Estimation of track state
SUBSTANCE: diagnostics car incorporated with the train and equipped with strain-gage mounted axles, strain-gage auto couplings, meters, systems of satellite navigation and wireless communication are used to define the track geometry conditions. Cure radii, positions of rail threads in plan and profile, track gage and other parameters related to electronic GPS map to relate them to the data of last trips of track metering train. At a time, strain-gage mounted axles are used to define vertical and lateral forces, their relationship in interaction between track and rolling stock and between rail and wheel. Strain-gage auto couplings are used to define dynamic forces at rolling stock to estimate dangerous section of the track for empty cars to be related to track profile. Proceeding from track geometry parameter measurements and train speed, probability of train derailing is estimated caused by rolling of wheel flange on the rail. Track sections are defined which can have anti-derailing factors lower than standard ones to work out recommendations on current maintenance of said tracks.
EFFECT: higher validity and efficiency of estimation.
2 cl, 3 dwg
The invention relates to rail transport, and is intended for control and assessment of the geometry of the rail track on the forces of interaction between rolling stock and train tracks.
A device for measuring vertical and lateral interaction forces between wheel and rail, containing a train wheel pair, the strain gages included diametrically in half-bridge strain gauge circuit and placed on opposite sides of the axis concentric with the diameters of the inner and outer sides of the drive wheels, amplifiers, clock and sync generator, control unit and blocks of electronic keys vertical and lateral forces, the blocks determine the direction of the lateral forces (strain gauge wheel pair). The strain gages the inner side of the wheel disc are installed on the same diameter with a radius of 0.6-0.7 of the radius of the drive wheel, and the strain gages the outer side of the drive wheels are installed on the same diameter with a radius of 0.6-0.8 of the radius of the drive wheel (SU inventor's certificate No. 1312412, CL G01L 1/22, G01L 5/16, publ. 1987).
The disadvantage of this method is the limited number of measured parameters - vertical and lateral forces on the right and left wheels and the lack of accountability of the dynamics of longitudinal forces arising from the movement of trains, which reduces functional is e capabilities of the device.
Known way to assess road condition, taken as a prototype, which consists in the fact that using car potenzmittel determine the state of the geometry of the path: the radii of the curves, the position of rail lines in plan and profile, gauge and other settings: by using strain-gauge wheelsets spend the determination of the value and the ratio of the lateral and vertical forces N/V (the ratio of V/H, as adopted in the Russian Federation) in the interaction between rolling stock and track and separate the wheel from the rail and on the basis of the results of measurement of the geometric parameters of the path and speed of trains estimate the probability of retirement due to the rolling of the wheel flange to rail; determine the route, which can be the values of the coefficients of the stability margin of the wheel against the vanishing below the normative values and develop recommendations for current maintenance of the road in these areas (the Magazine of the Railway of the world", 2007, №8, p.74-77).
The disadvantages of this method of assessment pathways are:
- the impossibility of accounting for the dynamics of longitudinal forces arising from the movement of trains, while the longitudinal profile of the path determines the modes of conducting train when you have transients with a significant increase in longitudinal forces such as braking mode trains (downhill) or thrust (n is the rise);
no simultaneous evaluation of longitudinal strength train and forces of interaction between wheels and rails, which does not provide an assessment of the impact of each force factors on the reduction factor of stability.
The technical result is to increase the reliability and effectiveness the assessment of railway track by taking into account the simultaneous action of the longitudinal forces in the train and forces of interaction between wheel and rail.
This technical result is achieved by using diagnostic wagon, equipped with strain gauge wheel pairs (TCH), strain coupler, instrumentation, satellite navigation systems and wireless data transmission, which is installed in the cargo train, determine the state of the geometry of the track: the radii of the curves, the position of rail lines in plan and profile, track width, and other parameters with reference to electronic GPS map rail, and connect them with the data of the last passages car potenzmitel. At the same time, using strain-gauge wheelsets spend a definition of the values of the lateral and vertical forces, their ratio in the interaction between rolling stock and track, as well as individual wheels with the rail, and using strain gauge coupler determine cont the flax-dynamic forces in the rolling stock, assess dangerous for movement of empty cars section of rail track and bind them to the profile rail. Based on the results of measurement of geometrical parameters of the track and speed of the rolling stock estimate the probability of retirement due to rolling of the wheel flange to rail; determine the route, which can be values for the factor of resistance against derailment below normative values and make recommendations on current maintenance of the tracks on such sites.
Figure 1 presents a General view of the diagnostic car with installed equipment, side view, figure 2 - end view on arrow a in figure 1 and figure 3 - top view figure 1.
To implement the method of assessment of rail track used diagnostic car 1 (1, 2 and 3), which is equipped with a system on-Board register 2, a system of Autonomous power 3 system to recharge the batteries 4 and contains at least two strain-gauge wheelsets 5 with contactless transfer of the recorded data with the rotating axis 6. Strain the pair of wheels 5 are made on the basis of serial wheelset. On the axis of the wheelset has an electronic unit 7, in which are mounted tensopril, logic controller, battery and transmitter which provide measuring circuits of the resistance strain gages, mounted on the inner part of the disks of the right and left wheels, advanced signal processing and data transmission from the transmitter electronic unit 7 to the receiver 8, mounted to the stationary main frame 9 diagnostic car 1 and associated with the system side of the Desk 2. Diagnostic car 1 is equipped with two strain coupler 10 registering longitudinal forces arising in the train in modes of traction and braking. For amplification of the signals from the strain measuring circuits coupler 10 is used tensopril 11, connected to the system side of the Desk 2.
