Method of controlling continuous welded rail track rail lengths

FIELD: transport.

SUBSTANCE: invention relates to controlling continuous welded rail track rail lengths. Prior to laying rail length, stress concentration zone (SCZ) is defined from intrinsic magnetic scatter field (IMSF) by using magnetometer pickup to scan along rail head. Magnetic field scatter gradient Hp (dHp/dx) is defined in SCZ, where Hp is magnetic field intensity, A/m, x is analysed line of SCZ, and obtained data is stored as initial data. Then, rail length is again diagnosed in SCZ to define above said parameters after 50-150 mln t of freight is carried on track and obtained data is stored as data on 50-150 mln t of freight transportation. Obtained data is compared with initial data to define maximum parameters. Said zones are defined as most predisposed to failure. Revealed SCZs are subjected to additional intermittent control. Zones most predisposed to failure are subjected to additional control in case rail length temperature is 50-60 degrees below or 10-15 degrees above that of laying rail lengths. In case defect is detected, it is to be eliminated.

EFFECT: higher quality and validity.

3 dwg

 

The invention relates to the field of monitoring the status of the railroad tracks, in particular to methods of controlling stress conditions sections of rail lashes welded railway tracks caused by temperature changes and fatigue phenomena, caused by the periodic impact of the wheel on the rail with the passage of the composition, and can be used to determine the critical values of the longitudinal compression forces that occur when the temperature of rail lashes compared to the temperature in the fuser, which can create the risk of ejection path or critical tensile force, when the temperature decreases, which may cause fracture of the scourge and the formation of a large gap, dangerous for passage of a train or rail gap junction from for the shear bolts.

A known system for controlling the movement of rail scourge railway track containing a vehicle equipped with a recording device and non-contact sensors that are installed with the possibility of detection and analysis of the location of the working labels printed on the rail whip and on the lining lighthouse sleepers (RF patent No. 2174082).

A disadvantage of the known system is that control deformation of the rail scourge of jointless tracks is carried out only on labels located on the rail of the scourge (the and the upper part of the sole rail scourge) and the frame (lining "lighthouse" sleepers), that is insufficient to obtain reliable results and avoid false triggering of the system and, in addition, in the known device the analysis labels are painted, which also contributes to the reliability of the results.

The known method of control of rail lashes welded rail track, including the registration of the temperature of the rail scourge when laying it into the path, the control torque of terminal nuts and bolts embedded and longitudinal motions (hijacking) of whips on the displacements of the control sections of rail scourge regarding the "lighthouse" sleepers, carrying out measures to eliminate theft excess, and detection in rail scourge of dangerous defect, determining, using a removable ultrasonic flaw detector, border propagation of internal cracks relative to the working face of the rail head, the location of the defect along the length of the rail, its removal and recovery of the rod or rail installation this place pads, if possible, leaving defective places in the scourge.

As a "lighthouse" and selects the sleeper located against the picket column. Its about top rail is painted bright paint. "To the lighthouse" the sleeper is not moved, it must always be well padded, fitting the bolts will tighten the s, standard terminals are replaced by terminals with a reduced height of the feet, and the rubber or rubber cord strip - plastic or other low friction.

Equipment "lighthouse" sleepers and applying the marks made immediately after fixing lashes on continuous mode of operation (Technical instructions on the device, installation, maintenance, repair seamless way. Moscow, "Transport", 2000. Next TO).

The main challenge when implementing this method is to preserve and control the position of the marks relative to the "lighthouse" sleepers when performing track work.

However, in this method there are a large number of false positives and omissions labels as on the rails during operation chalk write the hoisting height (in his way) and other labels. At some sites, the labels are applied in alignment with the first as the vehicle face of the lining, and on the other with the opposite and the sensors are either not getting a signal to actuate, or get it, but with delay, which reduces the reliability and validity of the system.

In the summer with higher temperatures rails, close to the highest for the area, and in winter at lower temperatures of 60°C or more, compared with the temperature in the fuser, or when the air temperature is -30°C and below for the whole validity period of such temperatures to ntrol for seamless whip increases. In those days, the stress state rail lashes requires constant and informative way to control the stress state of welded rail track.

The objective of the proposed technical solution is to increase the safety of railway traffic.

In the process of solving the task is achieved technical result consists in increasing state control of railroads, in particular state of stress control plots rail lashes welded railway tracks caused by temperature changes and fatigue cyclic phenomena in identifying areas where the critical values of the longitudinal compression forces that occur when the temperature of rail lashes compared to fusing temperature, may create a risk of ejection path or critical tensile force, when the temperature decreases, which may cause fracture of the scourge and the formation of a large gap, dangerous for passage of a train or rail gap junction because of the shear bolts.

This technical result is achieved by the proposed control method rail lashes welded rail track, including the registration of the temperature of the rail scourge when laying it into the path, the control torque of terminal nuts and bolts embedded and food is ranked on the progress (theft) of whips on the displacements of the control sections of rail scourge regarding the "lighthouse" sleepers, activities to eliminate theft excess, and detection in rail scourge of the defect determination with removable ultrasonic flaw detector the location of the defect, while before laying rail scourge spend the definition of stress concentration zones (SCZS) by its own magnetic field scattering (smlf)by scanning probe magnetometer along the surface of the rail head, in SCZ determine the gradient of the magnetic field scattering Hp (dHp/dx), where Hp is the magnetic field strength, a/m, x - line survey in SCZ, the received information is stored as the original, then hold re-diagnosis of the scourge in SCZ with the definition of the above parameters when passing on the way 50-150 million tons of cargo, the received information is stored as received after passing on the way 50-150 million tons, compare the received data with the original data, obtained earlier in the respective RCP, determine the maximum change settings, these zones will determine the most susceptible to destruction, revealed SCZ subjected to additional control, periodically carry out such control, the zone of maximum susceptibility to fracture is subjected to additional control in excess of 10-15 degrees, or when the reduction temperature is s at 50-60 degrees scourge, regarding temperature styling whip in the path, if a defect is detected spend his resolve.

