WO 2006/062889 PCT/US2005/043898
TRAIN WHEEL BEARING TEMPERATURE DETECTION
CROSS REFERENCE TO RELATED APPLICATIONS
This application claims benefit of the May 24, 2005 filing date of United States
provisional patent application number 60/684,063, the May 17, 2005 filing date of
United States provisional patent application number 60/681,858, and the December 6,
2004 filing date of United States provisional patent application number 60/633,536.
FIELD OF THE INVENTION
This invention relates generally to the field of rail transportation,
and more particularly, to determining a condition of train undercarriage components.
BACKGROUND OF THE INVENTION
The safe and reliable operation of a railroad system is dependent upon the integrity of
the rolling mechanisms of the vehicles traveling over the rails. For example, it is
important to monitor a condition of train wheel bearings to determine if a degree of
wear on the bearing indicates that the bearings need to be inspected and repaired or
replaced. Worn or damaged bearings increase the rolling friction of the axle thereby
increasing the power required to pull the train. In addition, wom or damaged bearings
may cause excessive wear to the train axle and, in the case of failure of the bearing,
may even cause the axle to lock up, preventing rotation of the wheel, resulting in a
potential fire hazard due to the heat build up and potential sparking caused by friction
of the locked wheel scraping along the rail.
Bearing temperatures may be directly monitored using rail car mounted temperature
sensors, such as thermocouples, disposed near the bearings. However, such
techniques having proven to be unreliable and/or relatively costly to operate and
maintain. One way of indirectly monitoring the a condition train wheel bearings is to
sense a temperature of the wheel
1

WO 2006/062889 PCT/US2005/043898
bearing indirectly through a bearing box surrounding the wheel bearing on a rail car
of a train. For example, infrared radiation (IR) sensors have been mounted along a
rail to detect IR energy emitted by an outer wheel bearing and indicative of a
temperature of the wheel bearing, as the rail car passes the IR sensor. However, such
a system may be limited to a certain rail car wheel configuration that allows an
unimpeded sensing path from the sensor to the bearing box, which may not be
achievable for all rail car wheel configurations. Furthermore, inner wheel bearings
used on some rail cars and locomotives have proven difficult to monitor due to
sensing paths being blocked by suspension components and the differences among
inner wheel bearing arrangements. In addition, the presence of IR sources near an
inner bearing being monitored, such as gear boxes or suspension springs, and the
effects of lateral movement of the axle bringing other IR sources into a sensing path,
such as during wheel hunting, may result in erroneous IR readings for the bearing.
Other IR sources which may interfere with a temperature measurement of a train
wheel bearing may include hot lubricant leakage, sun reflections, differential heating
on different sides of a train, sparks from skidding wheels, and brake hardware, such as
brake disks. Accordingly, an improved system and method for sensing a temperature
of train wheel bearings is desired.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. I is a cross sectional illustration of an exemplary train wheel bearing
temperature detection system, a portion of the system being embedded in a metal
railroad tie, or sleeper.
FIG. 2 illustrates an exemplary graph of temperature versus IR sampling points over
time for an IR radiation profile received from a train wheel bearing by the detection
system of FIG. 1.
FIG. 3 illustrates another exemplary graph of temperature versus IR sampling points
over time for an IR radiation profile received from a train wheel bearing by the
detection system of FIG. 1 and shows an energy peak.
FIG. 4 illustrates another exemplary graph of temperature versus IR sampling points
2

WO 2006/062889 PCT/US2005/043898
over time for an IR radiation profile received from a train wheel bearing by the
detection system of FIG. 1 and shows IR energy contributions received from
components other than a train wheel bearing.
FIG. 5 illustrates a cross sectional view of the sleeper of FIG. 1 taken along line 5-5
and shows a suspension for the system mounted within the sleeper.
FIG. 6 illustrates partial cross sectional view of the suspension of FIG. 5 taken along
line 6-6.
FIGS. 7-10 illustrate exemplary conditions of a train wheel and the corresponding IR
signal profiles that may be obtained from an embodiment of the train wheel bearing
measurement system.
FIG. 11 is a schematic representation of an exemplary train wheel bearing
temperature detection system.
FIG. 12 illustrates exemplary IR scanning paths for scanning an inner bearing
between a traction motor and a carrier bracket of a locomotive.
FIG. 13 A is a schematic diagram showing area coverage of exemplary IR scanning
paths with in a detection window corresponding to a sensed bearing.
FIG. 13B shows an exemplary graph of a sensed temperature profile corresponding to
the area coverage of exemplary IR scanning paths of FIG. 13 A.
FIG. 14 illustrates exemplary IR scanning paths for scanning an inner raceway portion
of an outer bearing.
FIG. 15 shows rail wheel components superimposed over an exemplary an IR
radiation profile received from a train wheel bearing by the detection system of FIG.
1.
FIG. 16A shows an exemplary graph of a sensed temperature profile indicative of a
wheel exhibiting a temperature below an alarm threshold.
3