On the main frame 9 diagnostic car 1 in the zone of the traveling carriages 12 mounted accelerometers 13, 14 and 15, the recording acceleration of the main frame 9 diagnostic car 1 in the vertical, longitudinal and transverse directions and are connected to the system side of the Desk 2. The undercarriage 12 of the diagnostic car 1 is equipped with recordname sensors 16 and 17, allowing to register move Buchs 18 one of the strain gauge wheelsets 5 relative to the main frame 9 diagnostic of the car 1, and recordname sensors 19 and 20, which allows to detect the rotation of the front and rear side frames of the truck 12 in the direction of travel of the diagnostic car 1 relative to the main frame 9 diagnostic VA is she 1. Diagnostic car 1 is equipped with an antenna 21, a satellite navigation system 22, a wireless data transmission system 23 that is built into the system Board register 2 and you can bind route diagnostic car 1 to e-GPS map rail 24.
Diagnostic car 1 is equipped with measuring instruments binding force factors to the profile rail 24, which is installed on PTC site 18 diagnostic car 1 and include forming device pulses 25, is fixed mechanically on the axis 6 strain gauge wheelsets 5 diagnostic of the car 1, the inductive sensor 26 attached to the glass pan 18, opposite the device forming pulses 25 and allow you to register the pulses when the motion of the diagnostic car 1, which is proportional to the angle of rotation of the wheel 27 strain of the pair of wheels 5 and traversed the track 24, which contains the rails 28 and forms two rails with a gauge of L.
Method of assessment of rail track condition, namely, that with the use of diagnostic car 1 is equipped with a strain gauge wheel pairs 5 and measuring devices, which are installed in the cargo train, determine the state of the geometry of the track 24, simultaneously, using strain is Olesno par 5 spend a definition of the values of the vertical V and the side H of interaction forces between wheels and rails 27 28,
calculate the factor of stability of
When this diagnostic car 1, made for example on the base of the tank car, the mouth of nalivajut in composition of freight train approximately 2/3 the length of the train from the head stock. In the preparation of the train route from a fixed operator serves a command to transfer system onboard recording 2 of "disabled" in the operating mode, then include all measuring devices.
The train starts synchronously record the following parameters:
- vertical V and the side H of the interaction force wheels 27 with rails 28; longitudinal dynamic forces acting in the coupler 10 diagnostic car 1 in modes of traction and braking, as well as from the longitudinal profile of the track 24, the vertical, transverse and longitudinal acceleration of the main frame 9 diagnostic car 1; move Buchs 18 of the right and left wheels 27 strain gauge wheelsets 5 relative to the main frame; rotating the front and rear axle 12 relative to the main frame 9 diagnostic car 1 to establish more precise reasons for the decrease in Kyand more reliable determination of the cross section of the path with the lowest Ky.
All registered parameters recorded synchronously with reference to the profile path roughly (about 10...15 m) using a satellite navigation system 22 and accurately using measuring instruments installed on PTC site 18 wheels 27, which includes an inductive sensor 26 and the forming device pulses 25 (accuracy 1...2 m).
Upon detection of the cross sections of the path with the lowest value is of K yperform the analysis:
geometric irregularities of the rail track in this section;
- longitudinal forces acting in the rolling stock.
If there is a substantial longitudinal forces are higher lateral forces N. In this case, the geometric irregularities of the road do not play a dominant role when creating shadowbane situation. When there is a decrease in Kyin the absence of longitudinal forces Pcont.>50 TC, should be considered as shadowbane cross-section defined by the geometry of the rail track.
Accounting for simultaneous longitudinal forces in the train and forces of interaction between the wheels 27 and the track 24 can improve the accuracy of determining the reason for the increase in lateral force H, which play a major role in reducing the factor of stability of Kyvehicle, to increase the accuracy and efficiency assessment of the state of the track 24.
1. Method of assessment of rail track condition, namely, that with the use of diagnostic wagon, equipped with strain gauge wheel pairs and measuring devices, which are installed in the cargo train, determine the state of the geometry of the track, at the same time, using strain-gauge wheelsets spend a definition of the values of the vertical V and the side H of interaction forces between the Oles with rails,
calculate the factor of stability of
2. The method of assessment of railway track according to claim 1, wherein registering the rotation of the bogie relative to the main frame of the car, move Buchs strain of the pair of wheels relative to the main frame with motion sensor for more accurate estimates dangerous for the movement of empty wagons sections of rail track.
