Method of rails diagnostics
SUBSTANCE: invention relates to instruments intended for testing health of tracks. Proposed method consists in mounting flaw detectors, surface irregularities metres and rails video surveillance devices on transport facility at preset relative points.Transport facility is displaced along rails to measure its speed and position relative to rails and continuously measure rails heath by all said devices. Obtained results are combined to relate them to the same rail cross-sections and analyse in said combination. Current and future rails health is estimated.
EFFECT: higher validity of estimation.
The invention relates to measuring devices to check the status of the railway tracks and can be used in multi-sensor study of railway track.
Under the defects in this case is understood to be the cracks, delamination and other, as a rule, internal injuries rails detected ultrasonic, magnetic and other testing devices. Under the irregularities of the rail will understand, as a rule, external damage to the track, expressed in the form of chipping heads, tracks smoothly, distortion, static, and dynamic changes in the geometry of the rails and tpiece changes are detected mechanical, laser measuring devices; accelerometers and linear displacement sensors, able to evaluate the behaviour of the vehicle on the track and (or) visual.
Known methods of diagnosis rail, , , , , consisting in the measurement of the roughness of the rail accelerometers acceleration of vehicles (cars) when moving along the rail associated with the uneven surface of the rail and / or geometry of the rail, and the evaluation of its status on the basis of these measurements.
Known more complicated way to diagnose rail , consisting of the various variants of joint use of ultrasonic and eddy current PR is a hog, accelerometers, as well as the navigation system.
The disadvantage of this method is the lack of work meters.
Closest to the claimed is a method of diagnosis rail , namely, that the vehicle in known relative positions set device: testing, measurement of the roughness of the rail and surveillance, move the vehicle along the rail, measure the speed and the current position on the rail, constantly measure all devices state rail, which devices flaw detection and measurement of the roughness of the rail detect signals indicating the suspected defects and roughness, respectively, analyze these signals and make a decision about the risk of the relevant sections of rail, compute the coordinates along the length of the rail.
The disadvantage of this and all previous methods is that a variety of measuring instruments installed on the vehicle, are considered separately. However, the measurement results have unity on the location, interaction, speed of movement and the objects of study. The recognition of this unity when installing, the organization's measurement and analysis of the results will not only improve what about the diagnostic track, but to produce a forecast of the state rail. In addition, in the method  for testing use only means of measuring the wear of the rail head, which is not sufficient for a reliable diagnosis of the condition of the track.
Railways are complex engineering objects with increased responsibility for transportation safety. The main object of control are rails for the presence of internal defects (cracks, delaminations, damages heads, and the like), as well as external properties rails in the form of changes in the geometry of the track, the local surface defects Catania, chips, etc.
For inspection of rails used ultrasonic, magnetic, optical, mechanical and other non-destructive control methods and corresponding devices. Each of the measurement devices includes means for measuring, processing, storage and display of results and, as a rule, are used independently from each other. Monitoring the status of the track should not significantly affect transportation, which leads to the need to create high-speed, universal measuring means, carrying out a comprehensive condition monitoring of rails. Auto diagnostic tools typically do not provide the desired level of confidence, and can result in high the e probability of "false alarms" and (or) skip defect. To date, the highest reliability, provide automated methods based on the interaction of the measuring devices with the operator. Thus there are two methods of evaluation of results:
- Operational - allowing you to quickly detect defects in the measurement process and react to critical condition of railway track.
- Laboratory involving the saving of the measurement results
the track and their further processing.
The Union of the set of measuring equipment in the car-detector allows to diagnose the track faster and cheaper. Periodicity of measurement devices must be selected from the speed of the vehicle to achieve a desired resolution. Online condition monitoring of railway track in the presence of a large number of diverse instrumentation requires several operators. Usually the interpretation of the results have to spend after measurements are completed.
Obviously, the measurement condition of the rail on the same site by a variety of means cannot be considered independent. Means testing show the presence of internal damage to the rails, and device definitions irregularities of the rail allow you to identify places that have already grown up by the static deformation, as well as the areas most exposed to dynamic loads from passing rail vehicles, contributing to the development of internal defects. Finally, the video surveillance system allows you to visually assess the condition of the rail on the plot.
The problem solved by the claimed method is to provide diagnostic rails-sharing device testing, measurement of roughness and video for a more accurate assessment of their condition and prospects of development of hazardous areas.
To solve the problem in a method of diagnosis of the rail, namely, that the vehicle in known relative positions set device: testing, measurement of roughness and surveillance rails, move the vehicle along the rails, measure the speed and the current position relative to the rails, constantly measure all devices status rails, which devices testing and measuring irregularities of the rails to detect signals indicating the suspected defects and roughness, respectively, analyze these signals and make a decision about the risk of the relevant sections of rails, compute the coordinates along the length of the rails, the periods of measurement status the rail is in all of these devices choose based on the speed of movement of the vehicle and the desired resolution of the search, and increase sensitivity of detection signals indicating the suspected defects and irregularities, delay instantaneous signals of the measurements of all of these devices with regard to their relative position and speed of movement of the vehicle so that they belonged to one and the same transverse cross-sections of rails, and retain the results obtained jointly analyze the signals of all devices on the sections of rails with suspected defect or irregularities, evaluate promising state sections of rails.
Significant differences of the proposed method in comparison with the prototype are the following.
Periods of measurement status rails all these devices are chosen based on the speed of movement of the vehicle and the desired resolution of the search, thereby reducing the number of measurements and the amount of information saved during low speed travel of the vehicle without compromising the quality of work.
In the prototype the question of the periodicity of the measurements is not considered.
The increased sensitivity of the detection signals, indicating the suspected defects and irregularities, allows you to pay attention to the defects and not what Onesti, when separate measurements would be considered "alternative standards"and in a joint analysis of the signals from all devices can testify about the prospect of a dangerous development of events.
In the prototype use this sensitivity, in which each device can detect the corresponding defect or irregularity on their own criteria.
Delay instant the measured signals of all said devices, taking into account their relative position and speed of movement of the vehicle so that they belonged to one and the same transverse cross-sections of rails. The result is the specified delay measurements of all devices are combined spatially with respect to the rail.
In the prototype measurements take and store separately.
A joint analysis of the signals of all devices on the sections of rails with suspected defect or irregularities can detect areas of rail, on which there are internal defects and external irregularities of the rail, insignificant individually, but together can lead to dangerous consequences. The estimates of the future state of the sections of rails allows to predict the developments in the areas of rails.
In the prototype is evaluated only the current state of the rail.
The inventive method is illustrated following the e graphic materials.
Figure 1 - General view of the flaw detector car, where:
1. Rail inspection car.
3. Driving the truck.
5. Ultrasonic flaw.
6. Sensors ultrasonic flaw detector.
7. The odometer.
8. GPS navigation system.
9. Video cameras.
Figure 2 - Way truck.
Figure 3 is a Structural diagram of a device.
4 is a timing chart in a separate search for defects.
5 is a timing chart when combined finding defects
a) signals of the accelerometer 41;
b) the signals of the accelerometer 42;
c) the signals of the ULTRASONIC flaw detector;
d) the video section of the route.
Consider the simplest variant of implementation of the proposed method. The vehicle rail inspection car, 1, 2, on the known relative distances set line device testing, measurement of roughness and surveillance rails navigation, able to measure (observe) the state of both threads to the track. The mounting location of the device selects, on the basis of ease of placement, design and other considerations. All these devices are self-contained, that is, able to receive and store information, and device testing and measurement of roughness and analyze it. In the analysis of signals in each of the devices, usually of the mouth of the set detection thresholds, i.e. the levels of the measured signal, in which the condition of the rail should be regarded as suspicious or unsatisfactory. The navigation system provides positioning of the carriage of the instrument, and the speed of its movement. All of the described device and the navigation system is connected to the server 10, figure 3, which provides synchronization, merging and displaying all information.
As testing devices are used ultrasonic flaw detectors with 5 ski 6, on which the electroacoustic transducers . Ultrasonic flaw detectors 5, typically in the form of suspension device located between the wheel pairs of the flaw detector car. These devices are able to detect defects in the rail.
Device for measuring irregularities of the rail are implemented as four two-axis accelerometers 41-44located at the ends of the axes of the undercarriage 3. Each accelerometer measures the acceleration occurring in the vertical plane is on the ground thrashing, joints, etc. as well as exchange rate acceleration (yaw), resulting from the geometry of the path, the cross-section of the rail head, etc. Thus, these accelerometers respond to local irregularities of the track.
To determine the current position and the moving speed of the agona-detector, typically, you use multiple devices. Devices global GPS navigation system 8 provides coarse positioning of the flaw detector car. The signals from the ultrasonic flaw detector can detect the characteristic plots of the rail joints, arrows etc) and bind the navigation system to the points specific to the track. Odometer 7 running from the wheel, provides accurate binding measures movement along the length of the rail between the characteristic points.
For video surveillance used high-speed video camera 9.
Block diagram of a system implementing the inventive method, shown in figure 3.
The navigation system using the navigation control 8 determines approximate (up to meters) position and velocity of the flaw detector car 1 relative to the rail 2, and passes this information to the server 10. In the server 10, as a rule, is the "legend" track obtained in previous measurements contain information about the characteristic points of the rails. When moving on the rails of the ultrasonic flaw detection device 5 detects these points, and the server 10 corrects the current position of the carriage flaw detector 1. Between the characteristic points reckoning path and speed measurement is carried out by the odometer 7. Thus, at each moment of time with sufficient what acestu become known current position and the moving speed of the flaw detector car.
Knowledge of the speed of movement allows the server 10 to perform the timing of the connected devices, setting the periods of inspection, measuring irregularities of the rails and shoot cameras, based on the requirements for resolution diagnostics of rails.
For device testing and measurement of the roughness of rails set reduced detection thresholds, resulting in the number of detected suspicious or defective areas increases.
Spatial spacing along the length of the rail 2 accelerometers 41and 42the ultrasonic transducers at the ski 6 and the video camera 9, Fig.1-2 will lead to the fact that, in figure 4, the corresponding signals (a), b), C) and d) are related to the same transverse cross section of the rail, will arrive at different moments of time T1-4. For the joint analysis of the results of the measurement delay (retain) in each device. Upon detection of a suspicious area rail devices radiography 5 and (or) measurement of roughness 4 they report this to the server 10. Knowing the velocity of the flaw detector car 1 and the distance between the devices 41, 426 and 9 , in the server 10 is easy to calculate the moments of time T1-4. After passing this part of the video camera 9 server 10 requests and receives from the respective device information is the situation a), b), C) and d)related to the same cross-section of the rail 5. This method allows to jointly analyze the information. Figure 5 shows that the source of the signals of accelerometers and ULTRASONIC flaw detectors served as a rail junction and there is no danger. In other cases, the presence of relatively small irregularities of the rail in the form of slips and minor cracks in the rail head when considering separately is not a sign of danger, and when the joint consideration of this section of the rail can be considered susceptible to further damage. External inspection of this section of the rail using the camcorder allows you to confirm or refute the results of instrumental measurements. For example, often due to the detection of hazardous areas technical means is the presence of foreign objects on or near the rails. Thus, the claimed method for the diagnosis of rail allows you to more accurately assess not only the current but also prospective status sections of rails.
Sources of information
1. Patent GB 2443646.
2. Patent JP 2008100669.
3. Patent RU 65501.
4. Patent WO 2007007122.
5. Patent CH 1719208.
6. Patent AU 2008271145.
7. Patent RU 2066645.
8. Markov A.A. Shpagin D.A. Ultrasonic rail flaw detection. "Education and Culture, 1999.
The way to diagnose the rail is in, namely, that the vehicle in known relative positions set device: testing, measurement of roughness and surveillance rails, move the vehicle along the rails, measure the speed and the current position relative to the rails, constantly measure all devices status rails, which devices testing and measuring irregularities of the rails to detect signals indicating the suspected defects and roughness, respectively, analyze these signals and make a decision about the risk of the relevant sections of rails, compute the coordinates along the length of rails, characterized in that the periods of measurement rail condition all of these devices choose based on the speed of movement of the vehicle and the desired resolution of the search, and increase sensitivity of detection signals indicating the suspected defects and irregularities, delay instantaneous signals of the measurements of all of these devices with regard to their relative position and speed of movement of the vehicle so that they belonged to one and the same transverse cross-sections of rails and retain the results obtained jointly analyze the signals of all devices on which asdah rails with suspected defect or irregularities, evaluate promising state sections of rails.
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
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
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.
SUBSTANCE: invention relates to railway transport and may be used in complex diagnostics of track, for example, in rail detector cars. Proposed method consists in that measurement intervals are synchronised with rolling stock speed, interfering instruments are spaced apart and/or scattered in time, instantaneous measurement results of all instruments are delayed with due allowance for relative position and displacement speed so that said instruments are related to unique cross sections of the track, revealed defect is displayed in due time, current track section is displayed in 3D images as well as defects revealed in track transverse sections by all instruments. Fast decision about track conditions are made by one operator proceeding from analysis of produced image.
EFFECT: higher quality of diagnostics.
SUBSTANCE: proposed machine comprises frame resting on bogies, tie tamping device and lifting-straightening device, measuring tool and platform coupled with said platform, test bogie and video cameras to observe track top structure. Test bogie is equipped with controller, track geometry pickup, equipment to process global navigation satellite system signals, optoelectronic measurement system and video data processing unit. Said optoelectronic system comprises, at least, one radiation source, data processing unit and photo receiver. Reference mark makes radiation source. Said reference mark comprises modulated LED, LED control circuit, photo receiver and self-contained power source. Photo receiver comprises two receive-and-analyse systems, inclination transducer and control module including data signal processor and photo receiver. One on the inputs of data processing unit is connected with inclination pickup, second input is connected with receive-and-analyse systems and third input is connected with data signal processor.
EFFECT: higher accuracy of track location measurement.
6 cl, 4 dwg
FIELD: measurement equipment.
SUBSTANCE: invention refers to the field of measurement equipment and can be used for control of the geometrical dimensions of the railroad gage. The unit contains a meter of the geometrical dimensions and control equipment that are mounted on the vehicle support. Laser devices are located above the corresponding rails of the road. The unit is equipped with a support swivel drive group in the vertical plane. The support is made with a swivel load-bearing part connected with the help of a pin to its fixed part. The record and satellite image processor, the image send group and the display are connected to the microprocessor that is installed in the vehicle cabin, for example, of the diesel locomotive. The navigation aerial for determination of location of the laser devices from the satellite is installed on the support.
EFFECT: extension of the functionality related to determination of the geometrical dimensions of the gage in front of the transportation vehicle thus ensuring its travel safety.
2 cl, 11 dwg
FIELD: railroad transport.
SUBSTANCE: invention refers to the field of railroad transport and is meant for control and evaluation of the railroad condition. The mobile workstation for diagnosis of the railroad consists of a self-propelled vehicle that has a width meter and a special device for measuring the section parameters of the railroad that through the corresponding signal processing modules are connected to the microprocessor. The target location device is connected to the microprocessor. The mobile workstation is equipped with the remote control unit that is connected through the communications link to the receiver wired up to the microprocessor and performing the controlling function in relation to the self-propelling vehicle. The self-propelling vehicle is composed of two carts, and the second cart is additionally equipped with the vertical straight scale and navigating receiver, and the first cart has a point-contact laser-optical device. The cart frames are equipped with docking devices for splitting and connection of the carts. Each of these devices is made in the form of a cup and a rod that are separately installed on the corresponding frames of the carts.
EFFECT: improvement of the accuracy of profile measurement along the rising and dropping sites.
3 cl, 20 dwg
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
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
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
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
FIELD: railway transport.
SUBSTANCE: invention relates to method of diagnosing condition of railway and street car tracks. Proposed device contains detectors designed for measuring deviation of gauge and position of track by level of sags, humps and cavities connected with contact members. Device contains also vertical parallel, inner and outer posts, rollers made for interaction with side working inner surfaces of side track, rollers made for interaction with upper working surfaces of rail track, jambs some ends of which are connected with roller races and others, with corresponding posts. One of detectors is made in form of dial indicator, being arranged on one of inner posts and coupled with roller-type contact elements made for interaction with side working inner surfaces of track. Rod of said indicator is in contact with upper end of other inner post. Springs are placed between inner post. Springs are placed between inner posts in upper and lower parts, mounted on upper surface of two pairs of bosses fitted on one axle. Holes are made in inner posts. Axle with bushing is placed in inner posts. Bracket is connected by one end to bushing, and other end of bracket serves for fastening to floor of test car. Second detector is made in form of metric rule secured to inner post, and two pointers secured on upper end faces of outer posts. Two pairs of slots are made on outer posts. Slots are arranged on one axis and they accommodate pins installed for movement. Pins are provided with stops from outer and inner parts of posts.
EFFECT: improved reliability of device, reduced cost, possibility of reading results of measuring directly from detectors.
FIELD: railway transport; permanent way.
SUBSTANCE: invention relates to method of noncontact inspection of profile of ballast base passing square to longitudinal direction of track. Inspection is carried out together with recording of deviation of track in level and in position. Depending on recorded defects as to level (a) and profile of ballast base 13 obtained for said level, amount of crushed stone for lifting track 4 to preset level and uniform ballasting is determined. To find amount of crushed stone required for ballast base 12, recorded profile of ballast base 13 is applied to preset profile of cross section 14.
EFFECT: improved ballasting of track.
3 cl, 4 dwg
FIELD: railway transport; permanent way.
SUBSTANCE: invention relates to method of grading of existing bed of railway in which cables and/or pipes are laid beyond the limits of rails, and to laser measuring device to read bed profile. According to proposed method, operator removes material of bed by sucking through definite steps along bed to form pits or cross trenches at each side of track, and using laser camera, checks profile near pit and position of buried cables or pipes and stores obtained information. Then, using information kept in memory, operator controls device for mechanical digging of material from both sides of track without risk of damage to buried cables or pipes and profile of graded bed. Laser measuring device is mounted on railway motor car with cross guide beam 12 and carriage with laser camera which can be moved along guide beam. Laser camera is pointed with its lens downwards to read distance from ground, being connected with computer to record position of bogie on rails and distance from camera to ground.
EFFECT: provision of safe, quick and cheap method of railway bed grading with use of laser measuring device.
6 cl, 6 dwg
FIELD: railway transport; permanent way testing facilities.
SUBSTANCE: method of pulling contact system cable comes to the following: each rail 6 is read off by means of distance pickup 16 placed over rail and moved continuously in longitudinal direction of track and scanning in plane 20 passing square to longitudinal direction of track. Problem points of measurement 25 on rail defining geometry of switch are recorded as measurement values in polar system of coordinates. Polar coordinates for measurement values are converted into Cartesian coordinates and information is recorded in memory at continuous measurements of distance by means of measuring wheel after which lateral section for switch 1 is calculated basing on recorded measurement values. Actual measurement values are compared in definite points of measurement 25 with preset values of at least two of enumerated parameters kept in memory, namely, width of clearance between counter-rail and running rail, through clearance or state of tongue as to its wear, minimum width between edge of guide rail and side edge of running rail in curve, width of gauge and/or distance between counter-rails or guide surfaces and deviation of obtained values from preset values. In device for noncontact measurement of lateral section or rail-to-rail distance of track, each pickup 16 is arranged in area over corresponding rail 6 being essentially laser scanner 17 for reading problem points of measurement 25 defining geometry of switch which is made for reciprocation at angle of scanning (α).
EFFECT: provision of quick and accurate determination and evaluation of measurands of vital importance for switch.
4 cl, 6 dwg
FIELD: railway transport; track maintenance.
SUBSTANCE: geometry of track is measured by using high-accuracy measuring circuit with two mechanically coupled test trucks forming transport and mechanically coupled test trucks forming transport and mechanical part of measuring system and including covered distance meter and truck tilting level sensors relative to horizon and at least one radiating mark (optical radiation source) rigidly installed on first test truck in direction of movement and providing pressing of flange of wheel to inner head of base rail, and optical electronic receiving-and-analyzing system rigidly secured on second truck. Second truck is double axle, with flanges of corresponding wheelsets pressed to inner surface of head of base rail, thus forming measuring base identifying position of base rail in points of contact of corresponding wheelsets.