WO 2006/062889 PCT/US2005/04J898
FIG. 16B shows an exemplary graph of a sensed temperature profile indicative of a
wheel exhibiting a temperature above an alarm threshold.
DETAILED DESCRIPTION OF THE INVENTION
A train undercarriage component temperature detection system may be used to obtain
data, such as IR emission data, indicative of a temperature of a sensed railcar wheel or
wheel bearing as the vehicle rolls past a sensing device of the system. The system
may include a sensing devices oriented to receive unobstructed IR emissions from rail
car undercarriage components. In one aspect, a sensor may include an array of
sensing elements sensing adjacent regions of a target area of a component, such as an
inner bearing and an outer bearing of an axle, respectively. The data received from the
sensing devices is then processed to extract information indicative of a health of the
respective sensed component. The data may be processed to recognize a
characteristic waveform profile corresponding to a known component type and reduce
spurious IR emissions received from IR sources in the vicinity of a sensed component.
A suspension for the system mounted within a railroad tie, or sleeper, is also provided
to reduce the effects of shock and vibration that may be experienced by the system.
Waveform analysis methods may be used on the data to identify a type of component
and then, based on the type of component being scanned, identify conditions of the
scanned component that may be indicative of an abnormal health condition.
FIG. 1 illustrates an exemplary train undercarriage component temperature detection
system 10 for detecting wheel bearing temperatures. FIG. 11 is schematic
representation of such a system 10. One or more sensors, such as outer bearing sensor
12 and inner bearing sensor 14, may be placed in a position along a track 16 to obtain
data from wheel bearings, such as an inner bearing 20 and an outer bearing 18, of a
train axle 22 as the axle passes the sensors 12, 14. The sensors 12, 14 may be
positioned in a rail bed of the track 16, such as within a cross tie or sleeper 24 adapted
to contain the sensors 12,14, and to receive IR emissions from the bearings 18,20. In
an aspect of the invention, each sensor 12, 14 may include a mirror 26 to redirect IR
emissions into a receiver 28 of the sensor 12, 14 to allow the receiver 28 to be
oriented horizontally within the sleeper 24. The sensors 12, 14 may be positioned
4

WO 2006/062889 PCT/US2OO5/(I43898
along an axis 34 parallel to the train axle 22 to receive IR emissions emitted from a
bottom 32 of a bearing 18, 20 along a path 30 perpendicular to the axle 22. The
emissions may be redirected by the mirror 26, for example, at a right angle with
respect to the path 30, into the receiver 28.
As shown in FIG. 11, wheel IR sensors 13 may be placed in a position along the track
16 to obtain IR emission data from the wheels 23, such as inner faces 25 of the wheels
23, as the axle passes the sensors 13. In another aspect of the invention shown in FIG.
14, a portion of the train axle 22, such as an axle portion 111 near an inner bearing 20,
may be targeted by a sensor 113 to obtain IR emission data from the axle portion 111.
Returning to FIG. 1, each sensor 12, 14 may further include a plurality of infrared
sensing elements 29, such as IR radiation sensitive diode detectors or an IR sensitive
planar array having individually resolvable pixels, arranged, for example, vertically
within the receiver 28 to receive respective portions 33 of the IR emissions radiated
by respective bearings 18, 20. Accordingly, each infrared sensing element 29
receives a respective portion of IR energy from a target area, such as the bottom 32 or
end 38 of the bearing 18, 20, spaced away from portions of IR emissions received by
other IR sensing elements 29 of the sensor. In an aspect of the invention, the sensors
12, 14 may include five elements 29, such as Mercury/Cadmium/Tellurium (HgCdTe)
elements, positioned in an array within the sensor 12, 14. Four elements may be used
for scanning, and a fifth element 47 may be used for calibrating the other elements 29.
The calibrating element 47 may be positioned to view a reference Peltier effect
semiconductor cooler 49 maintained at a desired temperature, such as -40 degrees
Celsius, to provide a DC-coupled benchmark for sensed heat signatures. Such a
design may allow an absolute temperature measurement accuracy of +/- 0.1 degree
Celsius. The sensors 12, 14 may transmit through a zinc-selenid lens and view the
railcar through an external shutter mounted on the instrumented tie, with a front
surface mirror 26 in the viewing path. The mirror 26 may include a gold front surface
to resist tarnishing or bonding with other materials. The mirror 26 may be rotated,
such as at 10,000 revolutions per minute, to fling off contaminants that may come to
rest on the mirror 26.
5

WO 2006/062889 PCT/US2005/043898
While the perpendicular orientation of the path 30 may allow the sensors 12, 14 to
receive IR radiation unblocked by other components, (such as suspension components
positioned near the bearings 12, 14) an unimpeded path from the bearing 18, 20 to the
mirror 26 may not be possible to achieve in some cases. For example, the bottom 32
of a locomotive outer bearing 18 may be obscured by a shroud (not shown), thereby
rendering it difficult to maintain a clear path to the bottom 32 of the outer bearing 18
for receiving IR emissions. In an aspect of the invention, the outer bearing sensor 12
may be inclined from the axis 34 by an angle 36 so that an outer bearing imaging path
31 may be inclined away from perpendicular with respect to the axle 22 by
corresponding angle 36. For example, the bearing imaging path 31 may be positioned
at an acute angle with respect to a face 38 of the outer wheel bearing 18.
Consequently, an IR emission radiated from an un-obscured portion of the outer
bearing 18, such as the face 38 of the outer bearing 18, may be sensed by the sensor
12 positioned in the railbed below the train without interference from components
positioned near the bearing 18.
The IR emissions received from the respective portions 33 and converted into
respective signals indicative of a strength of the IR energy received may be provided
to a processor 40 for further processing of the received signals, for example, to
determine indications of abnormal bearing heating. In an embodiment of the
invention, the processor 40 may be disposed remotely from the sleeper 24 and may be
connected to the sensors 12, 14 via respective cables 15, 45. The processor 40 may
further receive wheel passage information provided by one or more wheel sensors 48
such as inductive sensors, for example, spaced longitudinally along rail 17. The
processor 40 may be in communication with memory 42, for example, to receive
analytically and/or experimentally derived radiation pattern information from the
memory 42 to perform pattern recognition analysis in accordance with and aspect of
the invention. Processed information, such as information identifying a bearing
condition of a sensed wheel bearing, may be transmitted via transmitter 44 to a central
monitor 46 for reporting and/or notification of a degraded bearing condition requiring
servicing.
The processor 40 also be in communication with a train database 43 having reference
6

WO 2(106/062889 PCT/US2005/043898
information for each passing vehicle to the relative axle count within the train and the
relative vehicle position within the train. For example, the reference information may
be downloaded from a remote source via transmitter 44 being configured as a
transceiver for receiving and transmitting information. In another aspect, specific
registered car number data from an external system, such as an AEI tag reader system,
may be input to the database 43 to tag the vehicle data with a unique vehicle
registration number.
In an aspect of the invention, the system may 10 configured for acquiring 120 samples
per element 29 per bearing detected at speeds from about 1.86 mph to 310 miles per
hour. The sampling rate may be scaled to a train velocity, so that regardless of the
train speed, 120 samples per element 29 per bearing measured may be captured and
240 samples per element 29 per wheel measured. Bearing temperatures up to 356
degrees Fahrenheit may be detected and wheel temperatures up to 1,112 degrees
Fahrenheit may be measured with the system 10.
The prior art techniques for sensing IR energy radiated by a train wheel bearing for
detecting a wheel bearing having temperature higher than a normal operating
temperature generate unreliable indicators under certain circumstances, thereby
resulting in false hot bearing indications causing unnecessary stoppage of the train to
inspect the bearings, or missed hot bearing that should have been inspected.
Applicant has found that processing of the IR energy measurement data under the
techniques set forth in this invention can provide hot bearing determinations that are
more reliable and accurate. Some problems experienced when attempting to perform
remote IR energy measurements of train wheel bearings include spurious IR noise, IR
sources close to the bearing, such as springs or gear boxes, different configurations of
train wheel bearings and associated suspension and wheel components, and
movement of the train axle and associated components, into a detection path of an IR
sensor, such as may be experienced during a wheel hunting condition. In particular,
the inner bearing 20 of a train axle 22 may be positioned close to a gear box 39
(indicated by dotted line) that may also be a source of IR energy that may interfere
with the IR emissions emitted by the bearing 20. Consequently, a portion of the gear
box 39 or other component radiating IR energy, such as a suspension spring (not
7

