preferred but not essential. Combinations of features described and/or illustrated are not considered to be the only possible combinations. Unless stated to the contrary, individual features may be omitted, varied or combined in different combinations, where practical.

[0044] FIG. 1 shows one embodiment of surface monitoring device 1, in use by an operator, typically a Mobile Operations Manager (MOM), to monitor the surface condition of an area of rail 2. A Mobile Operations Manager is the person responsible for checking rail track condition. They decide when to clean the rail track and confirm that the track is at a suitable level for normal operation.

[0045] The surface monitoring device 1 is a handheld device 6, and is portable, and easy to for the operator to carry about for measuring different surfaces. FIG. 1 shows the handheld device 6 being held against or close to the surface of the rail 2, and also shows an enlarged view or close up of the handheld device 6. This shows one possible configuration of operating interface 4, that controls spectrometer 3, to take a reading of the rail 2. The handheld device 6 may be configured to detect and analyse a specific combination of contaminants on the surface, or it may store this data for later download and analysis. Alternatively, the handheld device 6 may wirelessly transmit this data to a base station, not shown, to allow a central resource to analyse rail conditions throughout a network, and send out various surface cleaning and conditioning devices in response to this data.

[0046] FIG. 2 shows another embodiment of surface monitoring device 1, where the device is incorporated into a pillar, mounted by the side of a railway track, for monitoring a portion of rail 2. A spectrometer 3 shown in such an arrangement is transmitting recorded data back to a central resource through a transmitter 19. The enlarged view of one of these surface monitoring devices 1 shows that one device can be arranged to monitor the condition of two rails 2 at the same time, or as and when required. A monochromatic light source 8, such as a laser, transmits a laser beam in the direction of the rail 2 on one side of the track, and a further monochromatic light source 8, transmits a laser beam to bounce off the rail 2 on the other side of the track, thus monitoring both rails 2 at the same time. These surface monitoring devices 1 may be positioned at predetermined intervals along a railway line, sufficient to cover the majority of rails 2 within a network, or may be installed in areas where surface condition of the rails 2 is of a particular concern.

[0047] FIG. 3 shows yet a further embodiment of surface monitoring device 1 when mounted to the undercarriage of a railway vehicle 17. In this particular railway vehicle 17, there is a surface monitoring device 1 at the front end of the railway vehicle 17, and a further surface monitoring device 1 towards the rear of the railway vehicle 17. Mounted somewhere between these surface monitoring devices 1 is a surface conditioning device 5. The arrangement of both front and rear surface monitoring devices 1 allows an operator to determine the effectiveness of the surface conditioning device 5. There may be any number of surface monitoring devices 1 mounted along a railway vehicle 17, and configured to act upon the rails 2 along which the railway vehicle 17 is passing. There may also be any number of surface conditioning devices 5, to surface condition a section of rail 2 as many times as is required to achieve a suitable reading of surface condition by the last surface monitoring device 1.

[0048] The surface conditioning device 5 in such an arrangement may comprise any number of different ways of conditioning the surface, such as jet blasting with water alongside mechanical scrubbing apparatus, laser blasting, applying a coating of high friction material, depositing sand or applying surface modifying chemicals. The arrangement of surface monitoring devices 1 being before and after the surface conditioning device 5 allows an operator to monitor performance of the surface conditioning device 5, and make any required changes to this surface conditioning device 5 to ensure that the condition of the rail 2 is optimised.

[0049] This railway vehicle 17 may incorporate the operating interface 4 within the driver’s cabin. A driver may be presented with the results of the surface monitoring device 1 on a driver display 18. This is to allow the driver to alter how they drive the railway vehicle 17 in response to the results of condition of the rails 2. For an example, the driver may need to increase stopping distances, should the reading from the surface monitoring device 1 suggest the presence of contaminants, or an increased risk of slip. Likewise, the results may allow an increase in speed, safe in the knowledge that the condition of the rails 2 has been optimised. The driver may also be provided with information on the driver display 18 that directs them to switch on any onboard surface conditioning devices 5, having identified a poor condition of rail 2 along which the railway vehicle 17 is passing. The railway vehicle 17 in FIG. 3 is specifically for cleaning and conditioning railway track rails 2. The surface monitoring devices 1 allow such a railway vehicle 17 to directly respond to a change in surface condition, whilst also providing the operator with real-time feedback as to the cleaning performance of their railway vehicle 17. The operator is then able to adjust their level of cleaning and conditioning of a section of rail 2 accordingly, rather than simply cleaning all rails 2 by the same amount, or by making a decision of cleaning level by sight alone.

