Method of defining state of continuous welded rail track assembled rails and sleepers

FIELD: transport.

SUBSTANCE: invention relates to continuous control over continuous welded rail track by track measuring devices. Proposed method comprises defining averaged curvature in the limits of circular curve on basic length defined by regulations and defining averaged curvature on preset length of short irregularity. For every circular curve, defined is designed minimum temperature of fixture min tf to define deviation of actual temperature Δt"рих". New temperature of assembled rails and tracks fixture in the curve by the following formula: t"о.рих"=t3-Δt"рих", where tf is temperature of assembled rails and tracks fixture, °C. Then, stability of circular curve defined by the formula: t"о.рих">mintf and determined crosswise stability margin within the limits of circular curve (ΔΔt"рих") defined by the formula: ΔΔt"рих"=t"о.рих"-mintf, are used to decide on state of assembled rails and tracks.

EFFECT: higher accuracy.

2 tbl, 2 dwgl

 

The invention relates to a method for continuous condition monitoring of railway jointless tracks using potenzmitteln funds.

There is a method of determining the state of the rail-sleeper grid operated train jointless tracks, mainly its longitudinal lateral stability under the action of this longitudinal temperature compressive strength (RF patent No. 2038441, CL E01B 35/00, E01B 29/17, B61K 9/08), namely, that potenzmitteln means

continuously measure the curvature of the rail lashes in the plane of the path

periodically measure the temperature of these lashes using contactless temperature sensors

determined by the formula average values of longitudinal compressive each rail scourge forces,

continuously determined according to the formula of force H, tending to move the sleepers across the way,

compare the values of the last forces H them with admissible values of [H] for this section of the route.

For payments and other long-term use set during installation or repair of jointless tracks on any site (within the boundaries of each pair of welded whips) or replace the old original data new and injected into the memory of the onboard computer potenzmitteln car following source data of each pair of rail lashes: conditional number of students who TKA jointless tracks, the coordinates of the beginning and end of the plot (km, picket, the distance of the beginning and end rail of the scourge (m) from the picket sign in the course of kilometers), the cross-sectional area of rails 2F, cm2the average distance between the axes of adjacent sleepers S on this site, the minimum measured temperature of rail lashes TCwhen it is docked in the rail fastenings on the site.

This solution is taken as a prototype.

With all the advantages of this method include the following disadvantages:

- use to determine the H values of the curvature is related to the distance between the axes of adjacent sleepers, i.e. instantaneous values of curvature, due to the fact that because of the joint work of all elements of the rail-sleeper grid and stiffness of the rails in the plane of the path impossible transverse deformation (curvature) at this distance (0.5 m) when heated rails.

The growth of thermal stresses in continuously welded rail is manifested through the transverse deformation of the section of the route, the length of which depends on the radius of the curve.

Hungarian researchers experimentally obtained [INADI "Studies of the phenomena caused by thermal stresses in a seamless way." Translation No. 6514 with the Hungarian article Niigata Hungary, Moscow, 1976] the minimum value of the length of the elastic bending rail-sleeper grid in PLoS the spine of the way when heated rail lashes in curves of different radii (see table 1).

Table 1
The radius of curve, m600500400300
The length of the curve, m3,163,122,952,68

From this experiment, the roughness of rail lashes in the plan may not be less than specified in table 1, and the curvature at a length less than that specified in the table is incorrect and will not lead to the expected result.

- loss of use of the method in cases where the quality standards during installation and operation of jointless tracks taken the calculated intervals of temperatures (for example, in Russia, Germany, Hungary etc), and not one that is unknown in the world practice the operation of jointless tracks the index, as permitted power value [H]seeking to move across the road, one sleeper adopted in the prototype.

The technical result of the invention is to improve the accuracy of determining the state of the rail-sleeper grid welded railway track.

The technical result is achieved in that in the method of determining the state of rallispec the Noah grating welded rail track, namely, that potenzmitteln means continuously measure the curvature of the rail lashes in the plane of the path, determine the averaged curvature within a circular curve on the base length, normative documents define the mean curvature at a given length short bumps, determine for each circular curve calculated minimum fusing temperature min tCaccording to the formula:

min tC=tmax max- [∆Ty],

where tmax max- the highest temperature rails, possible in this geographical point, °C,

[Δty] - normative value exceeding the permissible temperature of rail lashes compared to fusing temperature, °C,

then determine the deviation of the actual temperature of the fixing rail lashes by the formula:

Δtrich=KEP×9360×(KKN-KBDN),

where KEP- coefficient taking into account the number of sleepers per kilometer path taken equal ToEP=1 if R≤1200 m and KEP=0,92 when R>1200 m,

ToKNthe curvature obtained by averaging the current curvature on the length of the short bumps, 1/m

ToBDNthe curvature obtained by averaging the current curvature on the base length, 1/m

9360 - entered the proportionality coefficient, °C/m-1determine a new temperature fixing reliability in the curve by the formula:

torig=tC-Δtrich,

where tC- temperature fixing rail lashes, °C,

further, by definition, conditions for stability of a circular curve defined by the formula:

torig≥min tC

and found stock lateral stability jointless tracks within a circular curve (ΔΔtrich)defined by the formula:

ΔΔtrich=torig-min tC,

judge the condition of the rail-sleeper grid welded railway track.

The method consists in the following.

Injected into the memory of the onboard computer of the automated means of measuring the geometrical characteristics of the path (potenzmitteln car) following initial data of each pair of rail lashes: design path, date of laying, conditional parcel number jointless tracks, coordinates at the beginning and end of the segment (the place of installation, kilometer, picket, the distance of the beginning and end rail of the scourge (m) from the picket sign in the course of kilometers), the fusing temperature tCpassport radius curves along with the coordinates of the beginning and end of the transition curve and circular curve, the values of the expected temperatures to estimate the amount of transverse stability of continuous welded rail road value permissible temperature increases rail scourge intervals averaging of curvature.

continuously Measure the curvature of the rail lashes in the plane of the path.

Determine the averaged curvature within a circular curve on the base length, normative documents.

So, in Russia the position of the path in the plan according to the normative document [instructions for maintenance of railway track / the Ministry of Railways. M.: Transport, 2000. - 223 C.] is normalized and evaluated by difference of arrows bend, measured from the middle of the chord length of 20 M.

The curvature averaged over the circular curves on the base length equal to 20 m (or base curvature) is formed in the process of laying rail and tie grille and supported by the straightening process operation path on the testimony of rail track measurement. When the curvature of the initial stress state and its change when the temperature changes of rail lashes in the process of operation. Therefore, the base curvature can be considered as a system of reference with respect to which it is possible to determine the change in the curvature of the local areas with the current contents of the path.

It should be noted that on the Railways a number of countries (UK, Germany, USA, France, Japan and others) the difference between the shafts bending is evaluated when the chord length of 10 m [Standards and tolerances of the device and the contents of the path on foreign Railways. Orskov OP and other M.: Transport, 1978, p.40].

There is a practice assignment length averaging curvature could be the cost from the challenges. So, for example, [Technical guidelines on the definition and use of the device's characteristics and condition of the road, get the cars mutablebuffersequence stations CRI-4 / JSC "RZD". - M.: ICC called "Akademkniga", 2004. - 112 S.: ill.] at speeds of passenger trains over 100 km/h is provided in the calculations of the parameters of the path plan to use is not instantaneous and averaged values of the curvature on the moving distance of 50 m, and the value of the average interval is set so that it is 10 m (20%) overlaps the length of the determined irregularities.

When assessing the content of the plan uses the average interval curvature length of 20 m, and for other cases, use other intervals averaging curvature or they (intervals) are set by Service management path.

As noted above, the desired average interval of curvature should be less than the length of the irregularities that require definition and must be justified.

Averaging across the circular curve was proved above.

The length of the averaging of curvature equal to 20 m, is substantiated also by the base rail track measurement (17 m), adopted on design considerations, the chord length for measuring the wagon-potenzmittel parameters curves (21.5 m high), as well as the need for conversion of the measured values of the parameters of the curves to the chord length of 20 m according t is ebouaney document [instructions on transcribing tapes and assessing the condition of the rail track... Appr. 14.10.1997,].

Determine the averaged curvature at a given length short bumps.

Here is the rationale for the length of the averaging short irregularities.

Above (see table 1) shows the minimum values of the lengths of the irregularities of the rail-sleeper grid when heated rail lashes. Given the fact that the length of the averaging of curvature shall be not less than 20% to cover the desired roughness of the path, to determine short bumps can be accepted by the length of the averaging of curvature equal to 4 m

Determine for each circular curve calculated minimum fusing temperature min tCaccording to the formula:

where tmax max- the highest temperature rails, possible in this geographical point, °C,

[Δty] - normative value exceeding the permissible temperature of rail lashes compared to fusing temperature, °C.

Then determine the deviation of the actual temperature of the fixing rail lashes Δtrich(°C) curve according to the formula:

where KEP- coefficient taking into account the number of sleepers per kilometer path taken equal ToEP=1 if R≤1200 m and KEP=0,92 when R>1200 m,

KKNthe curvature obtained by averaging the current curvature on the length of the short bumps, 1/m

ToBDNthe curvature on the scientists by averaging the current curvature on the base length, 1/m

9360 - entered the proportionality coefficient, °C/m-1.

Local deviations in the plan change ToBDN. The most hazardous under the terms of lateral stability are areas where the curvature increases.

Because the existing norms of operation jointless tracks [Technical guidelines on the device, installation, maintenance and repair of jointless tracks / Ministry of Railways. - M.: Transport, 2000. 96 C.] assume its installation and maintenance in certain temperature intervals, depending on the radius of the curve, in places of decreasing radius curve in local areas should be checked compliance of conditions of stability. Explain the correct use of formula (2).

Normative values of permissible excess temperature [∆Ty] rail lashes [Technical guidelines on the device, installation, maintenance and repair of jointless tracks / Ministry of Railways. - M.: Transport, 2000. 96 C., table II 2.1] in tabular form (for R65, RC, W), see table 2.

Table 2
R200012001000800600500 400350
[Δty545050494742393531

Listed in table 2 numerical values of Δty] quite accurately approximated by the function:

Subtracting (3b) from (3A) we get the formula (2) to determine the deviation of the actual temperature of the fixing rail lashes (°C).

Define a new temperature fixing rail lashes (torigin curveaccording to the formula:

where tC- temperature fixing rail lashes, °C.

The algorithm to obtain the new temperature of the fixing rail lashes set forth in the normative document [Technical guidelines on the device, the installation and maintenance of jointless tracks / Ministry of Railways. - M.: Transport. - 1992. 72 C.].

Further, by definition, conditions for stability of a circular curve defined by the formula:

and found stock lateral stability jointless tracks within to Lugovoi curve (ΔΔt rich)defined by the formula:

judge the condition of the rail-sleeper grid welded railway track.

The algorithm for determining the conditions of stability in the presence of weakening lateral stability outlined in the normative document [Technical guidelines on the device, installation, maintenance and repair of jointless tracks / Ministry of Railways. - M.: Transport, 2000. 96 C.].

An example implementation of the method of determining the state of the rail-sleeper grid welded railway track.

Injected into the memory of the onboard computer potenzmitel the following source data: construction of road: rail scourge of rails P65, concrete sleepers, ballast, crushed stone, the laying station Syzran, Kuibyshev railway, rail scourge is laid and fixed to the sleepers at a temperature tC=30°C, the radius of the curve on the passport (Rp) - 652 m, expect summer temperatures to estimate the amount of resistance jointless tracks texp=tmax max=61°C, the permissible temperature rise rail scourge (from table. Paragraph 2.1 of [6]) [∆Ty]=43°C, the intervals averaging of curvature of 20 m, 4 m

Measure continuously the curvature of the rail lashes in the plane of the path. The measured curvature is shown in figure 1.

Determine the average curvature over the length of 20 m, the Mean curvature is shown in figure 2 (I). Max the maximum curvature K 20is at point 1 and equal 0,001819 (1/m), which corresponds to a radius of curvature equal to R20=550 m.

Determine the averaged curvature at a given length of 4 m, the Mean curvature is shown in figure 2 (II). The maximum curvature K4is at point 2 and equal 0,002671 (1/m), which corresponds to a radius of curvature equal to R4=374 m

Determine for each circular curve calculated minimum fusing temperature min tCaccording to the formula:

min tC=tmax max- [∆Ty]=61-43=18°C.

Then determine the deviation of the actual temperature of the fixing rail lashes Δtrich(°C) curve according to the formula:

Δtrich-KEP×9360×(KKN-KBDN),

Δtrich=1,0×9360×(0,002671-0,001819)=7,97=8,0°C.

Define a new temperature fixing rail lashes (torigin the curve by the formula:

torig=tC-Δtrich,

torig=30,0-8,0=22,0°C.

Further, by definition, conditions for stability of a circular curve defined by the formula:

torig≥min tC; 22,0°C≥18°C,

and found stock lateral stability jointless tracks within a circular curve (ΔΔtrich)defined by the formula:

ΔΔtrich=torig-min tC,

ΔΔtrich=22-18=4°C,

judge the condition of the rail-sleeper grid welded railway track.

Thus the om, the positive effect of the method lies in the fact that the definition of the averaged curvature over a length of 4 m (length of a short roughness) helps to identify the real portion of the curve with the greatest curvature (i.e. the smallest radius), and the definition of the averaged curvature on the length of 20 m is a base point of maximum curvature.

Conducted by the applicant's analysis of the prior art, including searching by the patent and scientific and technical information sources and identify sources that contain information about the equivalents of the claimed invention, has allowed to establish that the applicant had not discovered similar, characterized by signs, identical to all the essential features of the claimed invention.

The definition of a list of the closest analogues of the technical solution (prototype) has identified a set of essential in relation to perceived technical result of the distinctive features of the claimed invention "Method of determining the state of the rail-sleeper grid welded railway track"set forth in the claims.

Therefore, the claimed invention meets the criterion of "novelty".

The invention not apparent to the expert in the obvious way from the prior art, not identified impact envisaged), the public features of the claimed invention transformations to achieve a technical result.

Therefore, the claimed invention meets the criterion of "inventive step".

The criterion "industrial applicability" is confirmed by the fact that the proposed method can be effectively used on the Railways of Russia and the CIS, are equipped with a computerized potenzmitteln cars with a corresponding addition of the software.

The method of determining the state of the rail-sleeper grid welded railway tracks, namely, that potenzmitteln means continuously measure the curvature of the rail lashes in the plane of the path,
characterized in that to determine the averaged curvature within a circular curve on the base length, normative documents define the mean curvature at a given length short bumps, determine for each circular curve calculated minimum fusing temperature min tCaccording to the formula:
min tC=tmax max- [∆Ty],
where tmax max- the highest temperature rails, possible in this geographical point, °C;
[Δtyl - normative value exceeding the permissible temperature of rail lashes compared to fusing temperature, °C,
then determine the deviation of the actual temperature of the fixing rail lashes by the formula:
Δtrich=KEP ×9360×(KKN-KBDN),
where KEP- coefficient taking into account the number of sleepers per kilometer path taken equal ToEP=1 if R≤1200 m and KEP=0,92 when R>1200 m;
ToKNthe curvature obtained by averaging the current curvature on the length of the short bumps, 1/m;
ToBDNthe curvature obtained by averaging the current curvature on the base length, 1/m;
9360 - entered the proportionality coefficient, °C/m-1,
define a new temperature fixing rail lashes in the curve by the formula:
torig=tC-Δtrich,
where tC- temperature fixing rail lashes, °C,
further, by definition, conditions for stability of a circular curve defined by the formula:
torig≥mintC
and found stock lateral stability jointless tracks within a circular curve (ΔΔtrich)defined by the formula:
ΔΔtrich=torigmintC,
judge the condition of the rail-sleeper grid welded rail track.



 

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2 dwg

FIELD: transport.

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.

3 dwg

FIELD: railway transport; measuring facilities.

SUBSTANCE: invention relates to special purpose devices for measuring separate geometric parameters of reinforced concrete ties, i.e. propelling and canting of rail flats on reinforced concrete ties. Proposed device contains housing 1 with fitted-on transport handle 2, right-hand support 3 and left-hand support 4. First support screw 5 and second support screw 6 are installed on right-hand support 3, third support screw 7 and fourth support screw 8 are installed on left-hand support 4, right-hand catcher 9 and left-hand catcher 10 are installed on ends of housing 1, sensor 11 is secured on first support screw 5. Housing 1 carries also right-hand orientation handle 13 with pushbutton 15 and left-hand orientation handle 14. Base 16 is fastened in central part of housing 1, controller 17 and supply compartment 18 being secured on base 16. Device for measuring rail flat canting contains housing 1 with fitted-on transport handle 2, right-hand support 3 and left-hand support 4. First support screw 5 and second support screw 6 are installed on right-hand support 3. And third support screw 7 and fourth support screw 8 are installed on left0hand support 4. Right-hand catcher 9 and left-hand catcher 10 are installed on ends of housing 1, first sensor 11 is secured on first support screw 5, and second sensor 19 is installed on fourth support screw 8. Housing 1 carries right-hand orientation handle 13 with pushbutton 15, and left-hand orientation handle 14. Base 16 with fitted-on controller 17 and supply compartment 18 is secured in central part of housing 1. Moreover, support 21 is connected to housing 1 through vertical rods in central part.

EFFECT: improved efficiency of measurements, increased accuracy and provision of operative measurement of parameters under checking.

3 cl, 2 dwg

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