Heriot-Watt University Research Gateway Robustness of railway rolling stock speed calculation using ground vibration measurements Citation for published version: Kouroussis, G, Connolly, D, Laghrouche, O, Forde, MC, Woodward, PK & Verlinden, O 2015, 'Robustness of railway rolling stock speed calculation using ground vibration measurements', MATEC Web of Conferences, vol. 20, 07002. https://doi.org/10.1051/matecconf/20152007002 Digital Object Identifier (DOI): 10.1051/matecconf/20152007002 Link: Link to publication record in Heriot-Watt Research Portal Document Version: Publisher's PDF, also known as Version of record Published In: MATEC Web of Conferences Publisher Rights Statement: Open access General rights Copyright for the publications made accessible via Heriot-Watt Research Portal is retained by the author(s) and / or other copyright owners and it is a condition of accessing these publications that users recognise and abide by the legal requirements associated with these rights. Take down policy Heriot-Watt University has made every reasonable effort to ensure that the content in Heriot-Watt Research Portal complies with UK legislation. If you believe that the public display of this file breaches copyright please contact [email protected] providing details, and we will remove access to the work immediately and investigate your claim. Download date: 26. Sep. 2021 MATEC Web of Conferences 20, 07002 (2015) DOI: 10.1051/matecconf/20152007002 c Owned by the authors, published by EDP Sciences, 2015 Robustness of railway rolling stock speed calculation using ground vibration measurements Georges Kouroussis1,a, David P. Connolly2,b, Omar Laghrouche2,c, Mike C. Forde3,d, Peter Woodward2,e and Olivier Verlinden1,f 1 University of Mons, Department of Theoretical Mechanics, Dynamics and Vibrations, 31 Boulevard Dolez, 7000 Mons, Belgium 2 Heriot-Watt University, Institute for Infrastructure & Environment, Edinburgh EH14 4AS, UK 3 University of Edinburgh, Institute for Infrastructure and Environment, Alexander Graham Bell Building, Edinburgh EH9 3JF, UK Abstract. Evaluating railway vehicle speed is an important task for both railway operators and researchers working in the area of vehicle/track dynamics, noise and vibration assessment. The objective of this paper is to present a new technique capable of automatically calculating train speed from vibration sensors placed at short or long distances from the track structure. The procedure combines three separate signal processing techniques to provide high precision speed estimates. In order to present a complete validation, the robustness of the proposed method is evaluate using synthetic railway vibration time histories generated using a previously validated vibration numerical model. A series of simulations are performed, analysing the effect of vehicle speed, singular wheel and rail surface defects, and soil configuration. Virtual conditions of measurement are also examined, taking into account external sources other than trains, and sensor response. It is concluded that the proposed method offers high performance for several train/track/soil arrangements. It is also used to predict train speeds during field trials performed on operational railway lines in Belgium and in UK. 1. Introduction traction noise or curve squeal noise, depends on the vehicle speed also. Vehicle speed estimation is of growing interest in In the last few years, several influential studies various railway applications. For example, many noise were conducted to analyse the potential of high-speed and vibrations phenomenons are associated to high-speed networks development on national economies. One of trains (HSTs). It is well known that high-speed railway the concerns is the impact on the environment in terms networks are a competing mode of transportation to road of vibrations. Also a problematic issue is the so-called and airplane traffic, for short, medium and long distances. “supercritical phenomenon”, which may appear when the Since 1981, when the French railway operator “Societ´ e´ vehicle’s speed is close to the Rayleigh ground wave Nationale de Chemin de fer Franc¸ais” (SNCF) opened the speed (the latest record is held by a TGV Sud-Est train, first high-speed line between Paris and Lyon, the high- which reached 574.8km/h[2]). This phenomenon has speed network has not stopped growing, and has become been researched extensively. Theoretical and experimental one of the largest and most valuable service networks in studies of railway-induced, ground-borne vibrations have Europe. Even through the importance is lesser for low- multiplied in the last twenty years. This has become speed case, the vehicles speed in urban environments evident because of the rapid development of these becomes a determining factor. networks, particularly in Europe (Fig. 1). However, the There are many sources of noise and vibration in the interest of scientific and technical communities was railway system, which strongly depends on the vehicle renewed when abnormally high vibration amplitudes were speed. For example, the rolling noise increases with the recently recorded in Sweden [3]. The constraint on the v v train speed 0 at a rate of 30 log10 0 and the aerodynamic peak velocity of high-speed trains also concerns the tech- v noise increases at a rate generally between 60 log10 0 and nical and safety limit imposed by the vehicle, as well as the v 80 log10 0 [1]. Other sources of railway noise, including track structure. For these reasons, it is important to mention the works of Degrande and Schillemans [4], Galv´ın and Dom´ınguez [5], or Auersch [6]. The empirical model a e-mail: [email protected] developed by Connolly et al. [7] outlined that it is possible b e-mail: [email protected] to establish relationships between six key railway variables c e-mail: [email protected] for ground vibration metrics: the vehicle speed is pointed d e-mail: [email protected] out as one of these inputs. Picoux et al. demonstrated that e e-mail: [email protected] the effect of train speed can be also perceived at low speeds f e-mail: [email protected] (between 70 and 135 km/h) [8,9]. An accurate estimation This is an Open Access article distributed under the terms of the Creative Commons Attribution License 2.0, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. Article available at http://www.matec-conferences.org or http://dx.doi.org/10.1051/matecconf/20152007002 MATEC Web of Conferences > 300 km/h 250–300 km/h 250 km/h 200–250 km/h < 200 km/h Under construction/Upgrading Belgium Thalys (PBA and PBKA), TGV, ICE, TGV Réseau, Fyra, Eurostar,. France Thalys (PBA and PBKA), TGV (Réseau, Atlan- tique, Duplex and Sud-Est), Eurostar,. Germany Thalys PBKA, ICE (1,2,3,T,TD),. Italy ETR 500, ETR 600, AGV ETR 575, ETR 1000, ETR 460, ETR 485, ETR 470 (with Pendolino system for some of them) Hollands Thalys (PBA and PBKA), ICE, Fyra,. Spain S-(100,102,103,112) AVE, Talgo 250, S-(104,114,120,121,130) Alvia United Kingdom Class 395 Javelin, Eurostar,. Figure 1. High-speed lines in Europe. Table 1. Existing methods for evaluating vehicle speed. Method Physical phenomenon Advantage Drawback Error tachometer revolution-counter no additional measure- administrative 5% ment procedure wheel counter contact very accurate track access < 1% radar Doppler effect Easy to use accuracy depending on from 1 to 5% the position GPS geolocalisation cheap using inside the train from 5 to 10% optic sensors optic very accurate track access < 1% camera frame-counter accessible device track view access depending on the camera resolution of the rolling stock speed is therefore unavoidable for the The focus of this work is also to demonstrate the potential ground vibration topic. of this approach and its applicability to domestic and high- Vehicle dynamics is strongly linked to the speed. speed train configurations. Practical results are presented, Problems of ride quality, particularly in the lateral based on numerical and experimental data. direction, become apparent at specific train speeds (a critical speed is also defined for this problem). Design of 2. Assessment of train speed using the vehicle suspension is often investigated numerically [10] conventional methods but a validation is generally supported by experiment. For simulation of such behaviour, the riding conditions, A brief description of the possible techniques for including vehicle speed, are necessary. The effect of rolling monitoring train speed are shown in Table 1.Themost speed on the wheel/rail forces and track deterioration is common means is the direct use of the tachometer, but this also of great interest [11]; many investigation are been makes it difficult to match an exact speed to each track carried out, studying the speed coupling effect with slip, section and furthermore requires good communication load, surface roughness, and water temperature. with the rolling stock manager. Wheel counters are All presented cases show the importance of estimating commonly used to detect the passing of a train in lieu accurately train speed experimentally. This paper inves- of the more common track circuit. Vehicle speed can be tigates the use of the dominant frequency method and deduced from vehicle’s geometry. Radar uses the Doppler defines its domain of validity. The vehicle speed v0 is effect. Its precision is high if the equipment is accurately assumed to be constant in this work, a valid assumption positioned (near the track and exactly parallel to the rail). because train acceleration/deceleration is relatively low. A GPS (global positioning system) is analogous to the After a brief review of conventional train calculation tachometer with a improved estimation of the vehicle methods, the procedure for train speed calculation using location. Despite this, for a large number of events, the ground vibrations is recapitulated, with its various features. cost can be prohibitive.