[0050] FIG. 4 shows a further arrangement of surface monitoring device 1 when mounted to the undercarriage of a passenger carrying railway vehicle 17. The close-up shown shows the surface monitoring device mounted to the undercarriage, and configured such that the monochromatic light source 8 of the spectrometer 3 acts directly upon the rail 2. The driver’s cab may again be provided with the operating interface 4 to control the operation of the surface monitoring device 1, and may also comprise a driver display 18. This driver display 18 may relay the data recorded by the surface monitoring device 1 directly to the driver, or it may process this data to provide top-level information to the driver, to allow them to instantaneously alter their driving according to real-time rail conditions. For an example, the surface monitoring device 1 may feed through rail condition data that falls outside of predetermined parameters, indicating that a particular section of rail 2 is not in an optimum condition. This may simply be shown to a driver as a red flag, that enables them to make an instant decision to allow more time to decelerate, allowing for greater stopping distances, and to reduce their speed until the data recorded falls back within an optimal range.

[0051] In all embodiments, display 4 may indicated detailed data representing the condition of monitored rails 2. Additionally or alternatively, it may simply indicate if the condition of a monitored rail is either GOOD or BAD - indicated in FIG. 1 by a tick or a cross. This enables a driver or MOM to respond quickly to either change speed or request track conditioning, without having to spend time analysing more detailed data.

[0052] By mounting surface monitoring devices 1 to a considerable number of railway vehicles 17 running within a rail network, a rail operator can build up a much bigger picture of rail condition throughout the entire network, on an instantaneous basis, and be better prepared to react to any sudden changes to environmental conditions, that lead to poor rail conditions. This vastly improves the safety of the rail network, allowing for surface conditioning to be directed towards specific areas of concern.

[0053] FIG. 5 shows a schematic diagram of one possible arrangement of surface monitoring device 1, comprising a probe 9 for directing light from monochromatic light source 8 onto a surface. The monochromatic light source 8 is likely to be a laser, and therefore this laser is configured to transmit laser beams 14 onto a surface through the probe 9. Electromagnetic radiation from the surface, in the form of scattered photons 15, is collected by a lens within spectrometer 3, and sent through a grating 11. The grating 11 filters out any noise, or interference within the light of a wavelength that corresponds with that of the original laser beam 14, whilst allowing the remaining collected light to be dispersed into a detector 12. These components may be contained within a housing, such as the handheld device 6 of FIG. 1, or it may be contained within a housing that is suitable for mounting onto the undercarriage of a railway vehicle 17.

[0054] The surface monitoring device 1 is provided with a power supply 16 that may be a battery, or may use regenerative power, and that provides a source of power to all of the components that make up the surface monitoring device 1.

[0055] One type of spectrometer 3 that may be used is a RAMAN spectrometer, which is a form of vibrational spectroscopy. The laser beam 14 is beamed onto the surface of the rail 2, which leads to absorption and scattering of photons. Most of these scattered photons 15 have identical wavelengths as the original photons and are therefore termed ‘Rayleigh scatter’. However, a very small amount of the scattered photons 15 are moved to an alternate wavelength, termed ‘RAMAN scatter’. The majority of these RAMAN scattered photons 15 are moved to greater wavelengths. The original photon leads to excitation of electrons, which move into greater energy positions, before they fall back to a lower level and radiate a dispersed photon. If the electron falls back to its original level, it leads to Rayleigh scattering. However, if the electron falls back to a different level, then Raman scattering occurs.

[0056] The advantages of RAMAN spectroscopy are that it is very effective for chemical examination of a surface due to its high specificity, aqueous system compatibility, lack of particular sample preparation, and short timescale. Raman bands have an exceptional signal-to-noise ratio and do not overlap. Raman bands are unaffected by water, and therefore good spectra can be collected from a surface containing considerable water molecules. The probe 9 with a Raman spectrometer 3 does not have to contact the rail 2, but the laser beam 14 lights up the rail 2, and measures the scattered photons 15. A Raman spectrum can also be amassed in a few seconds, allowing for real-time surface conditions to be monitored.

[0057] By limiting the Raman spectroscopic analysis to frequencies of particular interest, corresponding to anticipated contaminants of interest, scanning can be carried out much more quickly than if broadband frequencies are scanned. This leads to critical data being available to a driver or other operative much more quickly, thereby improving safety on the railway network.

[0058] A laser creating the laser beam performs well as the monochromatic light source 8 as it provides a sufficient intensity to generate an effective concentration of Raman scatter therefore permitting a clean spectrum, with little to no extraneous bands. The laser displays excellent wavelength stability and minimal background emission.

[0059] The probe 9 collects the scattered photons 15, whilst filtering out the Rayleigh scatter and additional background signals from any fibre optic cables. It then transmits this information to the detector 12 via the spectrometer 3 for analysis. The scattered photons initially enter the spectrometer 3 and are transmitted through the grating 11, which acts to separate them by wavelength, before they are carried to the detector 12. This measures the intensity of the Raman signal at each wavelength, which is then plotted as the Raman spectrum. These frequencies correspond to biochemical compounds relevant to leaf materials and therefore of particular interest to drivers or other operatives.

