NL1043056B1 - Railway cleaning system and method - Google Patents
Railway cleaning system and method Download PDFInfo
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Abstract
A method for removing contaminants and increasing contact between a wheel of a train and the rail in a railway system, the railway system comprising a rail and a train movable along said rail, the cleaning method performed by one or more cleaning devices, whereby the method comprises one or more cleaning methods, whereby a first cleaning method of the one or more cleaning methods comprises a dry-ice cleaning method, whereby a cleaning device of the one or more cleaning devices comprises a dry-ice blasting device and said dry-ice blasting device blasting dry-ice pellets substantially in a direction of a corner which is formed by the wheel and the rail head. A further preparatory cleaning method may be applied before the dry-ice blasting device blasts the dry-ice pellets, thus facilitating removal of the contaminants by the dry-ice blasting device.
Description
RAILWAY CLEANING SYSTEM AND METHOD
TECHNICAL FIELD
The present invention relates to a method and system for cleaning a railway system which is especially useful for removing leaf, iron oxide particles and other contamination off railway wheels and/or rail heads.
BACKGROUND
Railway institutions throughout the world suffer the problems caused by a lack of traction between the wheels of locomotives and the rails due to the formation of sticky resin caused by falling foliage during the autumn months. This problem is especially relevant for adhesion railways, which relies on adhesion traction to move a train. Adhesion traction is the friction between the drive wheels and the steel rail head. The drive wheels are usually part of the locomotive.
On the one hand, contamination of the rail heads may occur which lead to the mentioned problems, whilst on the other hand the wheels of the train may be contaminated.
This in turn may lead to wheel flat. Wheel flat, or flat spot, is a fault in railroad wheel shape. A flat spot occurs when a rail vehicle's wheelset is dragged along the rail after the wheel/axle has stopped rotating. Flat spots are often caused by slip and slide conditions that causes wheels to lock up while the train is still moving, which conditions are more common in the autumn and winter when the rail heads are slippery because of ice, leaves or other contaminants. The contaminations of the rail heads and wheel flats lead to delays and cancellations which proves inconvenient and expensive.
While the problems caused by leaf fall during the autumn period are known well to the public, adhesion loss due to other phenomena, such as “wet-rail”, can occur at any time. The root causes are often driven by water and contaminants, such as oxides, and how they interact in a drying or wetting contact. One way to mitigate the problem of adhesion loss would therefore be to clean the rail head to remove moisture and contamination. In recent years a lot of effort has been applied to develop devices for cleaning and applying abrasives to increase traction, but these have to date met with limited success. One technology under development comprises dry-ice cleaning, which involves the blasting of dry-ice pellets at a surface in a flow of compressed air. It has been designed to replace high-pressure cleaning using waterjets and other traditional methods that use materials such as sand, glass and plastic as abrasive agents as well as the wide range of cleaning methods that involve the use of hazardous chemicals and solvents. More information of this technology can be found in RRUKA Feasibility Study: “Study on the use of Dry - Ice for Rail Head Cleaning”, dated 2015-04-29 by Lewis et al. of University of Sheffield. The study states:
Dry-ice cleaning takes place via three different mechanisms:
1. Surface Cooling - this embrittles any surface contaminants which then shrinks/cracks and the adhesive bond is weakened or broken.
2. Kinetic Energy Input - the energy of the pellets and the air contributes to contaminant removal, (at a jet pressure of 12bar, an air stream volume of 11m3/min and using a high-performance round nozzle, the impact forces can reach values of 150N) this will be enhanced if the cooling effects have weakened the adhesive bonds.
3. Sublimation - as the dry-ice pellets impact on the surface to be cleaned they change from their solid state to a gaseous state and volume increase by 800 times as this occurs there is a high velocity gas flow that can help to remove the contaminant and dry the surface.
It is thought that the split between the mechanical and cooling effects is 40%:60%. Due to the low hardness of the pellets the operating parameters can easily be tuned to avoid any surface damage.
A patent publication on this method is disclosed in Ukrainian utility patent UA105623, by East Ukrainian Volodymyr Dahl National University and which is summarized as a method for increasing the traction qualities of a locomotive, which consists of removing contaminants and increasing contact between the wheel and the rail head by blasting away solid abrasive particles adhered to the surface of the contacting bodies, whereby carbon dioxide cryogenic blasting is used, using as a working medium dry-ice granules, which can be used as a material for cooling, cleaning and creating a microstructure of contact surfaces of the wheel and rail heads.