SUBSTANCE: in compliance with proposed method, moment of wheel flange approach to rail head and time before their collision are fixed using frame rate fps to determine gap between wheel flange and rail head. Registered data are used to calculate railway car wheel displacement speed in transverse direction before collision. Time of contact in stroke of wheel flange at rail head from time whereat aforesaid gap value does not vary is defined. Defined said time of contact is used to calculate car wheel displacement speed in transverse direction is used to calculate railway car wheel displacement speed in transverse direction at the moment of collision. Force of stroke of wheel flange at rail is defined from relationship: product of difference in speeds of displacement before and at stroke at unsprung mass of track and rail referenced to time of contact between wheel flange and rail head at collision.
EFFECT: definition to determine force of stroke and to forecast points of rail side wear nucleation.
SUBSTANCE: invention relates to using instrumentation for measuring railway wheel flange relative to rail head in rolling stock movement. Proposed method comprises recording wheel pressing to rail by video camera focused at zones of contact between wheel flanges and rail heads so that one video camera records the instant of wheel flange pressing to rail head while another video camera records the instant wheel flange comes off rail head in real time. Results of video observations are recorded at once on digital data carrier. Then, computer programme is used to divide recorded data into frames and number of pixels in each frame are counted. Image on each frame is converted from colour into black-and-white image. Note heat that black color is used to encode the gap between wheel flange and rail heat while white colour is used to encode wheel and rail. Pixels are converted into millimetres and tables are compiled for each video camera: frame number is gap in millimetres, to determine moment of lateral force action start, its maximum value and moment of action termination. Proceeding from train weight and gap change rate, wheel lateral pressure to rail is calculated.
EFFECT: higher accuracy of measurement, higher rate of data processing.
3 dwg, 1 tbl
SUBSTANCE: invention relates to methods and devices intended to measure the rolling stock weight in operating conditions without stopping the said rolling stock and in inclined track automatic control systems. The force transducer incorporates a signal processing unit and a sensitive element fitted on the rail and made up of a passive and active parts moving relative to each other, the passive part being fitted directly on the rail while the active one being fitted on a rigid beam mounted on two hinged supports equidistant, along the rail, from the passive part. The aforesaid passive part represents a bush with an inner and outer threads and is fastened, by means of outer thread and nut, in the rail web hole, while the bush inner thread serves to locate a threaded stepwise rod made from a nonmagnetic material accommodating a magnetic material insert on its end face closer to the sensitive element active part. The said insert magnetisation vector is parallel to the measuring rail direction. The sensitive element active part incorporates a magnetic field intensity meter.
EFFECT: higher measurement accuracy.
SUBSTANCE: invention relates to the equipment for measuring railway rails and wheels. The method of determination of the clearance between the railway wheel ridge (2) and rail head (1) includes attaching a pickup with its sensitive element directed towards the point of contact between the wheel and rail head to a crosswise beam (3) of the car truck. Simultaneously with the start of the car, the data coming the pickup on displacement of the wheel ridge relative to the rail head at a preset distance is continuously recorded. Then the pickup is removed from the car, the data carrier is removed from the pickup and the data obtained is processed using a computer programme to provided for a digital visual picture. On the picture thus obtained, a video image of a ruler with divisions is imposed to define the abode said clearance in divisions of the ruler. The said device has a case with a core, a pickup and light sources arranged on both sides of the pickup at an equal distance from it.
EFFECT: simpler design and smaller sizes of the device.
3 cl, 4 dwg
FIELD: railway transport; permanent way.
SUBSTANCE: invention relates to methods of measurement of displacement of rails under action of movable loads. According to proposed method, horizontal mark is made on nonworking face of rail and magnetized metal rule is attached to nonworking face of rail so that visible division on rule is parallel to horizontal mark on nonworking face of rail. Then geodetic stand is installed stationary out of the limits of track, and video camera is rigidly secured on stand. Definite focal distance is chosen, and horizontal collimating ray of video camera is directed perpendicular to nonworking face of rail to get simultaneous image of mark and rule division. Video frame of rail in unloaded state is fixed. Rule is removed. Then, without changing position of video camera and focal distance, video survey of change of rail level, when train passes, is carried out. Data, thus obtained, are compared by registration of frames of initial and loaded state of rail in computer program for processing of video frames. Difference in positions of rail head is revealed by displacement of horizontal mark relative to its initial positions, and elastic deflection of rail is determined in divisions of rule.
EFFECT: facilitated measurements, possibility of storing results of measurements.
2 cl, 3 dwg
FIELD: renewing or cleaning the ballast in situ, with or without concurrent work on the track.
SUBSTANCE: method for track scanning in working direction directly in front of ballast grabbing means and for recovery of track position disturbed by ballast grabbing means involves sketching the first and the second measuring chords through two end points correspondingly in track working direction; measuring indicator height in the first measuring chord zone; displacing rear end point of the second measuring chord to correct track position in track transversal direction, wherein indicator height determined by the first indicator height sensor of the first chord and path measurements are recorded in memory to take the last end point of the first measuring chord as a given position point with respect to local track point. Then as end point of the second measuring chord reaches local point above point is displaced up to position in which measured value corresponds to that stored in memory and, thereby, to predetermined position thereof, due to the second measuring chord of the second indicator height sensor. