Method of rails diagnostics

FIELD: transport.

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.

5 dwg

 

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[1], [2], [3], [4], [5], 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 [6], 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 [7], 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 [7] 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.

2. Rails.

3. Driving the truck.

4. Accelerometers.

5. Ultrasonic flaw.

6. Sensors ultrasonic flaw detector.

7. The odometer.

8. GPS navigation system.

9. Video cameras.

10. Server.

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

where:

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 [8]. 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.



 

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