Estimation method of corrosion damage level of rail base

FIELD: railway transport.

SUBSTANCE: this invention covers gauges for check of railroad bed condition and can be applied for detection and check of corrosion damage level of operated rails by ultrasonic scanning. The method is as follows: ultrasonic signals directed into the rail base are emitted from the rail rolling surface; and the signals reflected from the rail base are received. Amplitude envelop of the received ultrasonic signals is calculated during movement along the rail according to which corrosion damage level of the rail base is determined.

EFFECT: early determination of danger areas of rail base.

2 cl, 1 dwg

 

The invention relates to measuring devices to check the status of the railroad tracks and can be used for detection and assessment of the degree of corrosion damage soles operated rail using ultrasonic methods.

It is known that the sole is arranged in the path of the rails exposed to corrosion damage, which mainly occur in areas of contact between the rail with sleeper linings. These places are the most affected by atmospheric influence, influence of chemical and abrasive substances, leakage traction current (electrocorrosion), etc. In places where corrosion sole possible occurrence of fatigue cracks and fractures - defect code 69 [1]. Early detection of corrosion damage and the assessment of their degree of development allows you to take timely measures to hazardous parts and to avoid a critical situation.

Known way to prevent kinked rail lashes [2], allowing the detection of small cracks at the base of the rail to strengthen the weakened section by setting chelidamic overlays and replacement podrelsovoe rubber gaskets rubber with a corrugated profile. There are also known ways to increase the service life of rail lashes [3], in which sections of the route where the rails with high corrosion soles, is to combine rail whip in the longitudinal direction (a distance not less than 3 m), to reduce the tightness of the terminal bolts and place under the sole rail more pliable Podilskyi strip [4].

In the known solutions, it is assumed that areas with corrosion damage to the soles of the rail is detected by means of flaw detection". However, currently there are no ways and means to reliably localize the areas of rail track with corrosion damage to the sole, especially at the early stage of damage. As a result, only in December 2009 - January 2010 on the road network of JSC "RZD" occurred more than ten kinked rail defect code 69 [1]. In particular, in one week (14-16 December 2009) on the Northern railway took place on 4 sudden fracture of rails. As it turned out, the cause of these fractures were significant corrosion damage ("corrosion fatigue"arising from long-lasting moisture soles in the contact zone with PokerSavvy gasket in combination with a high voltage level) of the rail base. At the same time according to the sections of the route periodically (with a frequency of 4-5 times a month!) routine monitoring drove ultrasonic railcar and rail inspection car, and portable two-line ultrasonic flaw detectors. At the defectograms these funds when implementing ultrasonic control methods with normirovannoi the sensitivity [5] there are no clear signs of corrosion damage to the rail base.

Thus, at present, there are technical solutions [2, 3, and 4] which allows to take measures to prevent kinked rails with corrosion damage to the soles, however, detection methods such sites (localization) are missing.

The complexity of the research, the soles exploited rails is that, first, as a rule, it has poor handling, which makes it difficult research, and secondly, by mass (solid) control it can be prosvicena ultrasonic vibrations only from the tread surface.

It is known [6]that when the radiation from the surface of the rail transducers ULTRASONIC signals directed through the cervix into the bottom rail, and the receiving transducers of ULTRASONIC signals reflected from the sole, corrosion damage to the soles of the rail can be detected as noise components in the reflected signal. Indeed, corrosion damage to the soles of the rail lead to the scattering of the reflected probe ULTRASONIC signals from the foot of the rail, which reduces the amplitude of the reflected ULTRASONIC signals from the planned testing schemes and causes unplanned echoes.

The disadvantage of this method is the inability to assess the extent of corrosion damage to the rail.

From the local ways of finding defects in the base rail [7], namely, that the surface of the rail transducers emit ULTRASONIC signals directed through the cervix into the bottom rail, take transducers ULTRASONIC signals reflected from defects, repeat these steps, moving the emitters receivers along the rail.

The disadvantage of these methods is the ability to detect only an already existing defects in the base of the rail.

Known [8] the method of finding defects in the base of the rail, namely, that emit in the rail transverse ULTRASONIC oscillations, receive reflected ULTRASONIC oscillations and measure their parameters for defect detection, and ULTRASONIC vibrations radiate from the surface of the rail beam, the angle which provides the irradiation radius transitions from the neck rail to the sole reflected from the reference plane of the sole of ULTRASONIC vibrations, while ULTRASONIC vibrations, consistently penetrazione reference plane soles, rounded transition between the neck rail to the sole, a possible defect in the sole, the edge of the pen soles accept group the receiving transducers, including radiating along the longitudinal axis of the rail.

This method requires placement of electroacoustic transducers receivers of ULTRASONIC signals at the edge of the pen rail, which is impossible for the perfo troumaca rails (prevent the fastening elements) and under continuous control.

Closest to the claimed method is a method [9], which consists in the fact that the surface of the rail emit ULTRASONIC signals directed through the cervix into the bottom rail, receive ULTRASONIC signals reflected from the base of the rail, repeat these steps, moving along the rail.

The disadvantage of this method is the ability to detect only an already existing defects.

The problem solved by the claimed method is the detection of corrosion damage to the soles of the fixed rail and the assessment of its extent with the aim of early detection of potentially dangerous sections of railway track.

To solve this task according to claim 1 of the claims in the way that assessment of corrosion damage to the soles of the rail, which consists in the fact that the surface of the rail emit ultrasonic signals directed through the cervix into the bottom rail, receive ultrasonic signals reflected from the base of the rail, repeat these steps, moving along the rail, constantly calculate envelope amplitude received ultrasonic signals in the form of moving averages on the plots, the width of the rail sleeper pads, the amplitudes of the specified envelope assess the degree of corrosion damage to the soles of the rail.

By claim 2 in the evaluation method according to claim 1 for assessing corrosion damage of the Denia soles rail use multiple electroacoustic transducers, directed perpendicular to and at an acute angle to the surface of the rail, thus combining the measurement results received from all of electroacoustic transducers so that they belonged to the same transverse cross section of the rail, and the decision of corrosion damaged area of the sole rail take based on the joint processing of the received results.

Significant differences of the proposed method in comparison with the prototype are:

According to claim 1 claims:

Calculating the envelope of the amplitudes of the received ultrasonic signals in the form of moving averages on the plots, the width of the rail sleeper pads, allows, first, to exclude from consideration the random changes of the reflected signal associated with the low quality of the surface of the sole of the rail, and, secondly, to allocate portions of the rail with sleeper linings affected by corrosion, as the most likely location of the corrosion damage.

In the prototype the question of corrosion damage is not considered.

Assessment of the rate of change of the amplitude envelope of the received ultrasonic signals allows to estimate the degree of corrosion damage to the area of the rail. Obviously, a single and small corrosion damage causes less scattering of the reflected ULTRASOUND is Ignatov, than large and multiple, thus, the evaluation of the amplitudes allows us to solve the problem.

In the prototype, the issue of assessing the degree of corrosion damage is not considered.

By claim 2:

For the assessment of corrosion damage to the soles of rail use multiple electroacoustic transducers directed perpendicular to and at an acute angle to the surface of the rail,

In the prototype also uses several electroacoustic transducers arranged similarly, but not used to search for corrosive areas. Matching sounding scheme enables the use of existing detectors for solving problems of search corrosive areas.

The combination of the measurement results received from all of electroacoustic transducers so that they belonged to the same transverse cross section of the rail, provides a more detailed picture of the condition of the soles of the rail.

Making the decision to corrosion damage of the area of the sole of the rail based on the joint processing of the obtained results allows to increase their reliability.

Corrosion damage in the form, depth and other parameters unpredictable, resulting in the reflection of the ULTRASONIC probe signals are random in nature. Under these conditions, the usage information from all of electroacoustic transducers is useful.

In the prototype measurements transducers forming the schemes considered separately.

The inventive method are illustrated in the following graphics:

Figure 1 - diagram of the sensing and graphs of reflected ULTRASONIC signals, where:

1. Rail.

2. Electro-acoustic transducer, a directional orthogonal to the surface of the rail.

3, 4. - Sloping electroacoustic transducers.

5. The sleepers.

6. Tie lining.

7. Corrosion damage.

8. The scattered ULTRASONIC signals.

9. The reflected signals with a random direction.

10. The envelope of the amplitudes of the reflected signals.

11. The averaged amplitude of the reflected signals.

Figure 2 - diagram of the device that implements the inventive method, where

12. The generator of the ULTRASONIC probe signals.

13. The first switch.

14. The second switch.

15. The receivers of the reflected signal.

16. Analog-to-digital converters.

17. Computer.

18. Display.

19. The velocity meter.

Consider the implementation of the proposed method according to claim 1 of the claims.

On the surface of the rail 1, figa), 2 sets of electroacoustic transducers 2 or 3 and 4. Emit electro-acoustic transducer 2 (3) of ULTRASONIC signals directed through the cervix into the bottom rail, the principle is thought electroacoustic transducer 2 (4) of ULTRASONIC signals, reflected from the base of the rail 1. ULTRASONIC transducer 2 is perpendicular to the surface of the rail 1 and the ULTRASONIC transducers 3 and 4 at an acute angle thereto, forming a circuit posvecivanje. In practice, usually mounted electro-acoustic transducer 2 and two pairs technologies electroacoustic transducers 3-4. One pair of the latter is directed along the displacement meter, and the second in the opposite direction, so that the radiation lines do not overlap, which reduces their influence. Choose a section length equal to the width of the rail pads. Calculate it the moving average value of the received ULTRASONIC signals. In the absence of corrosion of the amplitude of signals reflected from the sole rail URef.and their envelope - 10 maximum and constant figb), although it may vary due to irregularities of the sole rail and other factors. In areas sleepers over 5 tie linings 6 may experience corrosion damage 7, which dissipate the sounding signals 8, which reduces the amplitude of the reflected ULTRASONIC signals 10 URef.at the point of reception. In addition, you may experience reflection 9 directed in an arbitrary direction, but including the emitter, the result will appear unexpected signals of small amplitude.