WO 2006/062889 PCT/US20U5/043898
shown), may provide one or more portions 33 of IR emissions to the sensor 14, such
as when the axle moves laterally during hunting, resulting in an IR energy level that
erroneously includes an IR energy component from both the inner bearing 20 and one
or more other IR sources, such as the gear box 39. In another configuration shown in
FIG. 12, an inner bearing may be viewable through a relatively narrow aperture
between a traction motor 106 and a carrier bracket 108 of a locomotive, making it
difficult to obtain an accurate temperature reading of the inner bearing due to
interference of the traction motor 106 and a carrier bracket 108.
Furthermore, geometric differences among configurations of train axle, wheel, and
suspension components may result in erroneous readings. For example, if the
measurement system 10 is configured to sense a certain detection target area for a
corresponding geometric configuration of train axle, wheel, and suspension
component, but encounters a different configuration (such as a larger gear box
entering the field of inspection or an outer bearing having a different height above the
rail bed than the system is configured for due, for example, to a different wheel
diameter) the measurement system 10 may sense an erroneous IR reading. It will be
appreciated that aspects of the present invention may be used for distinguishing
between one or more different components that may enter a relatively hot condition
indicative of a component malfunction. For example, it may be desirable to
determine whether a bearing or a gear box is a component with a hot condition.
Accordingly, the techniques of the present invention are not limited to a detection of
bearing conditions because such techniques may also be applied for detecting
malfunction conditions in other mechanical components such as the gearbox, brake
disks, and/or brake pads etc.
An improved detection system capable of identifying elevated bearing temperatures
for a variety of train wheel bearing, axle, wheel, and suspension component
configurations, and conditions of these train components includes performing one or
more innovative processes on the received IR energy to determine a temperature of
the bearing from which a health condition of the bearing may be inferred. FIG. 2
illustrates an exemplary graph of temperature versus temperature sampling points
over time for received IR emissions from a train wheel bearing. FIG. 2 shows wheel
8

WO 2006/062889 PCT/US2005/043898
detection pulses 54, 56 generated, for example, by inductive wheel detectors 48 as a
train wheel 23 passes the detector 48 (as shown FIG. 1.) IR emission data may be
continuously collected by the processor 40 monitoring the data received from the IR
sensors 12, 14, relative, for example, to a time when a wheel 23 is initially detected,
as indicated by a rising edge 62 of a first pulse 56. Data collection may be completed
at a time relative to a falling edge of wheel detection pulse, such as a falling edge 60
of the second pulse 54. Accordingly, a timing of IR emission capture may be
correlated with arrival of a wheel 23 to ensure that wheel bearing IR emissions
corresponding to the passing wheel 23 is captured. By using two wheel sensors and
measuring a time between wheel detection pulses, a speed of the train may be
determined and used to dynamically adjust a capture time relative to the wheel
detection pulses to ensure that wheel bearing emissions are captured as the wheel
passes the sensors 12, 14.
In an aspect of the invention, a sampling technique may be used to isolate a windowed
portion 58 of the received IR temperature profile 50 provided to the processor 40 by a
respective sensing element 29 of the sensor 12, 14 of FIG. 1. The windowing
technique may be employed to eliminate spurious IR signals outside the windowed
portion 58 that may have been captured. A width 52 of the window 51 may be
predetermined or dynamically adjusted to achieve capture of the desired windowed
portion 58 of the profile 50 to eliminate undesired portions 63, 64 of the waveform
outside the window portion 58. Such undesired portions may include IR emission
profiles indicative of other components radiating IR energy in the vicinity of the
wheel bearing, such as springs, exhaust pipes, or brake components. For example, the
portion 63 exceeding an alarm threshold 66, such as a temperature alarm threshold,
may be ignored because the portion 63 is outside the desired potion 58 and may be
indicative of IR energy radiated from another part of the train different from the
bearing. In an aspect of the invention, the position of the window 51 may be adjusted
to compensate for variations among railcars and or rail car components to ensure that
at least one element 29 views a temperature peak portion of a component targeted.
FIG. 15 shows rail wheel components contributing identifiable heat profiles
superimposed over an exemplary IR radiation profile 50 received from a train wheel
9

