MAXBE INTEROPERABLE MONITORING, DIAGNOSIS AND MAINTENANCE STRATEGIES FOR AXLE BEARINGS. D 6.2 Onboard Systems installation

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1 MAXBE INTEROPERABLE MONITORING, DIAGNOSIS AND MAINTENANCE STRATEGIES FOR AXLE BEARINGS D 6.2 Onboard Systems installation Prepared by SKF/ UPORTO/ EVOLEO/NOMADTECH UPORTO EVOLEO REFER ASTS COMSA EVOLEO NEM MERMEC Partners in WP6 SKF IST D2S DL EMEF I-MOSS KRESTOS UoB Copyright MAXBE Consortium 1 of 20

2 Revision history Document No. D6.2 Deliverable Version Date Author Description/Remarks/ Reasons for change 1 SKF/ Preparation EVOLEO/ NOMADTECH/ UPORTO 2 31/10/14 SKF/ Official Release EVOLEO/ NOMADTECH/ UPORTO 2 of 20 Copyright MAXBE Consortium

3 CONTENTS 1. SCOPE INTRODUCTION COMSA EURO 4000 LOCOMOTIVE INSTALLATION GENERAL DESCRIPTION SENSORS ACQUISITION SYSTEM ALFA PENDULAR INSTALLATION GENERAL ARCHITECTURE SENSORS ACQUISITION SYSTEM CP EMU 3400 INSTALLATION GENERAL DESCRIPTION SENSORS ACQUISITION SYSTEM RFID SYSTEM CONCLUSION Copyright MAXBE Consortium 3 of 20

4 1. SCOPE This document presents the Installation of On-Board systems which correspond to the deliverable D6.2 of DOW. 2. INTRODUCTION Within the frame of MAXBE project 3 on-board systems were developed in order to monitor axlebox bearings, as reported in the WP3 deliverables. Each system corresponds to a complete condition monitoring architecture that covers the sensing components, the data acquisition electronics and the elaboration of the data. The 3 different systems were studied in order to take in account the different platforms of the MAXBE project and make the best of the measuring capability. The first system corresponds to monitoring system that maximizes the flexibility of installation because the complete on-board system hardware could be installed on the bogie. This system is based on the electronic unit of SKF, named IMX-B. It is designed to equip one bogie of the COMSA Euro4000 locomotive. The second system corresponds to a monitoring system with wireless communication technology and Acoustic Emission capability, INSIGHT TM from SKF. It is designed to equip Axle boxes of the train, ALFA PENDULAR CPA4000. The third system is a system dedicated to EMU3400, managed by the University of Porto and EVOLEO which proposes alternative sensing and analysis methods. It is designed to equip 1 bogie of suburban vehicle EMU of 20 Copyright MAXBE Consortium

5 3. COMSA EURO 4000 LOCOMOTIVE INSTALLATION 3.1. General description The system architecture corresponds to an electronic unit, named IMX-B installed directly on the Bogie, 1 system per bogie. On each axlebox is mounted a sensor combining Temperature and Vibration measurement. The data collected by the electronic unit, IMX-B, are sent to SKF server via 3G network and after elaboration the corresponding KPIs are exported as in xml format. Figure 1 Overall system architecture The KPI format corresponds to the following structure reporting identification data of the vehicle, sensors and failure alarm. Figure 2 KPI data format 3.2. Sensors The sensor is installed on the axlebox by using a mounting screw of the intermediate cover on the axlebox body. The sensor is cabled to IMX-B. Copyright MAXBE Consortium 5 of 20

6 Figure 3 Sensor Mounting Figure 4 Sensor installation detail 3.3. Acquisition System The acquisition system corresponds to a SKF Unit, named IMX-B. This equipment is installed directly on the bogie. Only a 24V power supply from the coach is requested. Figure 5 IMX-B Electronic Unit (1 per bogie) 6 of 20 Copyright MAXBE Consortium

7 Figure 6 Cabling detail to IMX-B The IMX-B is mounted on the bogie using some existing fixing points, as presented below with 2 alternatives. Figure 7 IMX_B Mounting Copyright MAXBE Consortium 7 of 20

8 Figure 8 IMX-B mounting alternative At the moment the installation of the monitoring system on a COMSA locomotive is pending on the approval of the train operator and train builder. All documentation has been supplied to support the approval. 8 of 20 Copyright MAXBE Consortium

9 4. ALFA PENDULAR INSTALLATION 4.1. General architecture The installation of the Onboard condition monitoring system on the Alfa Pendular train corresponds to the following architecture.. Figure 9 System architecture Thus on the train are installed: - 1 wireless sensor per Axlebox (currently 4 Axleboxes equipped) - 1 wireless gateway - 1 industrial PC 4.2. Sensors The Axlebox installation corresponds to the installation of a SKF sensor on the seal of the Axlebox bearing, as illustrated below. This sensor communicates wirelessly to a gateway, that is installed on the coach. The sensor supplies the measurement functions of speed/ vibration/ acoustic emission/ temperature. An antenna is also integrated in the sensor for the communication of the data. Copyright MAXBE Consortium 9 of 20

10 New Axlebox covers had to be produced to allow the integration of the sensors. Figure 10 Sensor mounted on the bearing seal. Figure 11 View of the sensor integration on the train Axlebox 10 of 20 Copyright MAXBE Consortium

11 Figure 12 View of the installation once completed 4.3. Acquisition system On the coach are installed the gateway to communicate to the sensors and the industrial PC that is connected to SKF server via 3G. The 2 units are connected via Ethernet. The following photos illustrate the installation of the system on the train. Figure 13 PC and UPS supply Copyright MAXBE Consortium 11 of 20

12 Figure 14 Gateway installation compartment Figure 15 Gateway installation box At the moment 4 sensors are installed on a Alfa pendular train, collecting data. An upgrade of the sensor to improve the reliability is planned before the end of the year. 12 of 20 Copyright MAXBE Consortium

13 5. CP EMU 3400 INSTALLATION 5.1. General Description Within the scope of WP3 and WP6 of the MAXBE project an on-board system is being developed to monitor the condition of the axle bearings based on the vibration and temperature measurements. This system will also integrate a data processor unit and will allow the assessment of the real condition of the axle bearings. A description of the on-board monitoring system developed by UPORTO and EVOLEO, the main technical characteristics and the installation procedure are presented in this section of the document. According to what has been previously established in deliverable D2.3 of WP2 from MAXBE project Identification of samples and available rolling stock for testing, the on-board monitoring system will be installed in the Electric Multiple Unit EMU 3400, which is a urban passenger train used in the urban area in the north of Portugal (Oporto). The EMU 3400 is an electric unit composed by four articulated vehicles, as can be observed in Figure 16. The EMU 3400 has a maximum speed of 140 km/h and circulates over the Estarreja test site where the wayside monitoring system developed within the scope of the project is installed, which allows the correlation between the measurements of both systems. Further details can be consulted in D2.3. Figure 16 Configuration of EMU 3400 The on-board monitoring system will be installed in one bogie in the location described in Figure 17, which was selected considering that the selected axle box is free of any extra device. Figure 17 EMU 3400 (lateral view) indication of the instrumented bogie Copyright MAXBE Consortium 13 of 20

14 A general overview of the on-board monitoring system configuration is presented in Figure 18. The temperature and vibration sensors will be installed in the axle box and an acquisition system installed in the train will receive the raw data from the sensors and will store it in an on-board CPU. The data management, such as correlating the data from the sensors with the GPS information, and the data processing comprising several data processing techniques implemented in a diagnostic algorithm will be performed in this on-board unit. A communication module (3G link) will allow monitoring the state of the equipment and enables to remote access the acquired data. The raw data or the processed data converted into key performance indicators (KPIs), will then be transferred to an on-shore server, which will enable the access of the data in WP5 for the data fusion algorithms and to WP7 to feed the smart diagnostic tool and the conditionbased maintenance model. Figure 18 General overview of the on-board monitoring system 14 of 20 Copyright MAXBE Consortium

15 5.2. Sensors The developed on-board monitoring system will measure to aspects of the axle bearing behaviour: the temperature and the vibration levels. The temperature will be measured through a temperature sensor (LABFACILTY PT100, IEC 751, Class B) installed in an instrumented screw in the axle box, similar to the original (Screw H M16 x ISO 4014), as shown in Figure 19. LABFACILTY PT100, IEC 751, Class B Figure 19 Temperature sensor (instrumented screw) The axle box vibration will be assessed in vertical and lateral direction through two uniaxial accelerometers fixed in the external side of the axle box cover, as shown in Figure 20. Accelerometer PCB 353B03, IEPE Copyright MAXBE Consortium 15 of 20

16 Figure 20 Vibration sensor (instrumented axle box cover) 5.3. Acquisition System The acquisition system will be divided in two distinct functional groups, the OBU On- Board Unit which performs the calculations and management of all acquired data and also the acquisition modules which perform the conditioning and the acquisition of the sensors, as described in Figure 21. Figure 21 Acquisition system (conceptual setup) This system will be installed in box located in the EMU 3400 bogie as shown in Figure 22. Figure 22 Acquisition system (installation) 16 of 20 Copyright MAXBE Consortium

17 The detailed characteristics of the acquisition system are described in the following table: Table 1 Acquisition system (characteristics) Reference Description OBU tbox fl Intel Core i3 1.6 GHz processor 4 GB DDR3 Fanless with operating temperature range of - 40 C ~ +70 C (EN50155 class TX) Supports USB 3.0 and SATA3 Lockable I/O interface and M12 LAN, audio, power and USB connector Comply to fire protection of railway vehicles Europe standard PrCEN TS Certification: CE (Class A), EN50155, EN50121, EN45545, EN60950 Temperature RIO analogue inputs, 16 bit resolution, Acquisition individually configurable as 0-36Vdc, 0-20mA, NTC Thermistor or RTD (PT100 / PT1000) Certification: EN50155:2007, Class TX, EN ), (EN ), (EN ), (EN ), (EN ), (EN 55011), (EN Category 1 Class B) Vibration Acquisition RIO analogue inputs, 16 bit resolution, individually configurable as 0-36Vdc, 0-20mA, NTC Thermistor or RTD (PT100 / PT1000) Certification: EN50155:2007, Class TX, EN ), (EN ), (EN ), (EN ), (EN ), (EN 55011), (EN Category 1 Class B) Copyright MAXBE Consortium 17 of 20

18 5.4. RFID system Considering the benefits of the correlation of on-board and wayside measurements, a radiofrequency identification system (RFID) will be installed in the UME 3400 trains that pass at the Estarreja test site. A general overview of the RFID system configuration is presented in Figure 23, including the tags which send a signal to the reader system when the carriage crosses over the monitoring system. The reader, the data acquisition system and the communication is installed in the wayside test site. Figure 23 System architecture Interface between RFID system and the Data identification System The Reader RFID UHF (Ultra-High Frequency) to be installed is TagMaster XT-3HD, (Figure 24). It operates within a frequency range of 868 MHz and it allows the identification of the passive tags UHF compatible with EPC G2 protocol and the standard ISO C. Figure 24 - Reader RFID UHF G2, TagMaster XT-3HD 18 of 20 Copyright MAXBE Consortium

19 The Reader respects and supports the following international homologations for railways: ISO C, EPC Gen2, CE, EN 50125, EN The reader is installed outside from the railway line and in parallel to the railway with a distance of 4 m away from to the outer face of the train where the tag is installed. The tag RFID ST1456 HD (Figure 25) is a passive tag which means that it does not require external power. The tag operates within a frequency range of 868 MHz and due to its robustness it is suitable for railway applications. This Tag respects and supports the following international homologations for railways: (ISO C, EPC Gen2, CE, EN , EN ). Figure 25 - Tag UHF ST1456 HD The tag will be installed according to the schematic installation that can be observed in Figure 26. Figure 26 Schematic installation of the tags in EMU3400 Presently, the testing of the monitoring system in the Portuguese train is dependent on the authorization of the CP (the Portuguese company that owns the trains) for the system installation. It is expected to start the tests in the next weeks. Copyright MAXBE Consortium 19 of 20

20 6. CONCLUSION 3 On-board systems were designed to equip 3 different vehicle types, one surburban train, one high speed train and a locomotive. For the COMSA Euro 4000 the equipment is ready and the installation of a bogie is pending o the approved by the operator/ locomotive builder. For the Alfa Pendular the on-board monitoring system was approved and the system was installed covering at the moment 4 Axleboxes with speed, Vibration, acoustic and temperature measurement. An upgrade of the sensors is before the end of the year. For the EMU 3400 the testing of the monitoring system is dependent on the authorization of the CP (the Portuguese company that owns the trains) for the system installation. It is expected to start the tests in the next weeks. 20 of 20 Copyright MAXBE Consortium