DESC:Field of the invention
[0001]The present invention relates to technical field of optical fiber sensing, be specifically related to a system and method for measuring dynamic wheel loads or wheel contact forces during passing of a rail vehicle on a rail pair, in real time using Fiber optical sensors.
Background
[0002] Railroad transportation is the main artery of national economy, and safety of railroad transportation is the major area of concern. The railway vehicle dynamics over the rail has a considerable effect on the running stability of the railway vehicle.
[0003] Further, the calculation of the contact forces between wheel and rail is a fundamental aspect when studying railway vehicle dynamics. It plays an important role both in the case of steady state running of the vehicle and during traction or braking operations. The determination of the friction forces is a complex problem, as it involves several sub-problems that lead to a strong nonlinearity on the behavior of contact forces, which are also affected by external conditions.
[0004]The Contact force includesvertical force and lateral force for evaluating the running stability of a railway vehicle. Vertical force is the force vertically applied by the train on the rail and lateral force is the force applied horizontally or at a certain angle to the baseline of the rail. Lateral force exerted by the wheel on the rails is an important parameter in the calculation of total wheel loads and to ascertainoverloading of wagon and/or unbalanced loading. Further, lateral force calculation helps to avoid damage to the sleepers, reduce skid slopes and possible derailment.
[0005]The derailment coefficient, expressed as the ratio of the horizontal force (lateral force (L)), which is exerted by the wheel's flange against the face of the rail, and the vertical force (V) which is the downward force exerted by a train's wheels upon the rail. The ratio of L/V is a key indicator of the stability of the rail car, as it is directly relatedto accidentscaused by derailments. Typically, the wheel-set load for a railway vehicle should be such that the lateral forces of the wheel against the rail should not exceed 50% of the vertical down-force of the vehicle on the rail. In other words, there should be twice as much downward force holding the wheel to the rail, as there is lateral force which will tend to cause the wheel to slide sideways over the rails, especially at curves. The desired L/V ratio is achievedby matching the wheel-set with the appropriate rail profile. If the L/V ratio gets too high, the wheel flange will press against the rail face, and during a turn this maycause the wheel to move overthe face of the rail, potentially derailing the railcar.
[0006]Conventionally, strain gauges are attached on both sides of the wheel to measure lateral force. But, the attachment of electric strain gauges at the inner side of wheel is difficult and provides complex device arrangement.However, the electric strain gauge is difficult to measure reliable data due to noise caused by electromagnetic waves.
[0007] Thus, there is enormous scope of accurate, reliable and real time assembly of fiber optical sensors which can measure various contact forces at rail-wheel contact point having tangent track sections, curved track sections or transition curve/spiral track sections.
[0008] In addition, long term measurement system of wheel set loads or wheel contact forces of rail vehicle, on the existing rail pair does not measure the load of each wheel on the respective rail side, axle speed, and status of each wheel for checking of uneven loading, overloading of rail car.
[0009]Therefore, a device and method for real time measurement of various forces at rail-wheel contact pointfor vehicle stability, uneven loading, overloading of rail car, rail stresses and safety detection is highly desired. The system also generates a warning message to authorized users.
Summary of invention
The present invention covers several embodiments of a system for measuring static or dynamic load acting on a railroad car. In one embodiment of the present invention, the fiber optical sensors are located on the web of the rail pair symmetrically. In addition to dynamic wheel loads of a rail car, in this embodiment of the claimed invention, lateral and longitudinal unevenness of the load and overloading can be measured. Fiber Bragg Grating (FBG) sensors are used for reading and subsequent transmission. Indications are sent to optical instrument and data processing unit (DPU) for analyzing and processing.
The invention relates to a system for real time measurement ofwheel contact forces during passing of rail vehicle on a rail pair comprising an assembly of FBG sensors. The sensors measure the deformation in terms of the wavelengthshift which is under influence of one or several forces, together with geometrical irregularities. Preferably the sensors are mounted on the rail for continuous measurement. The force creates compression at one side and tension at other side of a rail. One or moreFBG sensors are mounted on the rail pair either side to detect this resultant force in terms of strain. Optical instrument and DPU analyzes and processes this strain to obtain actual wheel load/ contact force on to the corresponding rail in real time. The system also sends alarms to the driver/users when the forces are above safe limit.