WO 2006/062889 PCT/US2005/043898
23 by the detection system 10. As shown, brake shoes 116 being applied to the
wheel rim 112 create recognizable shoe temperature peaks 118 and rim temperature
peaks 120, while a cooler wheel plate 114 of the wheel 23 shows a cooler temperature
valley 122 in the profile 50. When analyzing the profile 50 to determine a hot wheel
condition, the shoe temperature peaks 118 and rim temperature peaks 120 may be
ignored because the wheel plate 114 temperature 122 is the temperature of interest.
For example, FIG. 16A shows an exemplary graph of a sensed temperature profile 50
indicative of a braked wheel exhibiting shoe temperature peaks 118 and rim
temperature peaks 120 but having a wheel temperature 122 below an alarm threshold
66. FIG. 16B shows an exemplary graph of a sensed temperature profile 50 indicative
of a braked wheel exhibiting shoe temperature peaks 118 and rim temperature peaks
120 and also exhibiting a hot wheel condition because the temperature 122 of the
wheel plate is above the predetermined threshold 66.
A position of the window 51 with respect to the IR profile 50 may be selected
corresponding to detection of the wheel 23, as indicated by wheel detection pulses 54,
56, so that the window 51 is relatively centered around the windowed portion 58. In
another embodiment, the windowed portion 58 may be selected to isolate a certain
portion of the received IR energy of interest to be analyzed. In an aspect of the
invention, the window 51 may be sized corresponding to a largest diameter bearing
profile expected to be encountered, and a center position 53 of the window 51 may be
selected to be at a middle of a profile 50 indicative of a center line of the sensed
bearing. FIG. 13A \s a diagram showing respective areas of coverage 35 of
exemplary IR scanning beams within a detection window 51 corresponding to a
sensed bearing wherein 2 of 4 scanning beams fall within the window 51. By
utilizing the coverage of the 4 scan beams and dynamically selecting beams with best
coverage based on detected heat signatures, a bearing temperature profile may be
captured by at least one of the beams regardless of variations in truck positioning. For
example, when scanning the inner bearing 20 of FIG. 12, at least some of beams
intersect the inner bearing 20, while others of the beams not intersecting the bearing
20 may be ignored. FIG. 13B shows an exemplary graph of a sensed temperature
profile corresponding to the areas 35 scanned in FIG. 13A.
10

WO 2006/062889 PCT/US2005/04J898
In another aspect the invention depicted in FIG. 3, sharp peak profiles 68 relative to
an overall detected temperature profile 50, for example, within a window, may be
eliminated as being potentially erroneous readings. Such peak profiles 68 may be
indicative of parasitic radiation or a reflection and may need to be filtered to allow an
accurate determination of bearing temperature. For example, relatively sharp peaks
profiles 68 may be identified by setting a threshold for variations in values of a series
of samples over a predetermined time period and eliminating any data that indicates a
peak profile 68 that is undesirably sharp compared to the overall detected temperature
profile 50.
In yet another aspect of the invention, heat sources near a well bearing being sensed,
such as exhaust pipes, generators, and suspension components, may interfere with a
temperature measurement of the bearing, possibly resulting in detecting an out of
range temperature value for the bearing when in fact the bearing temperature is within
a desired range. An improved train wheel bearing sensing system includes an IR
radiation profile recognition process to identify a component of interest for a
temperature measurement. The IR radiation profile recognition process correlates
received IR energy to a known bearing configuration, and to filter out, for example,
spurious or other IR energy not generated by the bearing configuration being sensed.
For example, in FIG. 1, memory 42 may be configured for storing a plurality of
known radiation profiles or parameters indicative of radiation profiles for respective
bearings or axle profiles that are expected to be sensed by the system 10. The
processor 40 may be configured for comparing IR data received from the sensors 12,
14 and accessing the memory 42 to correlate received IR data to a known profile or
parameters indicative of a known profile to determine if a received IR profile matches
a known profile. For example, the processor 40 may use curve matching techniques
to compare curved portions of a known profile to portions of received profile to
determine if the received profile matches a known profile. In another aspect, digital
signal processing techniques, such as a Fast Fourier Transform, may be performed on
the received signal to compare transformed parameters to known parameters.
FIG. 4 shows an exemplary IR profile for a "W" type bearing heat signature. Known
bearing profiles stored in memory 42 may be compared to the received profile 50 to
11