[0060] The surface monitoring device 1 is configured to compare a monitored value with one or more predetermined values and to provide a corresponding device output that indicates whether the condition of the rail 2 is above or below a predetermined acceptable level. The Raman spectrometer output is indicative of both type and amount of contaminant.

[0061] FIG. 6 shows one example of a plurality of different surface monitoring devices 1 being used throughout a rail network. These surface monitoring devices 1 may obtain data from the rails 2 of a single track, or they may obtain data from rails 2 that make up a much larger network of tracks within a region or country. The surface monitoring devices 1 may be mounted to various rail vehicles that pass along the tracks, they may comprise handheld devices 6 for use by an operative, or they may be mounted track side within a pillar or similar, or any combination of these that suit a particular run of rails 2. Each of these surface monitoring devices 1 is configured to obtain surface condition data, real-time or as and when required, along a length of track within a network, and to wirelessly transmit this data to a wireless receiver 21 of a central database 20.

[0062] A network of surface monitoring devices 1 may form an IoT (Internet of Things) enabled network of sensors, software and other technologies for connecting and exchanging data with other devices and/or systems within the network over the Internet. The uploading of data from these various sources of rail condition can be achieved. Each of these data sources of surface condition is evaluated against a central database for the full network. The data is used to predict current conditions elsewhere in the network and also forecasts conditions for the future. With multiple sources running over the same line a real-time development of the adhesion conditions is also possible, not just a snap shot in time. A spectrometer 3 shown in such an arrangement is transmitting recorded data back to a central resource through a transmitter 19.

[0063] The surface monitoring devices 1 may be positioned at predetermined intervals along a railway line, sufficient to cover the majority of rails 2 within a network, or may be installed in areas where surface condition of the rails 2 is of a particular concern. Rail network operatives may be provided with handheld devices 6 for surface monitoring. They may spot a region rail 2 that is of particular concern, or may wish to perform spot checks to monitor a particular track section. They may undertake cleaning or maintenance of a section of rail 2 and wish to take readings before, during or after this process. The handheld devices 6 may wirelessly transmit this data through a transmitter 19 to a central database 20 for analysis. Various surface cleaning and conditioning devices may be sent out in response to this data to condition the section of rail 2 where the reading was taken.

[0064] The central database 20 may therefore receive data, real-time or through download, from multiple sources covering a network. These sources include handheld devices 6 used by track engineering MOMs (Mobile Operations Managers) for instantaneous track evaluation; cleaning vehicle mounted for measuring before and after cleaning; passenger or freight vehicle mounted; track side mounted, positioned near hotspots to aid in prediction of conditions; drone, Unmanned Aerial Vehicle UAV or satellite mounted. This allows the central database 20 to build up the full picture of surface condition of rails that make up a rail network.

[0065] One example of central database 20, as shown in FIG. 6, is obtaining surface condition data along a single rail line. In this example rail operatives MOMs may go out and measure good rail conditions in the morning, using a handheld device 6. However as the rail traffic continues to pick up and deposit leaf material, the rail conditions will likely deteriorate. Vehicle mounted surface conditioning devices that pass along the rails 2 can read the surface condition and feedback any increase in leaf matter, and track side surface monitors can measure material being added and removed by passing trains. In this case the trains may be redepositing material away from the original site. The network of surface monitoring devices relay all readings to the central database 20, wirelessly. A comparator 22 associated with the central database 20 makes use of historical data and other known data on track conditions, to enable a decision on overall surface condition. If an intervention is needed, a Railhead Treatment Train can be deployed in between scheduled trains. Surface condition readings can be taken before and after cleaning in a preventative maintenance action at a higher speed. This causes minimal interruption to the schedule of passing freight and passenger trains when compared to reactive cleaning of very poor conditions if further deterioration is allowed. This system will improve the operational performance of the line in question.

[0066] FIG. 7 shows the central database 20 with comparator 22, receiving data through a receiver 21 across an entire rail network. The data gathered over the year, for an example, can be referenced back to a model for good, transitional and poor conditions. By using the surface monitoring devices 1 distributed over the network a picture of the current conditions can be predicted throughout the whole network. An understanding of the changing conditions throughout the network can be modelled and developed. This can therefore enable interventions for cleaning to be forecast more accurately and scheduled with minimum disruption to the whole network.

[0067] In this specification, the verb “comprise” has its normal dictionary meaning, to denote non-exclusive inclusion. That is, use of the word “comprise” (or any of its derivatives) to include one feature or more, does not exclude the possibility of also including further features. The word “preferable” (or any of its derivatives) indicates one feature or more that is preferred but not essential.

[0068] All or any of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and/or all or any of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive.

[0069] Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.

[0070] The invention is not restricted to the details of the foregoing embodiment(s). The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed.