Railway voltage monitoring system
FIELD: railway transport.
SUBSTANCE: this invention covers rail voltage monitoring system. This system includes a sensor unit which additionally includes a sensor to be installed directly on a rail length. The proper sensor includes a flat metal pad and at least one or more sensors installed at one side of such pad. Usually, the sensors are strain gages installed on the pad in a specific pre-set configuration. At least one data collection module is electrically connected to the sensor, and a data processing module receives and processes data collected by data collection module.
EFFECT: high measuring accuracy of rail operational characteristics.
29 cl, 10 dwg
CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims the priority of patent application U.S. No. 11/552386, filed October 24, 2006 and entitled "System for monitoring voltages for Railways", which is a partial continued application of the patent application U.S. No. 10/899265 filed July 26, 2004 and entitled "System and method for determining the limits of safety on railway transport".
The technical FIELD TO WHICH the INVENTION RELATES.
The described systems and methods, in General, relate to the infrastructure of information processing for monitoring the longitudinal stresses in welded steel train paths ("CWR"). More specifically described systems and methods relate to the processing of the sampled voltage levels to determine the limits of the security rails.
Over the last forty years on the stage of implementation was made efforts to eliminate the mechanical connection to the railroad tracks. These efforts greatly affect the design of the rails having a jointless tracks by welding or other connection ends spaced at a small distance sections of rails, forming a structure, sometimes referred to as welded rail path. Technology that links the data with the design of the track CWR, in the prior art known.
Since all sections of rails welded railway track connected, welded railway track may be particularly sensitive to changes in ambient temperature at the track and in the environment, such as seasonal fluctuations in ambient temperature, leading to fluctuations in the temperature of the rails. In areas with a tropical climate ranges between the extreme values of temperature, in General, are moderate, that does not create a significant problem for rail systems. However, in areas with temperate climates, such as the United States of America, Asia, Australia and Europe, the extreme ranges of temperatures are sufficient to cause catastrophic due to temperature, the destruction of rail systems, including such destruction, a gap between the rails and the buckling of the rails, as will be described later.
For example, loose rail link welded rails 100-mile length in some areas of temperate climate can undergo a change in length of more than 600 feet from one seasonal temperature extremes to the other. By attaching rail to rail sleepers changes in full length rails can be considerably the degree prevented, but instead inside rail are created resulting limited longitudinal tension.
When the segments of the rails of railway track CWR initially establish and attach it to the roadway, each of the rails has zero longitudinal stress. The temperature at which has welded railway track, sometimes referred to as the neutral temperature of the rail ("RNT").
When the ambient temperature at the rail falls below RNT, within each segment of rails continuous welded rail train paths are created longitudinal tensile stress due to a larger thermal expansion coefficient metal rails relative factor underlying the roadway. If the difference between the low ambient temperature in rails and RNT is the extreme tensile stresses in the rails can potentially achieve sufficient magnitude to actually cause the rupture segments of rails in one or both of welded rails. Fortunately, the destruction of the gap can be easily detected by establishing electrical track circuits using the rails as part of a conductive path, which becomes "disconnected", if one of the rails continuous welded rail train path is broken.
Similarly, when the ambient so the temperature value at the rail rises above RNT, within each of the rails continuous welded rail train paths are created squeezing effort. If the difference between the high temperature environment of the rails and RNT is the extreme compressive forces in the rails can potentially achieve sufficient magnitude to actually cause warping of the rail link. The compressive force required to cause a specific rail to warping, depends on a number of factors, including the absolute temperature difference between the ambient temperature at the rails and RNT and, for example, the condition of the ballast.
Such warping, first considered as random and unpredictable, is the main source of crashes. The ability of trains to overcome the lateral displacement of the rail link, which is typical for warping the tracks is minimal. As a result, the buckling of the rails is, essentially, a greater risk of collapse than the gap of the rail, because the first cannot be detected using conventional track circuit.
Although there have been developed various methods, systems and devices to measure and/or determine the longitudinal stress in the rail welded rail track, none of them is used to accurately determine whether there is a section of seamless no the road ways within specific limits in terms of security. Therefore, there is a need for systems and methods that are aimed at overcoming the shortcomings of recognition of the stresses in the rails of the prior art, and provide a more accurate determination of the performance of rails in predetermined ranges of safety on railway transport.
The following description provides the essence of exemplary embodiments of the present invention. This entity is not a comprehensive overview and is not intended to identify key or critical aspects or elements of the present invention or the expression of its volume.
In accordance with one aspect of the present application disclosed an exemplary method of determining the limits of safety on railway transport. An exemplary method includes defining target neutral temperature of the rail to land jointless tracks. The method also includes monitoring a longitudinal tension to the plot jointless tracks and monitoring the ambient temperature in the rails for the site jointless tracks. The method further includes determining this neutral temperature of the rail on the basis of the longitudinal voltage and ambient temperature at the rails. In accordance with an exemplary method this is based on neutral temperature of the rail is compared with the target neutral temperature of the rail, to determine whether there was a destruction of a site of jointless tracks, and communicates an alert if the difference between this neutral temperature of the rail and the target neutral temperature of the rail is within a predetermined range. Also disclosed an exemplary device for implementing this method.
In accordance with the second aspect of the present application disclosed an exemplary method for determining the limits of safety on railway transport. An exemplary method includes monitoring the ambient temperature in the rails for the site jointless tracks and monitoring of longitudinal tension to the plot jointless tracks. The method also includes determining a neutral temperature of the rail to land jointless tracks and determination of the yield strength of the ballast supporting a section of track. The method further includes determining a threshold high temperature warpage associated with the section of rails. Threshold high temperature warpage depends on the yield strength of the neutral temperature of the rail and the longitudinal strain for sections of rails. In accordance with an exemplary method, the ambient temperature of the rails is compared with the threshold value of viscotemp the temperature warpage, to determine the temperature difference, and reported an alert if the temperature difference is within a predetermined range. Also disclosed an exemplary device for implementing this method.
In accordance with a third aspect of the present application disclosed an exemplary system for monitoring sites rails. The system includes multiple devices monitoring voltages sections of rails and at least one receiver communicating with multiple devices for monitoring voltage rails. The receivers are to receive data on the voltage rails from the device monitoring voltage rails. The receivers also apply to transfer data on the voltage rails in the processing device voltage rails. The processing device voltage rail is connected to the receivers and valid for assessment of data on the voltage rails. Device monitoring voltage rails additionally acts to alert about the danger, based on the voltage rails.
In accordance with the fourth aspect of the present application disclosed an exemplary monitoring system voltage rails. This system includes a module sensitive elements, which additionally includes a sensor that is ispolnen with the possibility of setting right on the rail link. The sensor additionally includes, in General, a flat metal strip and at least one and usually two sensitive element installed on one side of the strip. Sensitive elements are typically strain gauges, which are mounted on a strip in a specific, predefined configuration of the so-called "herringbone"pattern. At least one data collection module is in electrical communication with the sensor and the data processing module receives and processes the information collected by the data collection module.
Additional features and aspects of the present invention will become apparent to experts in the art from reading and understanding the subsequent detailed description of exemplary embodiments. As you will appreciate, possible additional embodiments of the invention without going beyond the scope and essence of the invention. Accordingly, the drawings and the related description is to be regarded nature as illustrative and not as restrictive.
BRIEF DESCRIPTION of DRAWINGS
The accompanying drawings, which are incorporated in the application materials and form part of, schematically illustrate one or more exemplary embodiments of the invention and together with the General description given above and detailed op is a description, below, serve to explain the principles of the invention and in which:
figure 1 - schematic representation illustrating an exemplary network welded railway track in accordance with the systems and methods described in this application;
figure 2 - schematic representation illustrating an exemplary relationship between some components 1;
figure 3 is a chart illustrating the dependence of the longitudinal voltage rails from the temperature difference between the neutral temperature of the rail and the ambient temperature at the rails;
4 is a diagram of a longitudinal voltage and RNT for rail link CWR;
5 is a flowchart of a process illustrating the first exemplary methodology for determining the limits of safety in railway transport;
6 is a flowchart of a process illustrating a second exemplary methodology for determining the limits of safety in railway transport;
7 is a generalized schematic representation of exemplary variant of the implementation of the system for monitoring the voltage rails in accordance with the present invention and a generalized top view of internal components of the sensor of the present invention;
Fig is a perspective view an exemplary case for the collected version of the sensor nastasemarian;
Fig.9 is a perspective view of a rail link, which was set to the approximate variant of the implementation of the module is sensitive elements of the present invention; and
figure 10 is a stylized illustration of a reading specialist with an approximate variant of the implementation of the module is sensitive elements of the present invention.
DETAILED description of the INVENTION
Now will be described exemplary embodiments of the present invention with reference to the drawings. The reference positions are used throughout the detailed description to refer to different items and designs. For purposes of explanation in the detailed description formulated numerous specific details in order to contribute to the full understanding of this invention. However, it should be understood that the present invention can be implemented without these specific details. In other cases, known structures and devices are shown in the form of a flowchart for the purpose of simplification of the description.
Consider figure 1, which illustrates a schematic representation of an exemplary network 100 welded rail track. Illustrated network 100 welded rail track includes many sections of the rails CWR, such as stations 105, 110 and 115 rails. Lots of rail put the th CWR create a route between some nodes, such as the route between the nodes 120 and 125. Some of the sections of the rails CWR, such as section 115 rails include a device monitoring voltage rails, such as device 140 monitoring voltage rails. Each device monitoring voltage rails is intended to measure or determine otherwise the magnitude of the internal stresses within the section of rails and the communication of the internal voltage to the processor 130 for processing the voltage rails.
Refer now to figure 2, which is illustrated in more detail view of certain components of the network 100 welded rail track. As shown, the monitor 140 of the voltage rails corresponding to the section rails 115, determines the internal voltage plot rails 115 and transmits the data on the voltage rails in the processor 130 for processing voltage rails through the tower 210 signaling.
Of course, the illustrated means of communication is just one example of the variety of ways to communicate monitors voltage rails, such as a monitor 140, processor 130 for processing the voltage rails. Examples of other means of communication include, for example, a direct wired connection, satellite, RF, cellular, any other form of wireless communication, and Internet communication. Note the market another means to transmit monitored data from the monitor 140 to the processor 130 for processing voltage rails include passing through autotrain and collect data manually from the monitor 140 train staff together with subsequent manual entry of such data to the processor 130 for processing the voltage rails.
Data collected and reported by the monitor 140, include the measured longitudinal voltage plot CWR track or rail link CWR. Other data that can be collected and reported by the monitor 140 includes, for example, the ambient temperature of the rails, the temperature of the rails, the date, time, vibration and RNT.
Referring now to figure 3, note that it presents an exemplary diagram illustrating the dependence of the longitudinal voltage rails from the temperature difference between RNT and ambient temperature at the rails. As illustrated on the drawing is a diagram of the temperature rails in degrees Celsius on the horizontal axis and the corresponding representation of the voltage rails in degrees Celsius on the vertical axis. Although the voltage rails are usually present in such units, such as pounds per square inch, the present application recognizes that the representation of the voltage rails in units of degrees greatly simplifies the understanding of the mutual dependencies between the voltage rails, temperature of the environment in rails and RNT. According to the diagram in figure 3 voltage rails in degrees Celsius can be determined in accordance with the trail of the overall formula.
HP - voltage rails (in degrees Celsius),
RNT - neutral temperature of the rail (in degrees Celsius),
CBT - temperature environment of the rails (in degrees Celsius),
In other words, the voltage rails, as shown by the chart in figure 3 is that the voltage rails (HP) is the number of degrees that the temperature of the environment in rails (HP) differs from the neutral temperature of the rail (RNT). This linear relationship is depicted by the reference position 350. Horizontal dependence is depicted by the reference position 360, represents the voltage unbound section of the rail. Due to an unrelated condition section of the rail, regardless of the ambient temperature at the rail voltage rail is zero. In other words, RNT unrelated rail is always equal to the ambient temperature at the rail.
In the field 305 illustrated example, where the temperature of the rail below the RNT, the rail is under tensile stress, which tends to lead to destruction break the rail. Voltage rail in region 310, which is higher than its RNT, is the compressive stress of the rail, which tends to lead to the destruction of the warping path. By definition RNT 315 can be determined using the chart, identifying the point is, where is the zero voltage rail. In the illustrated diagram RNT 315 for a rough track CWR is 30 degrees Celsius.
Refer now to figure 4, which illustrates a graph showing the RNT and longitudinal stress, in degrees Fahrenheit, rail link CWR for some period of time. The first section of the chart, as indicated by reference positions 405 and 410, is testimony taken before attaching rails CWR to the rest of the track. As illustrated RNT varies with the ambient temperature at the rails throughout the day. Illustrated in a similar manner, subject to the monitoring voltage in degrees Fahrenheit, also expressed as the difference between the ambient temperature at the rails and RNT is zero. These readings indicate that the rail link CWR no longitudinal voltage that corresponds to the unbound state rail CWR to install.
In the reference position 415, that is, the point at which the CWR rail link, are illustrated more permanent testimony RNT approximately 100 degrees. Similarly, in the reference position 420 chart depicts the steep increase in the magnitude of the peak night of the longitudinal voltage rail, which remains constant for some time about 30-40 degrees is. This sudden increase and positive (tensile) stress value of the rail corresponds to the welding of the two ends of the rails together and re-fixing of rails to cross ties. The resulting loads are transferred to the ballast, leaving the rail in the fully bound state.
In the reference position 430 shows a steep increase in the longitudinal voltage rails and the corresponding decrease in RNT in the reference position 425. Theoretically, once the rail link CWR is linked, RNT must remain constant throughout the service life of rail link CWR. Practically, however, RNT can be affected by many factors. Some changes in the RNT can be temporary, while others may be permanent. For example, the ballast supporting rail link CWR can adjust after some time, forcing rail link CWR move or otherwise change its position. Such adjustment, usually due to entropy and/or other natural forces, can relieve tension rail link CWR. The lowered voltage level affects RNT up until the rail link CWR remains in the displaced position.
In the reference position 425 chart illustrates the decrease in RNT approximately 80 degrees Fahrenheit, and it is not able to return back to 100 gr is dusam Fahrenheit during the rest of the time monitoring. Such changes in RNT for some time can provide plastic or elastic changes in the plot rails. In General, the shift rail and sleepers in ballast is the primary source of loss of RNT. To restore proper RNT need local alignment rail link or deleting segments of the rail.
In the reference position 435 seems as if some factor influenced subjected to monitoring RNT rail link CWR. From the provided data, it is unclear whether the change RNT in the reference position 435 of plastic or elastic change. From the provided data (curve with one percent slope) change RNT at position 435 is reduced in radius curve using sliding sleepers in ballast. The resulting increase RNT in the reference position 440 looks like from moving downhill slope rails and some compressive loads with increasing ambient temperature. Of course, changes in the positions 435 and 440 could be unrelated elastic changes that just happen in opposite orientations.
Monitoring levels of one strain does not provide the same breadth of information regarding the status of any particular rail link CWR. Predictive and/or preventive advantages of the present invention are obtained through the collection and/is whether the analysis of longitudinal voltage, the ambient temperature at the rails, RNT, and in some cases the condition of the ballast. Analysis of these data provides the ability to predict the States of the service or the so-called "mitigated" destruction and safety conditions, or so-called "catastrophic" damage.
5 is a flowchart of a process illustrating the first exemplary methodology 500 for processing equipment voltage rails, with the aim of identifying restrictions on the conditions of safety on railway transport for each leg of rails welded rail track, such as track 105 CWR rail system 100. In accordance with an exemplary methodology in block 505 is identified target RNT for the particular section of the welded rails. Longitudinal voltage sections of rails is monitored in block 510, and the ambient temperature at the rails of this section of track is monitored in block 515. In an exemplary rail network 100 illustrated in figure 1, such longitudinal voltage and ambient temperature at the rails are subjected to monitoring device 140 monitoring of voltage rails and transmitted to the processor 130 for processing the voltage rails. Using the ambient temperature of the rails and the longitudinal voltage sections of rails in block 520 determines the tsya real RNT, giving the dependence illustrated in figure 3.
