Deliverable 2.8: Testing site(s) in Belgium

Transcription

1 MAXBE Interoperable monitoring, diagnosis and maintenance strategies for axle bearings MAXBE Integrating and strengthening the European Area Co-operative Research Projects Deliverable 2.8: Testing site(s) in Belgium Issue no. 1.2 Start date of project: Duration: 36 months Organisation name of lead contractor for this deliverable: DE LIJN (DL) - 1 -

2 Revision history Version Date Author Description/Remarks/Reasons for change Michael Laeremans (DL) Michael Laeremans (DL) Michael Laeremans (DL) First issue Input I-Moss, D2S, De Lijn Input UoB

3 1. INTRODUCTION This deliverable contains all elements in order to determine the best location of a testing site to install the wayside system for light rail application as in figure 1 below. figure 1: Concept drawing of vibro-acoustics axle bearing fault detection system (source: D2.6 Technical characteristics for wayside systems, after M. Papaelias, 2012) 2. REQUIREMENTS The following requirements must be taken into account when aiming for optimal testing conditions and valuable results: No or least possible disturbance from track machinery o Crossings, turnouts, This machinery should be at least 50m away from the measuring device(s). No or least possible interference with other electrical/electronic equipment Sufficient straight track length, at least 60m Vehicles must have the possibility to maintain a constant speed at the location of the wayside system, and there should only be a low risk of congestion Simple power and data connectivity Security o Reduce risk of damage and theft The measuring device should preferably be installed within De Lijn s depot boundaries. Moreover, this makes the accessibility and the power/data supply easier. Identification of the passing vehicles is mandatory o Via existing or new detection loop Maximum share of rolling stock rides past this location daily

4 3. LOCATION 3.1. PROSPECTION After short analysis of these requirements, 5 possible locations can be proposed. Most are situated on or around the depot and workshop of De Lijn at Noorderlaan Avenue, Antwerp: 1. Close to the wheel resistance measurement system o pro - easy access and power/data supply o con - possible interference 2. Exit track, in the direction of Noorderlaan avenue o pro - on De Lijn s site, easy access and power/data supply o con possible disturbance of crossings/turnouts, possible damage to sensors above ground level (if needed) 3. Exit track, next to tram wash installation o pro no restriction in positioning all types of sensors o con next to the track section for mandatory brake test (influence on speed of vehicles and problems with sand accumulation) 4. On Noorderlaan avenue o pro - straight track, no interference o con public area, more difficult to arrange power supply 5. In metro tunnel o pro protected/safe area o con - only selected vehicles (not entire stock) 3.2. PREFERRED LOCATION De Lijn proposes first to investigate location 2, especially to evaluate the frequency of the passing trams and the possible congestion at this preferred location

5 This location is situated on the south side of the depot and workshop. Site limits Figure 2. Depot and workshop Punt aan De Lijn, Antwerp The last section of the exit track meets most of the above mentioned requirements. Depot and workshop Figure 3. Exit track, suggested test site - 5 -

6 Figure 4. Exit track, view from Noorderlaan Avenue General analysis The distance between the turnouts on this section is ca. 105 m. This should allow us to position the system without having to deal with disturbance from one of both turnouts. The sidewalk next to the track is narrow, but the space should be sufficient to place a cabinet with technical equipment etc. Power and data supply is already available. The option to install the processing unit inside the building was investigated and shown to be feasible Observation The main goals of this observation (performed on June 25, 2009) was to determine if passing trams were not dealing with too much obstruction, and if they could consequently maintain a constant speed when passing by a measurement system at this location. Most trams pass by at post 0189 (supporting the overhead contact wire system) at regular speed. This varies from vehicle to vehicle between 10 and 20 km/h. Breaking starts between post 0190 and The distance between the posts is 25 m. After 7:00 AM vehicles are also driven from the depot to the workshop. As a result some of the trams leaving the site cannot perform their compulsory brake test at the proper location. They are then obliged to perform this test at the proposed test section. The traffic light when leaving the depot has a rather long red phase. As a consequence almost every first tram has to stop before leaving the depot. This resulted over the entire observation time (3h) in 3 to 4 traffic jams. The jamming was twice intensified by busses - 6 -

7 leaving via this side of the depot. (see figures 5 and 6) However, more than 80% of the vehicles left the depot without any obstruction. This seems largely sufficient to guarantee enough valuable measurement results at the proposed location. Figures 5 and 6. examples of minor jams - 7 -

8 4. OPERATIONAL REQUIREMENTS We refer to deliverable 2.6, art. 4.2 and 6.7, prepared by I-Moss, where all specific operational and installation requirements are listed. 5. CONCLUSION The track layout at the preferred location (2) fits most of the defined requirements. As a result the other locations were yet not further investigated. Apart from 3 to 4 jams, the tram traffic is fluid. The speed of most of the trams is constant at post 0189, this seems to be the best position to install the measurement system The location of the processing unit is yet to be determined o in a cabinet on the sidewalk o inside the adjacent building. Depending on this location, power and data connections must be supplied (both seem possible) - 8 -