WO 2006/062889 PCT/US2005/0-I3898
verify that the received profile 50 is an accepted profile for making a bearing
temperature measurement. Once a valid profile type is identified, the profile 50 may
be checked to determine if it exceeds an alarm threshold 66. Portions 63, 64 of the
received profile outside the window 51, potentially indicative of other IR sources
besides the bearing, may be disregard before making a comparison. If a received
profile does not match a known profile, the measurement may be disregarded or
flagged for further investigation.
In another aspect of the invention, emission data received from each of the plurality of
sensing elements 29 for the same bearing may be compared to each other to assess a
validity of each of the IR profiles provided by the respective sensing elements 29. For
example, if one or more IR profiles received from sensing elements 29 of a sensor
includes IR energy components in addition to IR energy from a sensed bearing, (such
as IR energy radiated by a gearbox adjacent to the sensed bearing) the IR profiles
including non-bearing components may be filtered out by using pattern recognition
techniques.
In yet another aspect of the invention, gradients 70, 72 of a profile 50 may be
measured to determine if an IR radiation measurement includes an IR component
from another source. For example, brake disks positioned near wheel bearings are
known to cause the gradients 70, 72 a known IR profile 50 at the edges 74, 76 of the
evaluation window 51, to be different than expected for the known profile. If one or
more gradients 70, 72 appear to be different than expected for a certain profile, then
the received profile may be normalized to remove the effects of other IR components
and matched to a known profile to make a bearing temperature determination.
FIGS. 7-10 illustrate exemplary conditions of a train wheel and the corresponding IR
signal profiles that may be obtained from one embodiment of a train wheel bearing
measurement system. For example, blockage of a portion of the wheel bearing and/or
heat pipes and lubricant leakage may result in the IR profiles as shown in the IR
output signal plot of FIG. 7, where each curve represents the output from a respective
sensing element. Sun reflections and/or overheated outer disk brakes may result in
the IR profiles as shown in the IR output signal plot of FIG. 8. Flying sparks from
12

WO 2006/062889 PCT/US2005/043898
sliding wheels may result in the IR profiles as shown in the IR output signal plot of
FIG. 9. For an inner bearing, the gear box and retaining parts may interfere with the
inner bearing measurement producing the IR profiles as shown in the IR output signal
plot of FIG. 10. Using the techniques described previously, such as windowing, peak
detection, gradient detection, and pattern recognition, an actual bearing temperature
may be extracted from the IR signal profiles.
In another aspect of the invention depicted in FIG. 14, specific portions of a bearing
may be detected to analyze a heat signature for the bearing. For example, as shown in
FIG. 14, specific bearing raceways, such as inner raceway 110 of an outer bearing 18,
may be targeted so that portions 33 of IR emissions corresponding to such
components are received by a sensor for analysis. Heat profile information for the
sensed portion may be used to pinpoint that portion of a bearing for inspection or
repair. In yet another aspect of the invention, the information gathered via IR
detection may be analyzed to implement impact and load detection, using for
example, pattern recognition techniques of the received profiles 50.
In another aspect of the invention, information acquired using the system 10 may be
combined with information from other sources to verify and enhance rail
undercarriage component health condition analysis. For example, information
collected by other sensors, such as a rail deflection sensor 41, may be associated with
corresponding IR emission information collected by the system 10 indicative of a hot
bearing condition may be used to verify detection of the condition. The association
may be performed in the processor 41 or at a remote location, such as in the monitor
46.
Based on the foregoing description, the methods described may be implemented using
computer programming or engineering techniques including computer software,
firmware, hardware or any combination or subset thereof, wherein the technical effect
is to determine a condition of a rail vehicle undercarriage component exhibiting a
scanned waveform signature corresponding to a type of the component in response to
being scanned by a sensor. Any such resulting program, having computer-readable
code means, may be embodied or provided within one or more computer-readable
13

WO 2006/062889 PCT/US2005/0-I3898
media, thereby making a computer program product, i.e., an article of manufacture,
according to the invention. For example, computer readable media may contain
program instructions for a computer program code for processing received imaging
data indicative of images acquired in a vicinity of a locomotive. The computer
readable media may also include a computer program code for processing received
location data indicative of a geographic location of the locomotive when the images
are being acquired. In addition, the computer readable media may include a computer
program code for accessing a railroad landmark database comprising a plurality of
railroad landmarks associated with respective geographic locations constituting
landmark tags to correlate the landmark tags with the imaging data and the location
data to generate landmark correlated image data.
The computer readable media may be, for example, a fixed (hard) drive, diskette,
optical disk, magnetic tape, semiconductor memory such as read-only memory
(ROM), etc., or any transmitting/receiving medium such as the Internet or other
communication network or link. The article of manufacture containing the computer
code may be made and/or used by executing the code directly from one medium, by
copying the code from one medium to another medium, or by transmitting the code
over a network.
One skilled in the art of computer science will be able to combine the software
created as described with appropriate general purpose or special purpose computer
hardware, such as a microprocessor, to create a computer system or computer sub-
system embodying the method of the invention. An apparatus for making, using or
selling the invention may be one or more processing systems including, but not
limited to, a central processing unit (CPU), memory, storage devices, communication
links and devices, servers, I/O devices, or any sub-components of one or more
processing systems, including software, firmware, hardware or any combination or
subset thereof, which embody the invention.
When mounted in railroad sleeper 24 of FIG. 1, the system 10 may be subject to
vibration and mechanical stresses as a train travels over the sleeper 24. FIG. 5
illustrates a cross section of the sleeper 24 taken along line 5-5 and shows an
14