A disadvantage of the current art solutions is that the effectiveness of most cleaning methods are either not sufficiently efficient or effective.
DISCLOSURE OF INVENTION
It is an object of the present invention to provide a cleaning method which is more efficient and effective with the least possible extra costs. Furthermore, it is an object to combine various cleaning methods, in order to reach synergetic effects of these combinations, and thereby increase efficiency and effectiveness of the individual cleaning methods.
The object is realized by a method for removing contaminants and increasing contact between the wheel of a train and the rail head in a railway system, the railway system comprising a rail and a train movable along said rail, whereby a cleaning device which is positioned in or near a part of the rail head, applies a cleaning method on the wheel while the train is moving along the rail. The object is further realized by the following clause.
1. A method for removing contaminants and increasing contact between a wheel of a train and the rail in a railway system, the railway system comprising a rail and a train movable along said rail, the cleaning method performed by one or more cleaning devices, characterized in that, the method comprises one or more cleaning methods, whereby a first cleaning method of the one or more cleaning methods comprises a dry-ice cleaning method, whereby a cleaning device of the one or more cleaning devices comprises a dry-ice blasting device and said dry-ice blasting device blasting dry-ice pellets substantially in a direction of a corner which is formed by the wheel and the rail head.
2. The method according to clause 1, characterized in that the dry-ice blasting device blasts the dry-ice pellets while the train is moving, and the wheel is rotating.
3. The method according to clause 2, characterized in that the dry-ice blasting device blasts the dry-ice pellets in opposite direction of the moving direction of the train.
4. The method according to clause 2, characterized in that the dry-ice blasting device blasts the dry-ice pellets in the direction of the moving direction of the train.
5. The method according to clause any one of the preceding clauses, characterized in that a second cleaning method of the one or more cleaning methods comprises a preparatory cleaning method, which is applied before the dry-ice blasting device blasts the dry-ice pellets, said preparatory cleaning method facilitating removal of the contaminants by the dry-ice blasting device.
6. The method according to clause 5, characterized in that the preparatory cleaning method comprises anyone of the group ofcleaning methods comprising a device of the one or more cleaning devices:
- applying a medium, such as sand, on the rail head;
- applying mixture of a substrate, adhesive or a gel with the medium, on the rail head;
- blasting away the contaminants using abrasive blasting by forcibly propelling a stream of abrasive media such as sand;
- brushing away the contaminants using a brush-like rotating wire bristles;
- vacuum cleaning the contaminants using a vacuum cleaning system;
- washing away the contaminants using pressure washing.
7. The method according to any one of the preceding clauses, characterized in that a control unit controls any one of the parameters of the group comprising:
- activation of the one or more cleaning methods;
- speed and/or volume of stream of media used for the one or more cleaning methods based on blasting of media;
- power of the vacuum cleaning;
- direction of a nozzle used in the one or more cleaning methods based on blasting of media;
- position of the nozzle in relation to surface to be cleaned
8. The method according to any one of the preceding clauses, characterized in that the control unit adjusts the control in dependence of the amount and location of contamination on the wheel or on the rail head, as identified by a detection means, the detection method comprising any one of the group comprising:
- laser refection detection;
- image recognition by a video camera in combination with a computer, which runs an image recognition software application;
- Electrical conductivity measuring.
9. The method according to any one of the preceding clauses, characterized in that the one or more cleaning methods are performed by a device of the one or more cleaning devices which is moved along a part of the rail following the train in the same direction as the train.
10. The method according to any one of the preceding clauses, characterized in that the one or more cleaning methods are performed by a cleaning device of the one or more cleaning devices, which is fixedly positioned on or in the vicinity of the rail.
11. The method according to any one of the preceding clauses, characterized in that the one or more cleaning methods are performed by a cleaning device of the one or more cleaning devices, which is positioned on board of the train.
12. The method according to any one of the preceding clauses, characterized in that the one or more cleaning devices comprises a set of multiple devices, the multiple devices comprising a rail element fixedly positioned on, or in the vicinity of the rail, and a train element on board of the train, whereby the train element on board of the train is activated before or while passing the rail element, whereby the train element applies the cleaning method on the wheel in a first run and the rail element applies a the cleaning method on the wheel in the same run or a follow-up run.
13. The method according to any one of the preceding clauses, characterized in that the one or more cleaning devices comprise a set of multiple devices, wherein the one or more devices realize a cleaning substantially simultaneously and at the same location as the dry ice blasting device.
14. A rail for a train, the rail provided with vibration and/or resonance dampening measures, characterized in that, the rail and/or a supporting structure for the rail is provided with a reinforcement or a variation in the shape of the rail at one or more positions on the rail, the variations differing from the variations in the shape of the rail which have the purpose of providing a straight or turn direction of the train.
15. The rail according to clause 14, characterized in that the variation comprises a variation of the group comprising:
- a bend;
- a hole;
- a thickening.
16. The rail according to clause 14 or 15, characterized in that the reinforcement comprises an additional connection between the head and the foot of the rail, whereby the connection is perpendicular to the flange and secured to both the head, the upright flange and the foot.
17. The rail according to any one of clauses 14-16, characterized in that the rail is provided with one or more slots in at least a part of the foot and/or flange of the rail, the one or more slots configured perpendicular to the longitudinal direction of the rail.
18. The rail according to any one of the clauses 14-17, characterized in that the rail and/or the supporting structure of the rail is provided with insulation means, covering at least a part of the rail and/or the supporting structure.
19. The rail according to any one of the clauses 14-18, characterized in that the insulation means comprises artificial grass.
20. A method for detecting abnormalities in a rail, a track comprising multiple rails, or a supporting structure of the rail or the track, characterized in that, the method comprising the steps of:
A. Measuring in a first time slot, a first set of parameters in relation to a first part of the track or a combination of a train running on said first part of the track, whereby the parameters are considered to be within quality standard limits;
B. Recording said first set of parameters and relating said parameters to time and location of a part of the track or the combination of the train running on said first part of the track;
C. Measuring in a second time slot following the first time slot, a second set of parameters in relation to the first part of the track or a combination of the train running on said first part of the track;
D. Recording said second set of parameters and relating said parameters to time and location of the first part of the track or the combination of the train running on said first part of the track;
E. Comparing the first set of parameters with the second set of parameters, resulting in a set of deviation data;
F. Determining if the deviation data are within quality standard limits.
The second time slot may be selected right after the first time slot or there may be one or more intermediate timeslots between the first time slot and the second time slot
21. The method according to clause 20, characterized in that before step E variables which negatively influence a reliable comparison of the first set of parameters with the second set of parameters are filtered out.
22. The method according to clause 20 or 21, characterized in that the parameters comprise any parameters of the group of parameters comprising:
- sound signature;
- vibration signature;
- acceleration of a wheel axis in a vertical direction;
- width between two parallel rails of the track;
- tilt angle of the train;
- vertical distance between train and floor beneath the track.
The invention is now described in further detail.
The term wagon is hereinafter referring to a carriage or wagon of a train, and may include the locomotive as well, unless stated otherwise.
A preferred embodiment of the invention is to equip one or more train wagons with a dry-ice cleaning system. This will remove a large part of the contamination on the rail heads and on the wheels, front of the train or in front of the wagon with the cleaning system, measurement techniques may be employed to activate and direct the blasting devices (i.e. the nozzles). For example, by configuring smart cameras in front of the wagon, removal of the contamination is possible in a timely and efficient manner. The invention further proposes to improve the dry-ice cleaning method in the following manner.
Dry-ice pellets may be sprayed between the rail head and one or more wheels in the opposite direction to the direction of travel of the train. As a result, the explosion i.e. the sublimation effect takes place in a more closed space and will be more effective.
In addition, a limited amount of granular sand could be applied or blasted at the same point or points, preferably at the same time or just before the dry-ice pellets are blasted, so that the impact of the sublimation effect will increase even more. Optionally, the wheels may be provided with a heat-resistant anti-wear layer on the tread of the wheel.
Another proposed option is to add other media to the ice pellets, such as sand or other suitable material.
A further optimization is to apply a small amount of media, such as sand in front of the front wheels of the train so that this is presses into the impurities when the train drives over the media, so that the subsequent cleaning becomes more effective.
Variables in the dry-ice in combination with sand-cleaning method are pressure, shape, size, quantity and radius of the dry-ice pellets and the nozzle distance and shape. These variables will be optimized per situation, depending on the wheel and rail shape and the speed and size and type of contamination. This can be controlled by appropriate measuring methods such as resistance- and/or laser and reflection measurements and/or by using smart cameras and related techniques, hardware and software developed and adapted for this purpose. Depending on the variables the blasting of the dry-ice cleaning system may be in the direction of the rotational direction of the wheel, or in the opposite direction.
After cleaning, a suitable lubricant can be applied immediately on the cleaned surface to give the rail head optimum skid resistance and minimum adhesion for foliage and other contaminants.
In addition to the cleaning measures, measures to prevent leaves from being squeezed into the rail heads and wheels may be taken.
Each day many trains run their routes during a large part of the day. These trains run at high speeds and cause air currents and eddies that can bring leaves in motion and thus on the rail heads, after which they are stuck on them.
The invention proposes to use the resulting airflow for cleaning purposes.
On board of a train an airflow activated vacuum cleaner may be configured, with a nozzle under the train that sucks up leaves and duct them to a container. Additional motors may be employed to assist the airflow at low speeds, when there is less airflow caused by the train’s movement. To optimize the cleaning process, further control of the flow of air underneath the trains is attained by forcing air flow with the aid of specially shaped air conductors. Optionally, the wheels may be partly covered with air ducts to make the space under the train more closed and to direct the airflow in a controlled manner. The airflow may be further forced and controlled with the aid of an air pressure generated by a compressor or other item, so that even at low speeds, where the problems are often the greatest, the effect becomes optimal. The effect will be best at the front wheels. As trains often change direction by putting the train in a revers motion, usually facilitated by having a locomotive at either end of the train, the invention proposes to configure the cleaning devices to be able to work in both ways, or to have multiple devices of which some are configured to work in one direction and others to work in the opposing direction.
Another additional cleaning method is to use a (exchangeable) wire brush or a brush of other suitable material. This may be configured in, on, or near the air ducts. It can be pressed onto the rail head with the aid of spring or air pressure or in some other way so that it brushes the rail head. This may be particularly effective at lower speeds. The application can be designed in such a way that the brush is released from the rail at a certain speed by the air pressure due to the speed of the train, or other means.
Another option is to drive the rotating brush by a wheel of the train, which leads to an increase of rotation speed, when the train goes faster. When the brush rotates in opposite direction to the rotational direction of the wheels (which is preferred), the relative rotation speed of the brush is much higher.
Due to increase of the occurrence of wheel flats, the above measures will prove to be a good remedy, and this will be an important contribution to the continuity of train traffic.
BRIEF DESCRIPTION OF THE DRAWINGS
The figures show views of embodiments in accordance with the present invention. FIGURE 1 shows an embodiment of the present invention whereby one or more cleaning devices are shown.
FIGURE 2a shows a side view of schematic embodiment of a cleaning device. FIGURE 2b shows the same configuration as in figure 2, but with a front view. FIGURE 3 shows a solution with cleaning devices configured in or near a rail.
DETAILED DESCRIPTION
The invention is now described by the following aspects and embodiments, with reference to the figures.
FIGURE 1 shows an embodiment of the present invention 100 whereby one or more cleaning devices are shown relative to a position of a train and a rail 200.
A first solution.
Measure may be taken, and means may be installed to facilitate cleaning and storing of the disposed contaminants and waste. Example device may comprise trays, containers, compressors, machines for sand blasting and dry-ice blasting and storage of the media used for the cleaning, such as sand and dry-ice. Dry- ice may be produced on the move by an on-board device for producing dry-ice. These devices may be mounted under, on, or in one or more existing wagons or additional wagons which are configured for accommodating these devices. The invention proposes to equip one or more wagons 101 with one or more blasting/compressor devices or other cleaning devices and in particular e.g. a dry-ice blasting system including electronics and control units. In figure 1 a cleaning system 106 is placed on board of wagon 101. A duct 105 and nozzle at the end of duct 105 is directed towards the underside of the wagon 101, and in particular directed towards a wheel 108a...n. As a result, a large part of the contamination can be removed. By using measurement techniques that can now also be used to control the gel trains and by smart cameras that are placed in front of the car in question, we can tackle the pollution in a targeted manner, possibly guided by the information received.
Further improvements that can be made are described as follows. We can improve cleaning by spraying the dry-ice pellets between the rail and one or more wheels in the opposite direction to the direction of travel of the train. As a result, the explosion (the sublimation effect) takes place in a more closed space and will be more effective.