The invention also includes method of measurement of contact forces on the rail. The method includes mounting of optical sensors on the rail to obtain various forces in terms of strain. Further, interrogationof change in Bragg wavelength of sensor as a result of strain applied to the rail and processing of wavelength shift is carried out. The processing further includes differencing the calculated dynamic wavelength of symmetrically placed sensors, dividing the difference of the wavelength by two to get resultant value, finding of maximized output of the resultant value and multiplying the resultant value with the scaling factor to determine the corresponding contact forces. Further, the method includes communicating the value of contact forces to the server through wired/wireless communication network and displaying of contact forces to the driver and authorized users present remotely. The method also includes the feature of alerting the authorized users in critical situations.
Hence, the present invention provides a simple, efficient and real time solution to detect various forces inanchorage on the rail with method of detection and measurement of wheel load, unbalance loading or overloading for safety of railway vehicle.
Brief description of figures
Exemplary embodiments of the present invention will become clear from the description and the accompanying figures, wherein:
Figure1a: IllustratesSystem architecture in accordance with an embodiment of the presentdisclosure.
Figure1b: shows the block diagram showing a schematic configuration of a lateral force measuring system to which the present invention is applied.
Figure 2a: shows a cross-sectional view of the rail showing the mounting position of the sensors on to the rail to which the present invention is applied.
Figure 2b: Illustrate architecture sensor configuration on rail.
Figure 3: showing the installation site synoptic diagram of optical fiber Bragg grating strain sensor showing railway wagon overloading and unbalanced loading.
Figure 4: showing a schematic configuration of a wheel load or contact force measuring unit/sensor to which the present invention is applied.
Figure 5: shows the flow chart to detect the contact force on the rail.
Figure 6 (a,b,c): shows the calculation of contact force using sensors mounted on either side of rail.
Figure 7 (a,b): plot showing strain vs time for displaying the value of lateral force.
Detailed description of invention
Unless the context requires otherwise, throughout the specification and claims which follow, the word “comprise” and variations thereof, such as, “comprises” and “comprising” are to be construed in an open, inclusive sense that is as “including, but not limited to.”
Reference throughout this specification to “one embodiment” or “an embodiment” means that a particular feature, structure or characteristic described in connection withthe embodiment is included in at least one embodiment. Thus, the appearances of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or moreembodiments.
As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the content clearly dictates otherwise. It should also be noted that the term “or” is generally employed in its sense including “and/or” unless the content clearly dictatesotherwise.
The headings and abstract of the disclosure provided herein are for convenience only and do not interpret the scope or meaning of theembodiments.
Reference will now be made in detail to the exemplary embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers are used in the drawings and the description to refer to the same or like parts.
The following discussion provides many example embodiments of the inventive subject matter. Although each embodiment represents a single combination of inventive elements, the inventive subject matter is considered to include all possible combinations of the disclosed elements. Thus, if one embodiment comprises elements A, B, and C, and a second embodiment comprises elements B and D, then the inventive subject matter is also considered to include other remaining combinations of A, B, C, or D, even if not explicitlydisclosed.
Embodiments of present disclosure described herein relate to a device, system and method for real time train traffic monitoring based on Fiber Bragg Grating (FBG) sensors. FBG sensor is configured to transduce vibrations into strain and generate corresponding signal that are interpreted and recorded by an optoelectronic instrument and data processing unit (DPU) for furtheranalysis.
Fig.1a is the System architecture illustrating an entire system configuration to determine rail contact forces according to the present invention. As shown in Fig.1,the system includes optical sensors 101 (a,b),102 (a,b), an optical instrument 103, data processing unit (DPU) 104, Ethernet switch 105, Wi-Fi Access Point 106 and gateway 107. Here, the optical sensor 101, 102 includes fiber Bragg Grating (FBG) sensors.
In Fig.1a, a rail-wheel contact force measurement system is constructed using FiberBragg Grating (FBG) sensors (L1,L2) and (L3,L4). The sensors L1, L2 as 101 (a,b) areinstalled on the upper rail301 exactly opposite to each other and also thesensors L3, L4 as 102 (a,b) on the other rail pair 302 as shown in fig.3a. Further, the FBG sensors are installed vertically on either side of the web of rail i.e one at the outside track and the other at the flange side to obtain strain indicating forces applied to the rail. The signal analysing apparatus/optical instrument 103 analyses the signal/strain to be fed using fiber optic cable. The instrument 103 is sequentially connected to sensors L1, L2, L3 and L4 i.e 101(a,b) and 102 (a,b) and analysesthe optical signals reflected by FBG sensors and corresponding change in Bragg wavelength of sensors L1-L4 as a result of strain applied to the rail. Data processing unit 104 is connected to the optical instrument 103 to process the received reflected optical signal and detect the change in Bragg wavelength. The Ethernet Switch 105 sends the corresponding wheel load or wheel contact forces on the rail pair to wired/wireless local users (LU-1,2….) or remote users using communication modules(106,107). Graphical user interface (GUI) of display unit shows the contact forces to authorized users.