Methodology in block 525 provides a comparison of the present RNT with the target RNT to obtain the temperature difference, which may be indicative of a distortion of the rails or other destruction. If the temperature difference is within a predetermined range (block 530), reported an alert (block 535), indicating a potential safety issue associated with a predefined range. Of course, the predetermined range may be defined as a range that does not have defined borders, for example, when the temperature difference exceeds or crosses a predetermined threshold value, then the temperature difference, as it is within a predetermined range. This value is pre-defined threshold can be crossed either in a positive or in a negative direction.
6 is a flowchart of a process illustrating a second exemplary methodology 600 for processing equipment voltage rails, with the aim of identifying restrictions on the conditions of safety on railway transport for each leg of rails welded rail track, such as track link 105CWR in the track system 100. In accordance with an exemplary methodology in block 605 is monitored or otherwise, is determined by the longitudinal voltage and ambient temperature at the rails for the particular section of the welded rails. In an exemplary rail network 100 illustrated in figure 1, is a longitudinal voltage is monitored device 140 monitoring of rails and transmitted to the processor 130 for processing the voltage rails. The neutral temperature of the rail for a section of track is determined in block 610, using the ambient temperature at the rails and the longitudinal voltage sections of rails, given the dependence illustrated in figure 3.
In block 615 is determined by the yield strength of the ballast supporting section welded rails, as in block 620 determines the threshold value of the high-temperature distortion on the basis of data collected in blocks 605, 610 and 615. Threshold high temperature warpage can be determined in accordance with the mathematical function of such data or on the basis of the lookup table, using the data collected in blocks 605, 610 and 615, as the index in the table. The lookup table can be populated based on historical data destruction rails, collected under particular conditions associated with these indices. The methodology provides in block 625 with Auntie RNT to a threshold temperature warpage, to obtain the temperature difference. If the temperature difference is within a predetermined range (block 630), reported an alert (block 635), indicating a potential safety issue associated with a predefined range.
Accordingly, the present application describes methods, devices and systems for identifying safe limit of CWR track, based on temperature and voltage rails. Watching the current of the neutral temperature of the rail, the ambient temperature of the rails and the longitudinal stress in the rail, it is possible to determine the yield strength of the ballast supporting rail link, particularly at bends. Watching this yield stress under different conditions and using analytical models to RNT can be added to the yield strength or adjusted the value to set the threshold high temperature warpage for maintenance purposes associated with the transfer of signals or changes in the movement of trains up until the above conditions will not be weakened. Examples of analytical models that can be used include model provided in accordance with the guide track, the models created on the basis of the actual from Areni track for a period of time, and mathematical models, such as models, created by the U.S. Department of transportation.
Factors potentially influencing the yield strength of the rail link within the ballast include curvature, elevation of the outer rail, the type and condition of the ballast, the width of the slope of the ballast section, the eccentricity of the alignment rails, the size of the sleepers, weight and spacing. Using this method, almost all of these factors are adapted so that they were within the observed behavior of the system in a way that economically not duplicated by other means. As described, the lookup table with the curvature of the rails and other factors can be used to customize stock reliability at an acceptable level for the established practice on the Railways.
Let us turn now to Fig.7-10, which illustrates the various components and subcomponents of the system of monitoring of the voltage rails of the present invention. As shown in Fig.7, the approximate variant of the implementation of the system 710 monitoring voltage rails includes electrical and/or digital communication with each other, the module 720 of the sensing element, the sensor 730, module 740 and data collection module 750 data. As shown in Fig.9, the module 720 sensitive elements are usually installed right the and rail link 760, and it includes a protective housing 721 and rail fastening 722 for fastening module 720 sensitive elements on the rail. Cover 723 can be removed to access the internal source 724 power supply, which is typically a battery. Access to the internal power source, thus making removal from the rail the whole module 720 sensitive elements is not required.
In an exemplary embodiment, the sensor 730, which is referred to as "thin-film flexible circuit, is used to detect, measure and monitor the voltage, i.e. for biaxial deformation experienced by the rail 760 under certain environmental conditions. This voltage is detected and measured by two sensors 734 that are installed using epoxy or other means, in total, on a flat, thin metal strip 731, thus defining a region 733 perception on the strip 731. In an exemplary embodiment, the gasket 731 has a length of approximately one inch (2.54 cm) and a width of approximately 0.5 inches (1.27 cm) and includes a foil of relatively heavy metal (e.g. tin). In addition to sensing elements 734, which are typically strain gauges, some embodiments of this image is the shadow include additional, various sensors such as temperature sensors. On the strip 731 can be defined perimeter 732, and may be included rubberized material to provide a protective coating over the entire area 733 perception. Fig provides an illustration of the assembled sensor 730, which includes a protective coating 738.