In addition, a limited amount of granular sand could be blasted at the same point or points, or just before the position where the dry-ice pellets hit the corner formed by the wheel and the rail head, so that the impact of the sublimation effect will increase.
Optionally it is proposed to provide the wheels with a harder wear layer or coating. Another possibility is to manufacture the ice pellets with the addition of certain media such as sand or other suitable material.
In The Netherlands, approximately 350 train sets in the run their routes during a large part of the day. These trains run at high speeds and cause air flows and eddies that can bring leaves in motion and thus on the rail, after which they are stuck on the rail heads. The invention proposes to use these airflows.
At one or more location onboard of the train a vacuum cleaner with nozzle at e.g. location 107 may be configured under the train that allows the leaves to enter the container 102 through the airflow, the airflow can possibly be supported by powerful motors which ensure that the leaves suck up even at low speeds. To make this process optimal, we can further control the flow of air underneath the trains by forcing this air flow with the aid of specially shaped air conductors 103a,b,c,d to flow in such a way that the result of collected leaves will become optimal. Also, in front of the locomotive an air conductor may be configured. A screen around the wheels and making the space under the train more closed by placing air ducts will further guide the air flow.
In order to further optimize this process, special elements 104 may be placed in front of one or more wheels. These elements consist of a part that stays close to the rail and creates an air flow that ensures that leaves lying on the rail go down past the wheels. This air flow can possibly be further forced and controlled with the aid of an air pressure generated by a compressor or other item, so that even at low speeds, where the problems are often the greatest, the effect becomes optimal. The effect is greatest at the front wheels. Additionally, a dry-ice beam may be positioned in front the wheels and directed on the rail head.
Additionally, an exchangeable wire brush 107 or a brush of other suitable material may be configured. This may be controlled by smart cameras or by other facilities and placed in or on or near the air flow element for the wheels. The brush will be pressed onto the rail head with the aid of spring or air pressure or in some other way so that it brushes the top of the rail. This produces the desired effect, especially at lower speeds. The application can be designed in such a way that the brush is released from the rail at a certain speed by the air pressure or other means.
A brush may also be placed on one or more wheels 108a,b,c,d where it brushes the wheels clean at certain speeds or controlled by certain other systems, tools and or procedures. A monitoring of the contamination of the brush can be made by means of cameras or other systems which then control a cleaning system of, for example, water and I or air under pressure, whereby the brush is automatically cleaned.
By carrying out the attachment of the brush in a certain way, the brushes can be quickly replaced with special tools if necessary or in accordance with a specific procedure. By performing this in a suitable manner, the side against the platform can be quickly replaced from the platform with the help of the special tool. Since many trains are traveling back and forth on a certain route, both sides are easily accessible from the platform.
Optionally a wagon may be provided with the above items, with a rotating brush 109 which brushes the top of the rail with a possibly regulated pressure. By driving the brush with the aid of one or more of the wheels of the wagon or by means of motors, it is possible to ensure that the brushes have an optimum speed at each speed of the train with the aid of certain transmission elements.
A second solution
The invention further proposes to solve the wheel flat problem by cleaning the surfaces of the wheels and the rails by using specific dry-ice beams and applying them very specifically near and or under the contact surfaces of the wheels and the rail. With these methods the space for the blasting effects is largely enclosed and the cleaning effect will be much greater.
A further optimization can be made by applying a small amount of sand or other suitable material for the two front wheels of the train so that this presses into the impurities, so that the subsequent cleaning becomes more effective.
The variables in this being the pressure, shape, size, quantity and radius of the dry-ice pellets and the nozzle distance and shape have to be optimized for that situation, depending on the wheel and rail shape and the speed and size and type of contamination. This can be controlled by appropriate measuring methods such as resistance and I or laser and reflection measurements and or by using smart cameras and the techniques and hardware and software developed and adapted for this purpose.
Depending on these variables, it may also be important whether, in spite of the rotation of the wheel in relation to the rail, the dry-ice jets are injected, or the dry-ice jets are sprayed with the direction of rotation of the wheel.
After cleaning, a suitable lubricant can be applied immediately on the irradiated surface to give the rail optimum skid resistance and minimum adhesion for foliage and other contaminants.
FIGURE 2a shows a side view of schematic embodiment of a cleaning device wherein a nozzle is directed towards a corner 300 (see figure 2b) formed by wheel 108a...n and rail head 201 of rail 200. The direction 400a may be opposite to the direction of train 101 indicated by arrow 500, or may be in the same direction as indicated by arrow 400b. Optionally blasting takes place in both directions 400a,b.
Optionally a nozzle of a dry-ice blasting device may be co-located with a nozzle of a sand blasting device.
FIGURE 2b shows the same configuration as in figure 2, but with a front view.
FIGURE 3 shows a solution with one or more cleaning devices configured in or near rail 200.
The third solution.
A further option is to incorporate a cleaning system for the wheels in the rail at certain suitable or suitable places. This preferably in places where trains run slowly and where most trains run. On rail piece 200a, 200b, a mixture of a suitable slightly adherent granular material is provided for the wheels of the train by a number of successive preparatory cleaning devices 206a,b,c,d such as sprayers or sprinklers which are arranged for applying the sand (or other medium) mixture over a length and a sequence of spraying that preferably all driven wheels are provided with these grains. This can be done e.g. via a number of nozzles in the rail or next to the rail controlled by signals from an approaching train and with a sequence and speed adapted to the speed of the train. After this piece, a piece of rail of much harder material is placed (optionally also the other rail pieces are made of harder material). The grains are pressed on the wheel, through and into the contaminated layer. After this, another piece 200c of rail 200 with dry-ice cleaning nozzles (and/or high-pressure sprayers and/or other blasting methods and / or steam pressure cleaners) coming in through the passing wheels, where the order and speed are again controlled by the passing wheels, comes again. This can also be done with the help of separate speed measurement systems and I or automatically controlled data by the passing train. The length of the pieces 200a,b,c of rail 200 is determined by the maximum circumference of the 2 adjacent wheels plus the distance between the two wheels. The nozzles may be controlled individually or with some or all at the same time.
At different distances and sizes of wheels, the train to be cleaned can send a recognition signal that controls the control of the nozzles. If the control per spray head or single nozzles is done, then the order is chosen to first completely clean the front wheel and then to control the nozzles for the second wheel.
Depending on the wheel circumference and the mutual wheel distance there may be nozzles that only the front wheel and a number that only the second wheel clean while possibly a number of nozzles are used to clean both. It can be electronically controlled at which trains this has to be done and the speed of the train can be adjusted automatically. This does not make sense fortrains that pass at high speed, as cleaning at another location may be carried out. The necessary equipment can be placed on location along the rails, where the necessary installations and material for multiple rails are used simultaneously. Possibly it can be moved.
A possible option could even be a piece of reinforced rails with brushes rotating at certain distances, which clean the wheels of the train of the train at a very high speed. The rinsed materials and contaminants can be collected, sorted / cleaned and reused. Substances that promote cleaning could be added to the substances to be used.
However, the costs for installation and use are considerable, but preventive, as a result of which the much higher costs resulting from breakdowns and disruptions in train traffic can decrease considerably. Much of what has been described can be partly automated and is more environmentally friendly than the gel trains.
The system can also offer benefits in the case of ice or snow.
The fourth solution.
With reference to the figures and the referenced numbers a further solution is described as follows. When a train arrives having wheels which have to be cleaned arrives, brush unit 109 receives a signal for this. The unit obtains or measures the speed of the train and the type of train in connection with the dimensions and distances of the wheels. Unit 107 then controls a unit for dry-ice and/or sand blasting which moves at the same speed as the wheel, whereby the nozzle(s) 105 of (e.g. dry-ice and/or sand-) blasting unit 106 being at a predetermined distance and angle with respect to the rail and the wheels 108a,b,c,d. The dry-ice and/or sandblasting starts and is executed while unit 107 moves in substantially the same, preferably the exact same speed as the train in the same direction. It is possible to work with a number of sensor systems that regulate the correct position and/or activation of nozzles in relation to the wheel and rail. After a certain distance, for example 1.1 times the wheel circumference, this process stops, after which the train continues to drive and unit 107 again takes the starting position. Unit 106 with nozzles 105 can also sit on a guidance system in or on or near a platform close to where the train normally stops. The cleaning devices with dry-ice and sandblasting can be used for both sides of the train / rail at the same time.
