Method for determination of longitudinally-stressed state of rail strings for continuously-welded track

FIELD: transport.

SUBSTANCE: in this method for determination of longitudinally-stressed state of rail strings for continuously-welded track following is performed: periodical measurement of rail string portions temperature, determination of temperature longitudinal stresses of portions with simultaneous determination of longitudinal strains of portions caused by external force impacts or changes in track condition. From this longitudinal stresses of portions between control marks are determined taking into account changes in their length and amount of longitudinal stresses. Additionally, strains within reference portions including several portions of rail strings are determined, correction factor is determined as ratio between sum of distances of rail string portions within reference portion and reference portion length, and actual longitudinal stresses for each portion of rail string are determined with regard to this factor.

EFFECT: higher accuracy of determination of longitudinally-stressed state of rail strings, lower operation and diagnostics costs of continuously-welded track.

2 tbl, 1 dwg

 

The invention relates to contribute to the economy and can be used to measure the relative displacements of rail lashes jointless tracks when exposed to a train of load and temperature.

A known method of controlling the longitudinal stress state rail lashes, which consists in measuring the current distance of the distances between the control marks (cores) on continuously welded rail, marked every 25 m, with a known calibration distance measuring wheels, determining the difference between the measured current distances and calibrated and calculating the difference of these distances longitudinal voltages with an accuracy of distance measurement 1/25000 (see Zubov V.I. Offer a way of stress control in the whips // Path and track facilities. - 1985. No. 3. P.27-29).

The disadvantage of this method is the low accuracy of the measurements, the impossibility of automatic registration and analysis of the obtained measurements of displacements and temperature plots rail lashes due to the lack of system, taking into account the possible accumulation of systematic errors of the measurement path measuring wheel.

The closest to the technical nature of the claimed is a method of determining the longitudinal stress state rail lashes jointless tracks, namely, that periodically measured is the temperature plots rail lashes and calculate the temperature of the longitudinal stress σ tsites with simultaneous determination of the longitudinal strain plots from external forces or state changes, the way that the calculated longitudinal stress σdsites caused by these deformations, found summarize σtand σdand get the actual value of the longitudinal stress. The control section suit every 100 m and celebrate by applying a fixed point on the upper part of the foot rail. Additionally, at a certain distance from each other arrange a fixed "reference points" in the form of sleepers excluded from the operation of rail lashes. The position control control sections concerning "frames is performed using non-contact sensors (see RF patent №2239574, CL VC 9/00. publ. 2004).

The disadvantage of this method is the low accuracy of the measurements. The low accuracy of determination reference distance path is limited by the accuracy of the distance measurement 100 (50) meter roulette 1/2000-1/10000. Assessment of changes in the movement of rail lashes does not take into account that during the manufacture of the bearing ways and under passing trains reference sleepers are displaced from their seats. The method does not account for compensation of possible bias "frames" in ballast relative to the stationary base, which leads to uncontrolled change reference Russ is sustainability. The disadvantages of this method is the need for the device for each control section of its own "frame" and limit reference distance of 100 meters

An object of the invention is to improve the accuracy of determining the longitudinal stress state rail lashes, as well as reducing the cost of operation and diagnosis of jointless tracks.

This task is achieved in that in the method of determining the longitudinal stress state rail lashes jointless tracks periodically measure the temperature plots rail lashes, determine the temperature of the longitudinal voltage plots with simultaneous determination of the longitudinal strain plots from external forces or changes in the condition of the paths that define the longitudinal voltage between the control plots marks, with respect to changes in their lengths and the longitudinal strain, additionally determine deformation within reference sites, including several sections of rail lashes, determine the correction factor as the ratio of the sum of the distances sections of rail lashes within the reference area to the length of the reference plot and the actual longitudinal voltage for each section of rail scourge is determined taking into account this factor.

Seamless path through each of the e 100 m are divided into sections of rail lashes, on the limits of which are put tick marks (drawing). Tick marks (in the form of an electronic label on the bottom of the rail) technologically advantageous to arrange in the stationary rail company (RBC). When applying patches need to be measured with high accuracy 0.1°C temperature of the rail and the distance. Created on the sole rail check mark capable of absorbing electromagnetic radiation that with electromagnetic radiation generates a signal capable recorded on a special receiver, for example, in the form of a sawtoothed curve with the apex at the center of the label on the bottom of the rail that enables the registration of check marks in the automatic mode. This label is not subject to mechanical damage, but the quality of the reception signal does not depend on the speed of the truck (wagon) or the thickness and density of snow. Fiducial marks are arranged, for example, in support of a contact network with a step of 1000 m and are the boundaries of the reference sites, including several sections of rail scourge. Reference labels are labels that are able to read by the apparatus for operation, for example, with GPS. All used in the proposed method, apparatus for placing, receiving and processing electromagnetic radiation signal to determine the reference distance, determining the Zab is s ∆ S i, determine distances between control marks, and automatic processing of the received information installed on the truck (wagon)with the reference system of the traversed path precision measuring wheels.

The measurement of displacement plots rail lashes and the temperature of the rails is carried out automatically by sending electromagnetic radiation and received after reflection from the rail notch. Together with the measurement of the distances between the control labels are determined by the distance between reference marks applied in alignment with the control labels. The registration reference marks is carried out through a system of orbiting satellites with an accuracy of 1/100000 (e.g. GPS). Measuring distances races ΔS1and ∆ S2between the fiducial mark and the nearest label control within a single control area allows you to determine the amount of displacement (theft) of the considered section of the scourge.

When this is determined the correction factor as the ratio of the distance between the reference marks and the sum of the distances between the tick marks taking into account the respective races ΔSiwithin one control area that is used for the correction of distances between the control labels.

The proposed method of determining stresses in continuously welded rail IP which incorporates both the possible accumulation of systematic errors in the measurement of distances by introducing a correction factor for the calibration distance (comparative calculation is given in table 1 and 2).

where SP- the reference distance between the reference marks (reference plot);

Si- the measured distance between the tick marks (section rail scourge), within a single control area, taking into account ∆ Si.

The current distance takes the following form

At this value, additional to temperature, the longitudinal stress σSubjectqdue to the deformation in the rail scourge is determined by Hooke's law, according to σSubjectq=f(δpi), where δpi- deformation plot is defined as the difference between the adjusted current distance and the initial reference

where S0i- initial reference distance between the reference marks, be determined with consideration of possible inconsistencies temperature fixing whips and temperature control device labels.

The amount of stress with the factor To

where σttemperature voltage, which is determined by the dependence of σt=f(t)=αEΔt.

The value of σSubjectqadjusts the value of the reference voltage depending on temperature, then estimating the state of lashes compared to tolerate such is the interest, and as well as considering the requirements of the technical guidance manual jointless tracks.

The method is implemented as follows.

When driving potenzmitteln truck or potenzmitteln car is the measurement of distance traveled precision measuring wheels and measuring the temperature of the rail. Knowing the temperature of the fixing welded scourge on constant mode and measuring the temperature of the rail, are determined by the current temperature voltage.

At the same time, in the process, there is a constant automatic scan base-of-rail electromagnetic emitter for finding the location of tick marks, and automatically scans the installation location of fiducial marks (in support of a contact network). This automatically determines the length of the section of rail scourge between adjacent reference marks according to the measuring wheels. Simultaneously with the determination of the distance between the tick marks is the determination of the distance (races) between the nearest control and reference marks.

To eliminate possible systematic errors in the measurement of distance traveled measuring wheel determines the length of the reference area, between adjacent fiducial marks, using more accurate equipment for work, for example, with GPS. PEFC is then automatically determined by the correction factor (1), allows you to adjust (2) is measured by the measuring wheel distance plots rail lashes within their reference section.

Further, there is a comparison and analysis of the results and the original (previous) driveways and measurements of the locations of the ticks and distances between them. Automatically calculated offset value of check marks and deformation (3) each section of rail scourge relative to their initial positions at the time of fixing scourge on continuous mode of operation, determining the amount of the additional stresses due to deformation (increase or decrease voltage rail, respectively, depending on increase or decrease the length of the control plot).

The obtained thermal stresses and stresses due to deformation are added automatically (4), analyzed, and for each of the scourge (the section of rail scourge) issued the operational forecast about the possibility of failure.

To prove the effectiveness of the proposed method relative to the prototype of the comparative calculation of indicators longitudinal stress condition lashes jointless tracks for reference and prototype methods (table 1)and the claimed method (table 2). To identify the level of accuracy in the calculation agree that Gran is subjected to the considered area (1000 m) constant in length. Is perfectly geometrically exact location in one corner of the control and reference marks, i.e. ΔSi=0. As the temperature of the fixing lashes accepted standard value 30°C (temperature rails), is equal to the temperature of the rail at the device in its sole special labels, playing the role of check marks. As the design temperature of 60°C (the maximum temperature of the rails in the summer at noon). The accuracy of the distance measurement areas of rail lashes measuring wheels taken 1/25000, measurement of reference distances is taken 1/100000.

In the comparative calculation estimated the proportion of the variance calculated voltage relative to the reference values. For the considered example, the deviation of the prototype was 27.7%, and the claimed method is 1.4%, which proves greater accuracy claimed.

With regard to implementing the inventive method of control longitudinal stress state rail lashes final accuracy changes the distance between the tick marks on the rails is not less than 1/100000 (corresponds to exactly determine the distance between reference marks), in a wide temperature range from -45°C to +70°C with a precision of temperature measurement is not less than 0.1°C, continuously registered in the automated mode. Developed the traveler information in the measurement process is saved and is automatically processed with the issuance of the operational forecast about the possibility of failure (ejection or gap) for each rail of the scourge (the section of rail scourge).

Thus, these features allow to obtain a technical result and solve the problem of increasing the accuracy of determining the longitudinal stress state rail lashes and reduce the cost of operation and diagnostics of welded lashes.

The way to determine the longitudinal stress state rail lashes jointless tracks, namely, that periodically measure the temperature plots rail lashes, define longitudinal thermal stresses these sites, simultaneously with temperature measurement plots measured values of longitudinal movement, define longitudinal strain plots rail lashes and longitudinal stresses caused by them, and then determine the longitudinal stress areas, taking into consideration changes to their length and the longitudinal deformations, characterized in that it further determine deformation within reference sites, including several sections of rail lashes, determine the correction factor as the ratio of the sum of the distances sections of rail lashes within, reference section to the length of the reference area, and the actual longitudinal voltage for each section of rail scourge is determined taking into account this factor.



 

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