In an exemplary embodiment, the sensing elements 734 are commercially available strain gauges (Hitec Products, Inc., Ayer, MA), each of which includes two active receiving element installed at right angles to each other (Fig.7)to form symmetrical on the side of "V"-shaped configuration, referred to as configuration "herringbone"pattern. As shown in Fig.7, the open ends of the two V-shaped sensing elements facing each other on the strip 731 and oriented orthogonal to the deformations of interest to the deformation experienced in the field of rail 760. As should be clear to experts in the field of technology, there are often difficulties associated with the transfer of warping through a thin source material strip. In particular, deformation can cause local buckling of the strip, resulting in deformation, which is somewhat different from the deformation of an indigenous design. This is, in General, is not a problem with odnosnikach, whereby the longitudinal axis of the sample for testing is in the same direction as that of the receiving element. Using the configuration tree and orienting the receiving elements orthogonal deformations of interest, the gasket, in General, place with shear force and presumably with more appropriate response to biaxial strain.
Pads 735 for solder and pads 736 attach the power wire leads installed on the gasket 731 in the space located between the two sensors. The number of wires 737 sensitive elements connecting pads 735 for solder from pads 736 attach the power wire leads, which allows you to attach wire 739 to the Central area of the sensor. Configuration interconnects approximate variant implementation provides a "Daisy-chain" the four perceiving elements in a closed system, and this closed-loop system becomes a Wheatstone bridge. As should be clear to experts in the field of technology, the Wheatstone bridge is an electrical circuit used to measure resistance. The Wheatstone bridge usually consists of a common source of electric current such as a battery bat is ray) and galvanometer, which connects the two parallel shoulder, containing four resistors, three of which are known. One parallel shoulder contains a resistor of known resistance and a resistor of unknown resistance; the other is parallel to the shoulder contains resistors of known resistance. To determine the resistance of the unknown resistor, the resistance of the other three resistors regulate and balance up until the current passing through the galvanometer will not decrease to zero. The Wheatstone bridge is also well suited for measuring small changes in resistance and is therefore suitable for measuring resistance changes in the strain sensor, which converts the deformation applied to it, is proportional to the resistance change. In the conventional terminology the findings of the bridge in an exemplary embodiment, designated as Red (+ input power), Black (- power input), Green (Green) (+ output) and White (- output).
Module 720 sensitive elements may be mounted on the rail 760 in accordance with the following exemplary method: choose a General location on the rail, on which there are no factory markings and other pre-existing elements or structures; establish a rail drill or other device drilling on the rail 760 ioresult bolt hole at a predetermined height; grind/Polish the place on the rail 60 (760), where will be placed the sensor 730; sensor 730 weld spot welded or otherwise attached to the rail 760, using a stencil, which accurately positions the sensor 30 (730) relative to the bolt holes and which provides proper orientation relative to the neutral axis of the rail, and the orthogonality of the receiving elements; impose waterproof material (such as silicone RTV material (adhesive sealant vulcanizing at room temperature) over a region 733 reading; and with careful removal of any deformation of the conclusions that connects the sensor 730 module 740 data collection install protective casing 721 so that the mount can be fitted and pulled. As should be clear to experts in the field of technology, module 720 sensitive elements and components you can use other means of fastening or mounting. For example, in other embodiments, the implementation of a strip of composite material bonded to the rail 760 using bystrotverdeyuschie glue or other adhesive means.
When the module 720 sensitive elements is assembled, the sensor 730 is connected to the module 740 data collection, which collects the data generated by the sensor 730, when the system 710. As should be clear to experts in the area and equipment, module 740 data collection typically includes a circuit Board or similar device, usually created from available, commercially available components, although for some applications it can be used in devices made to order. Transmitting means, that is, the antenna 741, connected or otherwise associated with circuit boards and send RF signals to the module 750 data, which is usually located at a distance from module 720 sensitive elements. As shown in figure 10, the module 750 data may include custom-designed reader/interrogator device 751, which uses various techniques known in the art. In an exemplary embodiment, the reader/interrogator device 751 interacts with the modules 720 sensitive elements, transmits data to one or more databases and communicates with the optional, additional device 752 data when a technician or other user of the system 710 monitors the voltage or other conditions experienced by the rail 760. Optional device 752 data processing typically uses wireless means, to communicate with the reader/interrogator unit 751, and may include joint device GRT the expression images for extended functionality.
Although the present invention has been illustrated by description of its exemplary embodiments and while the options for implementation have been described with specific detail, the applicant's intention is not to narrow or in any way to limit the scope of the attached claims in such detail. Specialists in the art should understand its additional advantages and modifications. Therefore, the invention in its broader aspects is not limited to any of the specific details, representative devices and methods, and/or illustrative examples that were shown and described. Accordingly, it is possible to make deviations from such detail without going beyond the scope or entity shared with signs of newness of the concept of the applicant.
1. System for monitoring voltage rails containing:
(a) the module is sensitive elements, and the module sensing elements further comprises
(i) at least one sensor, and at least one sensor configured to establish a right on the rail link, and additionally includes an essentially flat gasket with at least one sensitive element mounted on it, and
(ii) at least one data collection module, nagodawithana communication at least one sensor, and
(b) a data processing module, and a data processing module receives and processes the information collected by at least one data acquisition module to determine the voltage rail.
2. The system according to claim 1, additionally containing the transmitting means being in communication with at least one data acquisition module for data transmission in a data processing extension.
3. The system according to claim 1, additionally containing at least one rail link that can be installed sensor.
4. The system according to claim 1, in which the module is sensitive element further comprises a protective housing for the conclusion of it, at least one sensor and at least one data collection module.
5. The system according to claim 1, in which the module is sensitive elements further comprises an independent source of power.
6. The system according to claim 1, in which at least one sensor further comprises a protective coating, and in which a protective coating placed on the surface that surrounds the at least one sensor element.
7. The system according to claim 1, in which the strip is approximately 1 inch (2.54 cm) in length, approximately 0.5 inch (1.27 cm) in width, and further comprises a metal foil.
8. The system according to claim 1, in which, at IU is e, one sensitive element represents at least one strain sensor and temperature sensor.
9. The system according to claim 1, in which the data processing module further comprises a portable reader and portable processor for data processing.
10. The system according to claim 9, in which the portable reader and portable processor for processing data combined into a single portable unit.
11. Device for monitoring the voltage of the rail containing the module sensitive elements, and the module is sensitive elements additionally includes at least one sensor, and at least one sensor can be installed directly on the rail link, and additionally includes, essentially, flat gasket and at least two of the sensing element installed on one side of the strip in the configuration tree, and at least one sensor configured to communicate at least one data acquisition module, and at least one data collection module configured to communicate with the data processing extension.
12. The device according to claim 11, additionally containing the transmitting means being in communication with at least one data acquisition module for transmitting information to the processing module d is the R.
13. The device according to claim 11, in which the module is sensitive element further comprises a protective housing for the conclusion of it, at least one sensor and at least one data collection module.
14. The device according to claim 11, in which the module of the sensing element further comprises an independent source of power.
15. The device according to claim 11, in which at least one sensor further comprises a protective coating, and in which the protective coating is on the surface, which surrounds the at least one sensor element.
16. The device according to claim 11, in which the strip is approximately 1 inch (2.54 cm) in length, approximately 0.5 inch (1.27 cm) in width, and further comprises a metal foil.
17. The device according to claim 11, in which at least two of the sensing element are strain gauges.
18. The device according to claim 11, in which the data processing module further comprises a portable reader and portable processor for data processing.
19. The device according to p in which the portable reader and portable processor for processing data combined into a single portable unit.
20. Method of monitoring voltage rail, comprising stages, which are:
(a) providing module sensitive elements, and m is module sensitive elements additionally includes, at least one sensor, and at least one sensor can be installed directly on the rail link, and additionally includes, essentially, flat gasket and at least two of the sensing element installed on one side of the strip in the configuration tree, and at least one data collection module, which is connected, at least one sensor;
(b) providing data processing module, and a data processing module receives and processes the information collected by at least one data acquisition module to determine the voltage rail; and
(c) registration and consideration of the information processed by the data processing extension.
21. The method according to claim 20, further containing software tools antenna, which means the antenna is connected, at least one data acquisition module, for transmitting information in a data processing extension.
22. The method according to claim 20, further containing ensuring rail link, on which you can install the sensor.
23. The method according to claim 20, in which the module is sensitive element further comprises a protective housing for making it protects the image of the at least one sensor and at least one data collection module.
24. The method according to claim 20, in which the module is sensitive elements ei is niteline contains an independent source of power.
25. The method according to claim 20, in which at least one sensor further comprises a protective coating, and in which the protective coating is located on the perimeter of the surface that surrounds the at least one sensor element.
26. The method according to claim 20, in which the strip is approximately 1 inch (2.54 cm) in length, approximately 0.5 inch (1.27 cm) in width, and further comprises a metal foil.
27. The method according to claim 20, in which at least two of the sensing element are strain gauges.
28. The method according to claim 20, in which the data processing module further comprises a portable reader and portable processor for data processing.
29. The method according to p in which the portable reader and portable processor for processing data combined into a single portable unit.
FIELD: transportation systems.
SUBSTANCE: some spherical surface, i.e. a planet, is covered with wave linear path of a sinusoidal form along which a vehicle can move. Upper portion of this linear path ie equipped with platforms for vehicle parking in a horizontal position. The linear path comprises concrete rail ties or plates and 5 rails: right, left, middle, electric drive and holdup. Such vehicle comprises 2 semi-wagons coupled by a hookup. Cargo or passenger unit can be wither simple or wide-body, either 1 or 2-level. There is a swiveling device on the vehicle roof. The system includes wagon unit circuit providing wagon code when it passes under a receiver located at the linear path. The system also includes path locking unit, pass permit unit, path tags unit, central station unit, switch unit, vehicle control unit, vehicle recording unit, switch control unit, and signal retransmission unit.
EFFECT: increase of transportation system speed and capacity, long service life and safety operation.
SUBSTANCE: method of a rail road operation includes movement of vehicles on it. The rail road comprises two guide rail tracks formed by rails joined with a gap. The butt end of a giving rail is made with a lift towards the joint at the angle of α1 to the horizontal plane. The butt end of a receiving rail is made with a lift towards the joint at the angle of α2 to the horizontal plane. Angles α1 and α2 are determined with account of a highest value of bending of appropriate rail butt ends in the area of the joint as a vehicle wheel passes along it, as α1> α2 or α2 > α1.
EFFECT: increased safety of traffic on a rail road, reduced power inputs for damage of rails and movable units of railway transport, reduced creepage of rails, lower impact loads and noise affecting a human being and environment, increased rail road and rolling stock service life.
3 cl, 2 dwg
SUBSTANCE: method of a rail road operation includes movement of vehicles on it. The rail road comprises two guiding track rails formed by rails coupled with a gap. End joints of rails adjacent to one gap are made at different angles to a horizontal plane.