Arrangements for disposal of the sand used and possible contamination may be provided. The units could be taken directly after or in a station at a location where the trains will start from a standstill. By doing this in several places, the wheels will stay cleaner and will slip less quickly.
A further problem which occurs in relation to train traffic concerns noise disturbance and vibrations caused by the contact of wheels on the rails. Despite of rules and regulations which should limit noise production by trains, people living in the vicinity of railways often complain about noise disturbance. Besides the sound pressure, which may even be below formal maximum limits, the sound characteristics and vibrations may also be cause of annoyance to people and even cause damage to buildings. Furthermore, vibrations may cause damage to the trains as well and/or lead to higher maintenance costs of the trains. A current approach is to fence the railways off by sound walls, or to provide surrounding houses with sound isolation.
The present invention proposes to tackle the problem at the source. The large part of the causes of sound production of trains lies in contact noises between train wheels and rail heads. The contact between wheels and rails may also cause vibrations and resonance. Hereinafter the term “noise” is used to cover sound, vibration and/or resonance, unless otherwise stated. The noise production of trains is largely increased by flat spots. The relevance of solving the problems of flat spots is therefore even larger. The solutions to prevent the flat spots as described in the above sections is therefore also very relevant for reducing noise disturbance of trains. However, it is to be understood that solving the flat spot problem is not solving all noise problems.
Therefore, besides preventing flat spot, we propose a series of measures, which may be taken in order to reduce sound pressure level and/or sound characteristics and vibrations produced by passing trains.
Hereinafter a short introduction of four additional solutions is given.
A fifth solution: Reduce tension in the rail and therefore reduce noise by modifying the construction of rails and the coupling of the rails.
A sixth solution: Reduce tension in the rails and thereby reduce noise by keeping the temperature of the rail more stable in hot and cold weather.
A seventh solution: Reduce noise production of rail by insulating rails, connections and subsoil.
Further explanation of the three additional solutions is following below.
An eight solution: Provide trains and/or wagons with intelligent vibration sensors and/or intelligent sound sensors.
The fifth solution proposes reduce noise in three ways.
A first way is by providing rails with a bend, hole or thickening and thus prevent resonance when a train passes over the rails. Also, noise and vibration reduction can be obtained by providing additional connections between the head and the foot, the connection being perpendicular to the flange and being welded to both the head, the upright flange and the foot. As a result, the stiffness of the rail is increased, and, under load, this can result in the reduction mentioned. The connections can be arranged on both sides of the flange, with numbers, location, mutual distance and size depending on the rail and situation.
A second way is to make a slot or slots in the foot or a part of the foot and/or in a part of the flange of the rail. The slots are hereby arranged perpendicular to the longitudinal direction of the rail. Connection plates are then applied over this slot. This may be realized with existing connecting plates, however, but new variations may be applied in which the connecting plate follows the curve of the flange and foot and which is fixed both on the flange and on the foot. The connecting plates may be constructed, insulated and assembled in such a way as is customary with rail dampers.
A third way proposes the use a combination of the first and the second way as described above. This may even have a synergetic effect and contribute positively to noise and vibration reduction. Depending on the trajectory, such as a curve and depending on the load on the rails, an important noise reduction can occur due to the optimum number of plates used and the number of slots used. Here, differences in numbers, in shape, thickness, and material of the plates used, whereby there may also be a difference between the two sides of the rail, may contribute to achieving the desired result.
By reducing the length of the rail and/or the coupling of the rails by a combination of joint track and joint-free track where only the top side is joint-free, the noise production can be reduced. The top is connected by means of a weld. Here, optionally, an additional reinforcing profile or reinforcement which is used at the top and/or the rail members to be coupled are processed in such a way that they are joined together at the top, the contact surface being enlarged and then being welded and ground at this top side. The anchoring can also take place by applying one or more pins in both rods and then welding. A combination of both is also possible.
The underside is connected to connecting plates and/or coupling plates which are shaped such that twisting and bulging of the rail connection by expansion or contraction remains minimal and wherein the connecting plates are constructed and insulated and assembled in such a way as is customary with rail dampers.
Because joint-free rails, except at the ends, cannot shrink or expand in length, mechanical stress occurs due to temperature differences of the rails. If the rails are warmer, pressure is created, the rails are colder than tensile stress. This involves tensions of hundreds of kilonewton (tens of tons) per rail. These stresses are absorbed by the rail construction. Properly constructed joint-free track is stress-free at 25° C. This value is checked periodically.