In an embodiment, the authorized user includes Wired/wireless local users (LU-1,2….) present in Wireless Local Area network (WLAN) as well as wireless remote users. And the communication module includes Wi-Fi access point 106, LTE gateway 107, act as communication medium to send data to the remote users via communication network.The network may include the Internet or any other network capable of communicating data between devices. Suitable networks may include or interface with any one or more of, for instance, a local intranet, a PAN (Personal Area Network), a LAN (Local Area Network), a WAN (Wide Area Network), a MAN (Metropolitan Area Network), a virtual private network (VPN), a storage area network (SAN), a frame relay connection, an Advanced Intelligent Network (AIN) connection, a synchronous optical network (SONET) connection, a digital T1, T3, 5 E1 or E3 line, Digital Data Service (DDS) connection, DSL (Digital Subscriber Line) connection, an Ethernet connection, an ISDN (Integrated Services Digital Network) line, a dial-up port such as a V.90, V.34 or V.34bis analog modem connection, a cable modem, an ATM (Asynchronous Transfer Mode) connection, or an FDDI (Fiber Distributed Data Interface) or CDDI (Copper Distributed Data 10 Interface) connection. Furthermore, communications may also include links to any of a variety of wireless networks, including WAP (Wireless Application Protocol), GPRS (General Packet Radio Service), GSM (Global System for Mobile Communication), CDMA (Code Division Multiple Access) or TDMA (Time Division Multiple Access), cellular phone networks, GPS (Global Positioning 15 System), CDPD (cellular digital packet data), RIM (Research in Motion, Limited) duplex paging network, Bluetooth radio, or an IEEE 802.11-based radio frequency network. The network 110 can further include or interface with any one or more of an RS-232 serial connection, an IEEE-1394 (Firewire) connection, a Fiber Channel connection, an IrDA (infrared) port, a SCSI (Small Computer Systems Interface) 20 connection, a Universal Serial Bus (USB) connection or other wired or wireless, digital or analog interface or connection, mesh or Digi® networking.
In other embodiment, the wireless communication network to communicate the information regarding dynamic wheel loads or wheel contact forces of rail vehicle to the wireless local users (LU-1, 2….) is Local Area Network (WLAN).
And shown in fig.1b is a block diagram ofa schematic configuration of a lateral pressure measuring system to which the present invention is applied. The FBG sensor 101(a,b), 102(a,b), creates a signal corresponding to the strain/force due to rail wheel-set. The optical instrument 103includes a light source and photo detector to send the light signal and analyse the optical signal (corresponding to strain) reflected by FBG sensors 101, 102. Further, data processing unit (DPU) 104 includes processor and data base to process the wavelength shift of reflected signal of the FBG sensors 101, 102 and saves lateral force value. The communication network 106, 107 communicates the data to the user and displaying unit 108 of the user displays the value of lateral force of each wheel to remote user in real time. The display unit 108 includes GUI of Laptop, mobile phones etc.
Fig. 2 (a, b) is a cross-sectional view of the rail showing the mounting position of FBG sensorsL1, L2 provided on to a rail 301 to which the present invention is applied. In Fig. 2a, the sensors FBG 1 (L1) and FBG 2(L2) are mounted at the intermediate point (at distance x) from the sleeper A and sleeper B. The sensors are placed vertically on the web of a rail on both sides to calculate the lateral force value. Fig.2b, shows the position of strain sensors. The sensors L1, L2 are installed on the lower surface of the rail 301 vertically. The sensors L1, L2 are symmetric to each other on a rail 301 and the sensors L3, L4 on other rail pair 302as shown in fig. 3. The sensors are mounted on the side surface of the rails to improve the measurement accuracy of wheel load and lateral force. It is a place where a sufficient amount of strain for measuring the wheel load is obtained.