EFFECT: increased safety of movement along a rail road, reduced power inputs for damage of rails and mobile units of railway transport, reduced rail crepage, lower impact loads and noise that affect people and environment, increased service life of a rail road and rolling stock.
2 cl, 2 dwg
FIELD: machine building.
SUBSTANCE: structure for holding material in form of solid particles consists of intermediate composite material retained in open cell matrix and of at least one surface layer out of said intermediate material. Intermediate composite material contains material in form of solid particles retained in a support matrix. In essence there is formed a matrix inside the matrix.
EFFECT: prevented deformation of structure of railroad.
29 cl, 19 dwg
SUBSTANCE: method to reduce noise of rail transport wheelsets against rail joints consists in the fact that a joint of one rail is arranged relative to the joint of the other rail at the distance d that ensures phase shift between noise sources π. Impact noise of wheelsets against a joint of a single rail is compensated with an impact of wheels against a joint of the other rail.
EFFECT: increased efficiency in reduction of noise from wheelsets of rail transport against rail joints.
SUBSTANCE: method to reduce noise of rail transport wheelsets against rail joints consists in the fact that a joint of one rail is arranged relative to the joint of the other rail at the distance d that ensures phase shift between noise sources π. Impact noise of wheelsets against a joint of a single rail is compensated with an impact of wheels against a joint of the other rail.
EFFECT: increased efficiency in reduction of noise from wheelsets of rail transport against rail joints.
SUBSTANCE: mobile modular rail-welding complex for welding rails on track comprises an electric generator, a source of welding current, an electric arc welding programmable device, a polishing and a rail-cutting machines, electric cables, tools and consumables. The complex is made as a module with dimensions and total weight that make it possible to install it into a body of a low-capacity truck, where a set of equipment is placed and fixed. The source of welding current, the electric arc welding programmable machine, polishing and rail-cutting machines are made as detachable, external, to carry out the process of rails welding. The complex equipment additionally includes the following components: lighting fixtures, an umbrella or a tent and a defectoscope, making it possible to carry out welding in hours of darkness and in weather with atmospheric precipitations, and also to carry out inspection of welded joint quality.
EFFECT: expansion of functional capabilities and increased efficiency of the complex.
3 cl, 8 dwg
SUBSTANCE: ballast prism comprises a ballast layer of crushed stone and of polyurethane foamed plastics on the basis of a reaction mixture made of polyisocyanates and compounds having groups that are reactive relative to isocyanate groups.
EFFECT: increased stability and extended service lives of ballast prisms.
5 cl, 1 tbl
SUBSTANCE: joint composite gasket comprises a head, a journal and a foot. End surface of the gasket head contour partially protrudes beyond the contour of cross section of the head, journal and foot of joined rails. The gasket is made of magnetic dielectric elastomer and electric insulation glass plastic with limit of compression strength of at least 300 MPa. The glass plastic is fixed in the magnetic dielectric elastomer in the form of separate inserts. Inserts are fixed in the head and journal of the gasket and have rectangular shape. Width of insert in the gasket journal has size equal to thickness of the rail journal. There is a thorn provided at the end of the insert.
EFFECT: reduced production costs for making a joint gasket, increased efficiency of insulation joint operation.
2 cl, 1 dwg
SUBSTANCE: ballast-free track comprises a bearing reinforced board, where reinforced sleepers are installed. Shaping cellular frames of honeycomb form are used as reinforcement. Frames are made of polymer or polymer composite material. On side surfaces of a sleeper there are ledges, which are arranged in zone of under-track parts or in the medium part of the sleeper. A sleeper is connected to a board for its whole height by means of a mount groove in the board frame, which complies with the shape and dimensions of a sleeper.
EFFECT: development of structurally and technologically simple, reliable ballast-free rail track on an artificial structure.
14 cl, 5 dwg
FIELD: railroad transport.
SUBSTANCE: invention relates to system and method of determining at least one parametre related with the train rolling on railway line. Proposed system comprises a transducer arranged to pickup acoustic signals at preselected point at railway line and processor connected to the said transducer to analyse frequency spectrum advance in time corresponding to acoustic signals. Proposed method comprises detecting HF acoustic signals at railway line point to obtain HF spectrum of HF acoustic signals. HF spectrum advance in time is determined to analyse it for determining the approach to detection point on railway line.
EFFECT: higher accuracy of parametre determination above described parametre and, in case rail gets destructed, higher accuracy of destruction point.
10 cl, 2 dwg
SUBSTANCE: tester incorporates metal bands, isolating gaskets, protective pieces and bridging pieces. Metal band one side is attached, say, glued via insulating gaskets, to one side of the webs of the first and second rails of the tract under test, while protective pieces are attached, in the same manner, to the other side of the said metal band. Electric power source is connected to the metal band points located at the beginning of the tract rails under test with a control relay connected to the metal band points located at tract rails end. The metal band ends at the track rails end can be closed by the bridging piece. A current meter can be connected in series with power source-to-track rails beginning circuit, the said meter outputs being connected with the tester inputs.
EFFECT: higher reliability and complete independence from the track top resistance.
2 cl, 2 dwg
FIELD: railway signaling and communication.