EFFECT: improved accuracy of measurement at simplification of process.
4 cl, 5 dwg
FIELD: railway transport; permanent way.
SUBSTANCE: proposed device for checking condition of switch tongue includes movable and fixed members in form of tongue includes movable and fixed members in form of tongue and ties with adjoining and second stock rails secured on ties and it contains one tongue position pickup relative to adjoining stock rail designed for shunting track circuits of automatic block system. Device is furnished with stop shoe secured on fixed member of track and designed for limiting displacement of tongue along adjoining stock rail. Tongue position pickup is made in form of stationary and movable contacts. Used as stationary contact is said stop shoe which is electrically connected with adjoining stock rail and is electrically insulated from second stock rail. Movable contact is electrically connected with second stock rail being electrically insulated from adjoining stock rail and installed for power interaction with tongue and forming electric connection with stationary contact.
EFFECT: improved safety of traffic, enlarged functional capabilities of device.
5 cl, 3 dwg
FIELD: railway transport.
SUBSTANCE: invention can be used for diagnosing condition of rails using combined ultrasonic and magnetic nondestructive testing devices of higher resolving power. Proposed rail track mobile testing device includes vehicle on frame of which flaw detector bogie is mounted with system for pneumatic and manual lifting of bogie I to traveling position. Tracking ski secured on frame of flaw detector bogie is provided with ultrasonic testing converters unit. Mobile device is provides also with pneumatic system for forced pressing of flaw detector bogie to rails made for adjusting force of pressing in vertical axis and with lateral stabilizing device consisting of roller carriage with flexible damping support. Series magnetizing coils of magnetic control device whose inductive sensor is installed after converters unit in rear part of tracing ski in direction of movement of flaw detector bogie, said coils being fitted on axles of wheel-steps of flaw detector bogie and connected to each other. Said magnetizing coils are installed on bearings and are arranged I protective hood secured on frame of flat detector bogie. Housing of converters unit, protective hood and frame of flaw detector bogie are made on nonmagnetic material. Wheels of flaw detector bogie are installed for independent rotation.
EFFECT: increased resolving power at diagnosing condition of rails, increased dynamic stability of device in movement along rails, reduced mass and dimensional characteristics.
2 cl, 1 dwg
FIELD: railway transport.
SUBSTANCE: method comes to measuring vertical and horizontal accelerations of meter body and those of left-hand and right-hand axle boxes of one of its wheelsets, determining values of measured accelerations and components of vertical accelerations of axle boxes for preset fixed running speed, and comparing obtained values with tolerable values and determining minimum value of maximum running speed of meter on particular section of rail track. Proposed device contains covered part transmitter, initial data packet shaper, accumulator, filter unit, operator's panel, acceleration meters, speed meter, board time system, scaling unit, path irregularities detector, wheel out-of-roundness detector, body vibration intensity detector, maximum speed meter and report date packet shaper. Group of inventions provides determination, with high accuracy and reliability, values of accelerations appearing in main members of meter-path system and obtaining complex characteristics of dynamic interaction of rail track and running train.
EFFECT: simple design of device, low cost.
3 cl, 2 dwg
FIELD: railway transport; permanent way.
SUBSTANCE: invention relates to methods of checking and forecasting condition of rail track. According to proposed method, running course of body of track-testing car is measured by means of inertia navigational system installed under pivot of test bogie, and running hunting angle of test bogie relative to body is measured by means of angular displacement transducer. Then, using axle box-rail transducers, distance from flanges of corresponding wheels of bogie to rail heads are measured. Basing on obtained information , running courses of rail lines are calculated as running course of body minus running hunting angle of test bogie relative to body minus running angle of parallel misalignment of flanges of wheelsets of test bogie and heads of rail lines. Then running values of horizontal irregularities of rail lines are found as product of bogie base by deflection of running course of rail lines from running averaged courses of rail lines on bogie base calculated from courses of rail lines. Running radii of curvature of rail lines are found by dividing bogie base by measured increment of course angles of rail lines on bogie base.
EFFECT: provision of chordless (single point) method of checking leveling of rail lines.