Fig.3 shows the sensors configuration on a rail. The sensors are installed vertically on the web of a rail at both sides (i.eoutside track and flange side) and symmetric to sensors placed at the web of other rail also. In the present invention, as shown in fig 3a, the sensors L1-L4 on rails301, 302 are installed symmetric (A) to each other. The sensors are placed in between two sleepers303, 304 of rails301, 302.The sensors are placed at web of both rail pairs 301, 302 and the position of sensor L1, L2 in one rail301are symmetric (A) to each other and to the sensors L3, L4 at other rail pair 302 also.
In another embodiment of the invention, the fiber optical sensors (L1-L4) are installed using strain gauge adhesives like Quick fix, glue, steel tape or the like.
Fig. 3b is a diagram showing a schematic configuration of a wheel load or contact force measuring unit/sensor to which the present invention is applied, and schematically shows a state in which fiber optical sensors (specifically FBG) are symmetrically attached to the rail pair at an interval. The diagram shows the mounting of an array of FBG sensors in longitudinal direction to ensure 100% wheel coverage of a railway vehicle. At reception side, Opto-electronic instrument/interrogator and data processing unit (DPU) is installed to analyze and process the wavelength shift of optical signal received corresponding to the strain/force due to passing of rail vehicle. The arrangement calculates the lateral force exerted by each wheel on the rail pair. The display unit shows the lateral force of each wheel of railway vehicle in Tons.
In the present embodiment, the case where the wheel load or contact forces act on the rail will be described as an example. As shown in fig.3b, the track is formed of two rails 301, 302 laid in parallel on wooden or concrete sleepers 303, 304, 305, 306 etc. and the optical sensorsL1- L12 of wheel load or contact force measuring unit is, affixed to both side web of each rail 301, 302 and forming this track. The optical fiber sensors L1-L12 are used for measuring shear strain generated in the rails 301, 302. The arrays of sensors (L1-L12) are attached at some interval to ensure 100% wheel coverage of the railway vehicle. And as shown in fig.2 (a), the sensors are attached in the intermediate point (at distance x) from the sleepers.
Fig.4 is the installation site synoptic diagram of optical fiber Bragg grating (FBG) strain sensor showing railway wagon overloading and unbalance loading. As shown in fig.2, the sensors are mounted on the lengths of rail between two sleepers vertically. In Fig.4, left wheel is aligned to rail but the right wheel is away from the rail showing overloading at right wheel side and unbalance loading of rail car. Due to this overloading at right side wheel leads the wheel away from the rail and finally derailment. The display unit displays the lateral force of each wheel in real time and alerts the concerned authority for immediate action.
Fig.5 shows the flow chart to detect the contact force on a rail.In method step 501 of fig.5, the optical signal is received from plurality of fiber optic sensor unit L1-L2 (101) mounted on the rail for set of axles of rail vehicle. Here, the signal includes the waveform indicative of forces applied to the rail due to passing of rail vehicle. The first point includes mounting of fiber optic sensor (specifically Fiber Bragg Grating FBG) on the web of the rail symmetrically as shown in Fig.2(a, b). The sensorsgenerate strain signals for set of axles of rail vehicle. The signal corresponds to the forces acting on to the rail due to passing of rail vehicle.
In method step 502, interrogating the optical signal and wavelength shift of sensors as a result of strain generated on the rail by optoelectronic instrument 103. Here, the device analyzesthe reflected optical signal from one or more FBG sensors 101, (a,b)shown in fig.1.
In method step 503, processing of reflected optical signal to obtain wavelength shift of said FBG sensors 101, 102 by data processing unit (DPU) 104is shown in fig.1. In other words, the wavelength shift of sensors 101 (a, b), mounted symmetrical to each other, on a rail web are compared to determine lateral force is as follows:
Lateral force = max(0.5 * |A1-A2|) * SF
Where,SF is the scaling factor measured in Tons/pm, A1 is the standardized response of 1st sensor of the pair attached at one side of a rail, A2 is the standardized response of 2nd sensor of the pair attached at other side of a rail. The lateral force is measured in Tons. The difference in the strainbetween FBG1 (A1)and FBG2 (A2) indicates 2? output measured in µ? (micro-strain), which is double sensitive to lateral force.
For example, contact force calculation at the rail side A and B using sensors FBG1 (L1) and FBG2 (L2) mounted on either side of rail isillustrated in Fig. 6a.Sensor FBG1 (L1) is mounted vertically at side A and FBG2 (L2) is mounted vertically at Side B of the rail. Both the sensors are symmetric to each other and to the sensors of other rail pair also. The passing of a rail vehicle gives strain on the rail due to the forces acting on the rail.