WO 2006/062889 PCT/US2005/043898
improved suspension 88, partially cut away, for the system 10 mounted within the
sleeper 24. The sleeper 24 may comprise a hollow shell portion 80 having a mounting
cavity 84 and a cover 82 attached, for example around a top edge 86 shell 80. The
suspension 88 suspends a carrier 90 to which the components of the system 10, such
as sensors 12, 14 (not shown) may be attached, and isolates the carrier 90, and any
system components attached thereto, from vibration and shock.
In an aspect of the invention, the suspension 88 includes a cover attachment portion
92 attached to the cover 82, a carrier attachment portion 94 attached to the carrier 90,
and a deformable element 96 disposed between the cover attachment portion 92 and
the carrier attachment portion 94 for allowing relative movement between the portions
92 and 94. The deformable element 96 element may be attached to the either or both
of the portions 92 and 94.
In an embodiment depicted in FIG. 6, the deformable element 96 comprises a tubular
element, such as a spring, which is deformable, for example, in cross section from a
circular cross section 98 to an oval cross section 100 (indicated by the solid line oval)
biased against a force 102 applied via the cover attachment portion 92. The
suspension 88 may include a deformation limiting member 104, for example, partially
enclosing the deformable element 96 to limit an amount of deformation experienced
by the deformable element 96. In an embodiment, the deformation limiting member
104 may comprise a "C"-shaped cross sectional shaped member having a size selected
to limit a deformation of the deformable element 96 to a desired amount. The
deformable element 96 may be attached to the cover attachment portion 92, the carrier
portion 94, or both portions 92, 94 to allow movement of the portions 92, 94 relative
to one another.
While the invention has been described in what is presently considered to be a
preferred embodiment, many variations and modifications will become apparent to
those skilled in the art. Accordingly, it is intended that the invention not be limited to
the specific illustrative embodiment but be interpreted within the full spirit and scope
of the appended claims.
15

WO 2006/062889 PCT/US2005/043898
WHAT IS CLAIMED IS:
1. A system for sensing a condition of a rail vehicle undercarriage component
comprising:
a sensor comprising an array of infrared sensing elements, each of the elements
aimed at a different region o.f a target area of a rail vehicle undercarriage component
to generate respective scanning waveform signature data corresponding to each
different region, the sensor oriented so that at least one of the elements receives
unobstructed infrared emissions from the undercarriage component of a rail vehicle
passing the sensor;
a memory for storing characteristic waveform signature data corresponding to known
undercarriage components; and
a processor in communication with the sensor and the memory for processing the
scanning waveform signature data with respect to the characteristic waveform
signature data stored in memory to identify a type of the rail vehicle undercarriage
component being scanned and to extract information indicative of a health condition
of the rail vehicle undercarriage component being identified.
2. The system of claim 1, further comprising a wheel sensor generating wheel
passage data for use by the processor to correlate wheel position with the scanning
waveform signature data.
3. The system of claim 1, further comprising a rail deflection sensor generating
rail deflection data for use by the processor to correlate sensed rail deflection with the
scanning waveform signature data.
4. The system of claim 1, further comprising a transmitter for transmitting health
information to a device remote from the processor.
5. The system of claim 4, wherein the transmitter comprises a receiver for
receiving information from the remote device.
6. The system of claim 1, further comprising a database in communication with
16

WO 2006/062889 PCT/US2005/043898
the processor for providing train reference information for a train being scanned by
the system.
7. The system of claim I, wherein the sensor is disposed to aim the elements at
an acute angle with respect to an orientation of the component of the rail vehicle
undercarriage.
8. The system of claim 7, wherein the component comprises an outer wheel
bearing of a rail wheel axle.
9. The system of claim 7, wherein the component comprises a wheel face of a
rail wheel.
10. The system of claim 1, wherein the sensor further comprises a calibration
element receiving infrared radiation from a temperature standard for use in calibrating
the other elements of the sensor.
11. The system of claim 1, wherein the different regions at least partially overlap
one another.
12. A method for determining a condition of a rail vehicle undercarriage
component exhibiting a scanned waveform signature corresponding to a type of the
component in response to being scanned by a sensor, the method comprising:
acquiring scanned waveform signature data corresponding to a rail vehicle
undercarriage component being scanned by a sensor;
identifying a type of the rail vehicle undercarriage component based on the received
scanned waveform signature data; and
processing the acquired scanned waveform signature data to determine a condition of
the component based on an identified type of component.
13. The method of claim 12, wherein identifying a type of the rail vehicle
undercarriage component comprises comparing the acquired scanned waveform
signature data to at least one of a plurality of known characteristic waveform
17