In the operation of jointless tracks can occur progress of individual sections of rail lashes due to the redistribution of stresses in the magnitude and in sign, while the ends of the pipe can be fixed. The change of the stress state of jointless tracks can be identified by the change in the distance between the mark on the rail of the scourge and the mark on the reference mark in each control section.

theft of the pipe causes a disturbance in the temperature-stress mode of their work and can lead to dangerous concentrations in the whips tensile or compressive stresses. Theft lashes only possible in areas where tightening the terminal and bolts embedded below permissible values given in p. TO.

However, despite the constant periodic monitoring of the torque of terminal nuts and bolts embedded, track time reduction tightening nuts is almost impossible. This is due to the fact that jointless tracks enough passing several compounds with wheel pairs having flows (Navara) on the rims. These wheels at a certain speed are resonant vibrations and create significant periodic shock loads on the rails, the cat is who passed on fasteners and bolts, and nuts. This vibration leads to samootvinchivaniya nuts, which can lead to the violation of the established temperature and stress regime in the scourge and can lead to dangerous concentrations in the scourge of tensile or compressive stresses.

During the passage of trains with defective wheels on the rail can be formed areas of high concentration of mechanical stresses, which may be zones of destruction. Data SCZ cannot be detected with conventional methods. Currently, based on the established correlation of dislocation processes in physics of magnetic phenomena in metals subjected to cyclic loads in the presence of a magnetic field of the Earth, developed a method of diagnosis of SCZ, based on the phenomenon of the self-magnetic field scattering (Vlasov V.T., Dubov A.A. Physical basis of the method of metal magnetic memory. CJSC "Yee", 2004, page 424). These zones are identified on magnetic field strength and gradient changes. The primary diagnostic parameter of the method of metal magnetic memory is the gradient of the magnetic field scattering Hp (dHp/dx), recorded during the scanning sensor specialized magnetometer along the surface of the rail head. It is established that this diagnostic option in force magnetomechanical effect directly on the displays energy state of the surface and deep layers of metal in SCZ. To clarify the question of how data SCZ are dangerous sections of the track, the authors have conducted studies revealed SCZ. Figure 3 shows the presence of multiple fatigue cracks extending from the surface into the base, and microcracks located at a certain deepening of the surface, which is parallel to the roll surface. This concentration and location of microcracks under appropriate mechanical stresses and the geometry of the path can be the focus of further destruction of the rail without any additional effort from outside. To identify SCZ offered periodically, after passing on the way 50-150 million tons, to control stress concentration zones (SCZS) by its own magnetic field scattering (smlf), SCZ to determine the intensity of the magnetic leakage field (smlf) - Hp and the magnetic field gradient (dHp/dx). Such periodic monitoring are to identify areas with a maximum susceptibility to destruction, and to conduct the necessary maintenance work. Mandatory additional control rail is subjected to the scourge in excess of 10-15 degrees or when the temperature of 50-60 degrees scourge regarding temperature styling whip in the way. Such a change in the temperature of the scourge should be classified as dangerous, as it can gain and the abrupt change of the stress state rail scourge, which may cause fracture of the scourge and the formation of a large gap, dangerous for passage of a train or rail gap junction because of the shear bolts.

The proposed method was tested on the rail of the scourge, which ends together in the second hole from the end was revealed the SC zone. The SC held device ICNM-FP. Figure 1 shows the change in the magnetic field strength in the area of the hole and the magnetic field gradient. Detailed research has identified zones KN showed the presence in the zone with the maximum value of the field gradient dHp/dx numerous microcracks with the disclosure of 15-30 microns. Figure 2 shows the results of metallographic studies of this area. The depth of the microcracks is about 1000 microns. Studies have shown the possibility of the proposed method to control the stress state of the track.

The method of control of rail lashes welded rail track, including the registration of the temperature of the rail scourge when laying it into the path, the control torque of terminal nuts and bolts embedded and longitudinal motions (hijacking) of whips on the displacements of the control sections of rail scourge regarding the "lighthouse" sleepers, carrying out measures to eliminate theft excess, and detection in rail scourge the effect determination with removable ultrasonic flaw detector the location of the defect, wherein the pre before laying rail scourge spend the definition of stress concentration zones (SCZS) by its own magnetic field scattering (smlf) by scanning probe magnetometer along the surface of the rail head, in SCZ determine the gradient of the magnetic field scattering Hp (dHp/dx), where Hp is the magnetic field strength, a/m, x - line survey in SCZ, the received information is stored as the source, then a second diagnosis of the scourge in SCZ with the definition of the above parameters when passing on the way 50-150 million tons of cargo, the received information is stored as received after passing through the way 50-150 million tons, compare the received data with the original data, obtained earlier in the respective RCP, determine the maximum change settings, these zones will determine the most susceptible to destruction, revealed SCZ subjected to additional control, periodically carry out such control, the zone of maximum susceptibility to fracture is subjected to additional control in excess of 10-15°C or when the temperature of 50-60°With the scourge regarding temperature styling whip in the path, if a defect is detected spend his elimination.



 

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3 dwg

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