As shown in Fig.6a, FBG sensors mounted on both surfaces of a rail obtain equal compressive strain due to longitudinal/vertical force on the rail. The sensors are attached to both side surfaces of rail pairsymmetrically and cancel the influence of the strain generated vertically to the rail.Consider a case where the rail is subjected to only vertical force2?. When there is only vertical force, both sensors FBG1 and FBG2, will get compressed equally and record a strain ‘-X’ relative to the applied force. In this scenario, the relative magnitude of strain on FBG1 and FBG2 can be calculated as,
Relative stain magnitude =2?=-X – (-X) = 0
Further, Fig.6(b,c)shows the lateral force inwards and outwards on the rail respectively.The polarity of the differential output (FBG1-FBG2) will indicate the lateral force either acting inwards (+) or outwards (-) on the rail.Fig.6bshowsthe lateral force exerted horizontally to the rail from inward direction. FBG sensors(FBG1, FBG2) are mounted on the web of a rail experience elongationat side A and compression at side B of rail, due to lateral force.Consider another scenario where the rail is subjected to only lateral force 2?. Due to the lateral force if one sensor, FBG1(L1), is getting tension it will experience a tensile strain “+X” and the other sensor, FBG2(L2), which is mounted in the exactly opposite side of the rail will experience a compressive strain“-Y”. The relative strain on FBG1 and FBG2 at inward direction can be obtained as
Relative strain = X - (- Y) = X+Y,
Fig. 6c, shows the lateral force exerted horizontally to the rail from outward direction. FBG sensors (FBG1, FBG2) are mounted on the web of a rail obtain elongationat side A and compression at side B of rail, due to lateral force. Consider another scenario where the rail is subjected to only lateral force 2?. Due to the lateral force if one sensor, FBG1(L1), is getting compressed it will experience a tensile strain “-Y” and the other sensor, FBG2(L2), which is mounted exactly opposite side of the rail will experience a tensile strain “+X”. The relative strain on FBG1 and FBG2 at outward direction can be obtained as
Relative strain = -Y - (+X) = -(Y+X),
With the proposed system various experiments were conducted (as shown in fig.7a, 7b) to show sensor response and calculate lateral force.
The sensor FBG1/L1 has shown a higher strain of - 135µ? for wheel1 and at the same time a lower strain of- 65µ? across wheel2 of a bogie. Whereas, the sensor FBG2/L2 has shown comparative lower strain of -71µ? across wheel1 and higher strain of -142µ? across wheel2 of a bogie.The different magnitudes of compression recorded for the same wheel byFBG1/L1 and FBG/L2 are due to the lateral force component acting on the rail. The difference in the strain values recorded by FBG/L1 and FBG/L2 can be used to determine the lateral force experienced by the rail. The polarity of the differential output (L1-L2) will indicate the lateral force either acting inwards or outwards on the rail. The strain magnitude across Wheel 1 is -64µ? showing lateral force acting outward on the rail and strain magnitude across wheel 2 is 77µ? showing lateral force acting inward on the rail.
Hence, the response of both FBGs towards the lateral force will add up to provide twice the sensitivity. Dividing the relative strain by two and multiplying with corresponding scaling factor providesthe net lateral force acting on the track by the wheel set during train movement. In other embodiment of the invention, the forces are calculated for all types of track layout that includes tangent track, curved track, transition curve/spiral track etc.
Further method step 504 of Fig.5, the force value is communicated to the authorized users through wired/wireless communication network. The force value is also communicated to remote user via cloud server.The authorized user present within or outside the local network can access the data with their loginID and password.
Finally last method step 505 of fig.5, displays the force value of each wheel of running train to the authorized users at Graphical user Interface (GUI) of their displaying device.
Experimentation on lateral force detection
With the proposed system,various values of lateral force across the rail pair (east and west) is presented in Table 1, 2. The table 1, 2 shows the force calculation of each wheel set/axle of rail vehicle (Train ID-T20200924122541-KK Express) when moving over the rails instrumented with FBG sensors as explained above.

Table: 1
Train- KK Express; No of Axle =102; No of Engine =1; No of Coach = 24

As presented in Table-2, lateral force (in Tons) across each wheel set of the train is calculated. East/West lateral force represents corresponding left/right wheel of the rail to avoid confusion.
This indicates that, the proposed scheme records the lateral force without the contribution from the vertical force.
Hence, the proposed system provides real time monitoring of lateral force using FBG sensors to increase safety and efficiency of railway vehicle. The proposed system also provides an alarm indication to the authorized users in case of unexpected sensor response.