SUBSTANCE: invention is designed to control switches and signals. Three personal computers are furnished with control elements and are connected by double ring communication. Three checking relays are provided designed to check operation of personal computer, capacitor circuits, control relays and input circuits from object state checking relays. Three interfaces are provided additionally, being connected with computers, input circuits of object state checking relays and winding of control relays through contacts of checking relays. First interface is connected with control relays through front contact of third checking relays and capacitor circuit. Second interface is connected with control relays through rear contact of third checking relay, parallel connected front contact of first and second checking relays and capacitor circuit. Common checking relays is made for checking correspondence between attempt of excitation of set of control relays and their actual excitation. Said common checking relay is connected similar to connection of control relays and its front contact is placed in circuit of control objects in series with contacts of control relays. In process of functioning of proposed interlocking system, checking relays select personal computer to which control relays are connected.
EFFECT: improved traffic safety.
FIELD: machine building.
SUBSTANCE: device and method is intended to be used at measurement of curvature through certain base length of object (2t), for example per 1 running metre and maximum curvature through the whole length of the object. The basis of measurements is proximity sensors. Condition of measurements is straight-line movement of the object. There can be deviations at movement in the form of transverse offsets and vibration. In order to relate measurements to length and to compose the object curvature chart, speed sensor is used. Enough number of sensors will be log2(L/t)+2 sensors. They are located at distances of (t, t, 2t, 4t, 8t, 16t,…) between each other, where t - half of the base distance for curvature measurement.
EFFECT: device allows reducing the number of involved sensors at curvature measurement.
2 cl, 7 dwg
SUBSTANCE: invention relates to railway diagnostics complexes. Proposed complex comprises control and measuring complex and onboard computation complex. Said control and measuring complex comprises system to control and estimate track geometrical parameters, system for contactless control of rails geometry, high-speed rail flaw detection system, track defect visual detection system, train dynamics control system, speed georadar control system, structure approach speed control system, ACS and telemetry state high-speed control system, contact circuit state control system, analog radio communication parameter control system and digital radio communication parameter control system. Proposed complex is equipped with multiple-discrete track and geophysical track coordinate synchroniser connected with each control and measuring system. Onboard computation complex incorporates universal system for visualisation of synchronised data of all control and measuring systems equipped with integral interface, system with combination analysis and railway structure state forecast, as well as control system provided with communication with integrated data space of railway infrastructure.
EFFECT: higher speed and validity of measurements.
SUBSTANCE: invention relates to railway transport, particularly, to auxiliary railway equipment. Proposed complex comprises removable rail carriage accommodating positioning device, track measuring equipment to measure currents track coordinates, track width, mutual position of rails in height, system to analyse track parameters, data transfer interface to transmit data to external data base computer via communication adapter, automatic device to measure curvature of rails in horizontal plane, and programmable analyser. The latter consists of measurement results registrator, device to detect the departure of track parameters from preset ones, in-situ digital indication and graphical visualisation unit that allows audio comments on every mark, and track parameters memory.
EFFECT: higher efficiency of diagnostics.
SUBSTANCE: invention relates to railroad transport. Servo drive centering device of mobile flaw detector along rail lengthwise axis comprises detectors furnished with self-centering device. The latter is made up of permanent magnets arranged on faces of every detector on crosswise displacement carriages articulated with detectors and arranged on guide bars rigidly coupled with load bearing bar of servo drive system suspension.
EFFECT: higher quality of rail state control, possibility for flaw detection at high speeds.
SUBSTANCE: proposed system comprises data collection device mounted at rolling stock head and consisting of microcontroller whereto connected are transmitter, receiver and data output unit, transceiver module arranged at rolling stock tail and comprising transmitter and receiver, transmitter being connected via intercom line with data collection receiver. Measuring module is arranged on controlled track section. Said measuring module consists of receiver with its output connected to power accumulator, transmitter with its input connected to microcontroller output with its input connected via interface with vibration and temperature pickups. Vibration pickups are secured to rails or sleepers of controlled track section. Temperature pickups are secured to controlled track section rails. Power accumulator output is connected to microcontroller and transmitter supply inputs.
EFFECT: higher validity of control.
SUBSTANCE: invention relates to control instruments. Proposed system comprises radiation source 2 and signal processor 3 and photo receiver 1 made up of level transducer 21 and receiving analyser system 11 including lens 13 and position-sensitive optical radiation receiver 15, arranged on control truck 9 arranged on track 10. Output of photo receiver 1 is connected to input of signal processor 3. Radiation source is arranged on at least one contact-wire line support 4 or other structure, and is made up of reference mark containing at least two modulated light diodes 5 and photo receiver (b) and radiation source control circuit connected to independent power supply input 7. Photo receiver unit comprises extra receive-and-analyse system 12, control module 17 including at least one light diode radiator 18, photo receiver 18 and data signal processing circuit 20 with its output connected with input of second processing unit 3 with third input connected to level transducer 21 rigidly coupled with photo receiver 1.
EFFECT: higher accuracy of measurement.
SUBSTANCE: invention relates to railway transport. Proposed method comprises measuring rails spacing by means of contact and contactless (laser) metres. Distances between rails measured by contact and contactless metres are compared. If discrepancy in readings of said metres falls below tolerance, mean arithmetic values is entered into memory. If discrepancy in readings of said metres exceeds tolerance for straight track section, readings of contactless metre are entered in memory. In control track curved section, track curve radius is defined.
EFFECT: higher accuracy of control.
6 dwg, 2 ex