Moving emitters - receivers 2-4 along the rail is autonaut ULTRASONIC sensing. The decrease in the amplitude envelope of the received signals can detect rail lining 6, which arose corrosion damage. According to the degree of change (reduction due to scattering) amplitude 11 evaluate the degree of corrosion damage.

By claim 2 in the method according to claim 1 use group electroacoustic transducers directed perpendicular 2 and at an acute angle to the surface of the rail 3, 4. For the assessment of corrosion damage to the soles of the rail 1 measure the speed of movement of electroacoustic transducers 2-4 and their relative position. Combine the measurement results received from all of electroacoustic transducers 2-4 so that they belonged to the same transverse cross section of the rail that allows you to summarize all the results of measurements. The decision to corrosion damage area of the sole rail take based on the joint processing of the received results.

Figure 2 shows a block diagram of a device that implements the inventive method.

The generator of the ULTRASONIC probe signals 12 is designed to generate ULTRASONIC probe signals. The first switch 13 is supplying these signals to the desired radiating electro-acoustic transducer. The second switch 14 provides a flow reflected from the sole rail of the ULTRASONIC signal and the feed receivers 15. The received signals after analog-to-digital Converter 16 is fed to the computer 17. The processing results are displayed on the display 18. Measuring the velocity of 19 electroacoustic transducers 2-4 allows at known relative positions to calculate in the computer 17, the coordinates of the reflectors of received signals and to combine them on the longitudinal coordinate of the rail. The result will be the integrated information from all testing schemes. This approach can improve the accuracy of detection of corrosion damage and their evaluation.

Thus, the inventive method can be implemented and provides the ability to detect corrosion damage to the sole of the rail and an assessment of their degree.

An important feature of the proposed method is that its application can be used ultrasonic flaw detectors with traditional schemes [10] sensing and requires only changes in the methods of processing of the obtained results.

Sources of information

1. Classification of defects in rails. Documentation/CPU-1-93. M.: Transport, 1993.

2. Patent RU 2153552, Sharadze OH, Malov E.V., Kulemin NR. and other Way to prevent kinked rail lashes. - Publ. 27.07.2000.

3. Patent RU 2153551. Sharadze OH, Malov E.V., Kulemin NR. and other Method of increasing service life of rail lashes. - Published the. 27.07.2000.

4. Patent RU 2121029. Ivanov P.S., Kulemin, VN, Malov E.V., Rusin A.N. Podrelsovoe strip. - Publ. 27.10.1998.

5. Markov, A.A., Shpagin D.A. Ultrasonic rail flaw detection. 2nd edition, revised and enlarged additional SPb.: Education-Culture, 2008. 282 C.

6. INSTRUCTIONS for reading and decoding on the PC results of the ULTRASONIC inspection of rails in the path of the detector UDS-REM-22. Edition 15.26.2009 http://www.rdm.md/ms/rdm2.html, RDM22 software help_15.26.2009.pdf), p.76.

7. Patent US 4593569 - Ultrasonic transducer unit to locate cracks in rail base.

8. G.Garcia, D.Davis, Railway Track&Stuctures, 2002, No. 8, p.18-21 (http://www.css-rzd.ru/zdm/09-2003/03014.htm).

9. RU application No. 2007129376.

10. Patent RU 2227911, the Way multi-channel ultrasonic inspection of rails.

1. The method of evaluation of corrosion damage to the soles of the rail, which consists in the fact that the surface of the rail emit ultrasonic signals directed through the cervix into the bottom rail, receive ultrasonic signals reflected from the base of the rail, repeat these steps, moving along the rail, characterized in that constantly calculates the envelope of the amplitudes of the received ultrasonic signals in the form of moving averages on the plots, the width of the rail sleeper pads, and the amplitudes of the specified envelope assess the degree of corrosion damage to the soles of the rail.

2. The evaluation method according to claim 1, characterized in that for the assessment of corrosion damage of the statement of the sole rail use multiple electroacoustic transducers, directed perpendicular to and at an acute angle to the surface of the rail, thus combining the measurement results received from all of electroacoustic transducers so that they belonged to the same transverse cross section of the rail, and the decision of corrosion damaged area of the sole rail take based on the joint processing of the received results.



 

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