In the case of compressive stress, the rails tend to buckle. Pendulums can then arise in the rails, which are referred to as rail spells in jargon. The track construction must have sufficient lateral resistance to prevent rail spatters. For the ballast bed broken stone is used, crushed stone, instead of gravel. By vibrating the ballast (to compact), resistance of the ballast bed can be further increased.
The sixth solution proposes to reduce tension in the rails and thereby reduce noise by keeping the temperature of the rail more stable in hot and cold weather.
A rail without tension in the rod itself or in the structure on which it is mounted will cause less noise. By insulating the parts of the rails that are not touched by the wheels with suitable insulating materials, the temperature of the rail becomes more stable. The heating by the sun is therefore less. The non-insulated parts of the rails can be provided with a reflective layer so that heating by the sun will also become less. The rails will stay warmer at lower temperatures. Cold wind will give a lower temperature drop in the rails. Additional measures may be that heating is applied to the rails under the insulation. Wind catchers (and sun shielding) along the rails can also provide a more stable rail temperature.
The seventh solution proposes to reduce noise production of rail by insulating rails, connections and subsoil by insulating the rails, connections, sleepers and underground with suitable materials and means. The materials may consist of combinations of suitable means. Possibly, used artificial grass, which is available in large quantities, may be used, because it is very water permeable, does not wear or deteriorate under influence of sun and cold, and does not attract animals or serve as soil for plants.
In this way sound is isolated and absorbed by the insulation materials. The flatter insulation over the subsurface ensures less noise production because reflection and the generation of noise by airflows caused by trains is reduced.
Further benefits can be:
less growth of weeds, grasses etc. due to the cover with the artificial grass mats;
less pollution of the rails due to leaves and other contaminations;
less condensation on the bars when using the right material and therefore less pollution and oxidation, and easier cleaning of the track with a flatter surface.
The eight solution is explained as follows.
Rail tracks and accessories are currently inspected for quality on abnormalities, damages, cracks etc. by persons, whether or not supported by special equipment such as intelligent camera systems on special trains. We propose to provide trains and/or wagons with intelligent vibration sensors and/or intelligent sound and/or measure sensors. It must be emphasized that trains often travel on the same routes.
By recording the sounds and vibrations over and over again, driving the same route during the whole or part of the journey, changes may be detected with intelligent software. Comparing data of similar train configurations will provide the most reliable results. Comparing data of different trains, such as freight trains with passenger trains may also provide relevant data, but may have to be corrected because of the different configurations. Deviations in recordings indicate a possible problem. An analysis of this can give an idea of whether the shape or slippage of wheels and / or other deviations with respect to the train or wagon, for example, is changing. Deviations in differences in weather conditions, temperature, load or speed and possibly other aspects may be filtered out by experience.
In addition, the analyzes may also reveal deviations with respect to changes or damage in rails, ground and/or installation parts and other related items. Rails that sink or whose mutual distance or position changes or whose attachment changes (loosening) or in which material stress due to whatever cause (hairline cracks in welded seams) give deviations in noise and vibration and can be mapped by comparison and other analysis methods.
It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that a person skilled in the art will be able to design many alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. Use of the verb to comprise and its conjugations does not exclude the presence of elements or steps other than those stated in a claim. The term and/or includes any and all combinations of one or more of the associated listed items. The article a or an preceding an element does not exclude the presence of a plurality of such elements. The article the preceding an element does not exclude the presence of a plurality of such elements. In the device claim enumerating several means, several of these means may be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.
Claims (22)
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NL1043056A NL1043056B1 (en) | 2018-10-29 | 2018-10-29 | Railway cleaning system and method |
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| Application Number | Priority Date | Filing Date | Title |
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| NL1043056A NL1043056B1 (en) | 2018-10-29 | 2018-10-29 | Railway cleaning system and method |
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| NL1043056B1 true NL1043056B1 (en) | 2020-06-02 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114808832A (en) * | 2022-03-15 | 2022-07-29 | 武汉理工大学 | Rail fallen leaf pollutant cleaning device based on cold spray stripping technology |
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2018
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114808832A (en) * | 2022-03-15 | 2022-07-29 | 武汉理工大学 | Rail fallen leaf pollutant cleaning device based on cold spray stripping technology |
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