,CLAIMS:We Claim:
1. A method for real time measurement of lateral force applied to the rail in connection with a passing of a rail vehicle, the method comprising:
Sensing 501 an optical signal from the plurality of fiber optic sensors L1-L2 (101), across one wheel in the set of wheels of rail vehicle, wherein the signal comprising waveform indicative of forces applied to the rail 301due to passing of rail vehicle;
Interrogating 502 the optical signals reflected by fiber optic sensorsL1, L2 and corresponding change in Bragg wavelength of sensors as a result of strain applied to the rail 301;
processing 503 the change in wavelengths of said fiber optic sensors L1, L2, the processing further comprising:
differencing the calculated dynamic wavelength of the sensors L1, L2 mounted on one rail symmetrically aligned to each other, which is determined for all set of axles of rail vehicle, wherein the differential output includes subtracting the wavelength of 1st sensor and wavelength of 2nd sensor of plurality of fiber optic sensors L1, L2 mounted on a rail 301;
dividing the difference of the wavelength by two to get resultant value;
finding of maximized output of the resultant value; and
multiplying the resultant value with the scaling factor to determine the corresponding lateral force value;
communicating 504 the force value to display unit 108 through communication network 106, 107; and
displaying 505 of value of lateral forces to the authorized users.

2. The method as claimed in claim1, wherein the optical signal reflected by fiber optic sensorL3-L4 (102)is analyzed, processed, communicated and displayed to get the lateral force value applied to other rail pair 302 due to other wheel of rail vehicle and obtains lateral force of an axle in the set of axles of rail vehicle.
3. The method as claimed in claim 1, wherein the optical signal reflected by fiber optic sensoris fiber Bragg grating sensor (FBG) bonded on the web of the rail 301, 302.
4. The method as claimed in claim 3, wherein the fiber Bragg grating (FBG) sensor bonded on the web of the rail 301, 302, is vertically align to the loading head.
5. The method as claimed in claim 1, wherein the scaling factor of sensor is obtained by dividing the wavelength shift with applied load.
6. The method as claimed in claim 1, whereinthe strain applied on to the rail 301, 302 is under compression or tension, further includes compression represents as negative (-) value of strain and tension represents as positive (+) value of strain.
7. The method as claimed in claim 1, wherein the differential output polarity indicates the direction of lateral force inwards or outwards on the rail.
8. The method as claimed in claim 7, wherein the negative polarity of differential output indicates lateral force acting outwards on the rail and the positive polarity of differential output indicates lateral force acting inwards on the rail.
9. A system for real time measurement of lateral force applied to rail in connection with a passing of a rail vehicle, the system comprising:
two or more of fiber Bragg grating(FBG) sensors L1, L2 (101) generates an optical signal for at least one axle in the set of axles of rail vehicle, wherein the signal comprising waveform indicative of forces applied to the rail pair due to passing of rail vehicle;
an optoelectronic instrument 103 to analyze the reflected optical signal and corresponding change in Bragg wavelength of sensors L1, L2as a result of stress/force exerted over the rail 301;
a data processing unit (DPU) 104 to process the change in wavelength of sensors L1, L2 and, wherein processing includes subtraction of calculated dynamic wavelength of symmetrically placed sensors on a rail, which is determined for all set of axles of rail vehicle; multiplying the difference of the wavelength by 0.5; finding of maximized output of resultant value to determine the lateral force value;
communication module 106, 107 communicated the force value to authorized users; and
Graphical user interface (GUI) 108 with warning system to display the corresponding force of a wheel to authorized users and alert to the user in case of extremity.
10. The system as claimed in claim 9, wherein the fiber Bragg grating sensor L1, L2 are bonded on the web using at least one adhesive steel tape, glue etc.
11. The system as claimed in claim 10, wherein the fiber Bragg grating sensor L1, L2 are pasted in between the sleepers of the rail 301.
12. The system as claimed in claim 9, wherein the lateral force is determined for any layout of track types includes tangent track, curved track, transition curve/spiral track.
13. The system as claimed in claim 9, wherein Graphical user interface (GUI)isan electronic device with visual indicator that includes laptop, display unit, tablet etc.
14. The system as claimed in claim 9, wherein an authorized user includes driver, station master, yard master or any railway personnel.
15. The system as claimed in claim 9, wherein the communication module 106, 107 includes wired or wireless network.