WO 2006/062889 PCT/US2005/043898
signatures.
14. The method of claim 12, wherein processing the acquired scanned waveform
signature data comprises filtering the data to remove information not characteristic of
the identified type.
15. The method of claim 12, wherein processing the acquired scanned waveform
signature data comprises determining when a portion of the data exceeds a preset
threshold.
16. The method of claim 12, wherein processing the acquired scanned waveform
signature data comprises correlating a sensed rail wheel position with corresponding
waveform signature data acquired for undercarriage components associated with the
wheel.

17. The method of claim 16, further comprising generating a window of desired
waveform signature data based on a correlation of the sensed rail wheel position with
the corresponding scanned waveform signature data.
18. The method of claim 17, further comprising ignoring portions of the scanned
waveform signature data outside the window.

19. The method of claim 17, wherein the rail vehicle undercarriage component
being scanned comprises a wheel, a wheel bearing, or an axle.
20. Computer readable media containing program instructions for determining a
condition of a rail vehicle undercarriage component exhibiting a scanned waveform
signature corresponding to a type of the component in response to being scanned by a
sensor, the computer readable media comprising:
a computer program code for acquiring scanned waveform signature data
corresponding to a rail vehicle undercarriage component being scanned by a sensor;
a computer program code for identifying a type of the rail vehicle undercarriage
component based on the received scanned waveform signature data; and
18

WO 2006/06288!) PCT/US2005/043898
a computer program code for processing the acquired scanned waveform signature
data to determine a condition of the component based on an identified type of
component
21. A method for determining a condition of a rail vehicle undercarriage
component comprising:
scanning a rail vehicle undercarriage component with an array of sensors, each sensor
aimed at a different region of a.scanned target area of the component, to generate
respective scanned waveform signature data corresponding to each different region;
processing the data to identify a type of the rail vehicle undercarriage component
being scanned; and
filtering the data according to an identified type of the component to remove
information not characteristic of the identified type.
22. The method of claim 21, wherein filtering comprises truncating information
corresponding to an undesired region of the target area.
23. The method of claim 21, wherein the different regions at least partially overlap
one another.
24. A suspension apparatus for a hollow railway sleeper housing rail wheel
undercarriage sensing equipment, the sleeper having a shell defining an equipment
suspension cavity; a cover enclosing the equipment suspension cavity; and an
equipment carrier disposed within the cavity, the suspension apparatus comprising:
a cover attachment portion for attachment to the cover;
an equipment carrier attachment portion spaced away from the cover attachment
portion for attachment to the equipment carrier; and
19

WO 2006/062889 PCT/US2005/043898
a deformable element disposed between the cover attachment portion and the
equipment carrier attachment portion for allowing relative movement between the
cover and the equipment carrier so that the equipment carrier is isolated from
vibration and shock imparted to the sleeper.
20
25. The suspension apparatus of claim 24, wherein the deformable element
comprises a radially deformable tubular element longitudinally disposed between the
cover attachment portion and the equipment carrier attachment portion.
26. The suspension apparatus of claim 25, wherein the radially deformable tubular
element comprises a spring.
27. The suspension apparatus of claim 24, further comprising a limiting member
limiting deformation of the deformable element.
28. The suspension apparatus of claim 24, wherein the limiting member
comprises a tubular member having a "C" shaped cross section longitudinally
disposed partially around the deformable element.

A system (10) for sensing a condition of a rail vehicle undercarriage component (e.g.
18) includes a sensor (e.g. 12) comprising an array of infrared sensing elements (29).
Each of the elements may be aimed at a different region of a target area (e.g. 32) of a
rail vehicle undercarriage component to generate respective scanning waveform
signature data corresponding to each different region. The sensor may be oriented so
that at least one of the elements receive unobstructed infrared emissions (e.g.33) from
the undercarriage component of a rail vehicle passing the sensor. The system also
includes a memory (42) for storing characteristic waveform signature data
corresponding to known undercarriage components. In addition, the system includes a
processor (40) for processing the scanning waveform signature data with respect to the
characteristic wave form signature data stored in memory to identify a type of the rail
vehicle undercarriage component being scanned and to extract information indicative of
a health condition of the rail vehicle undercarriage component being identified.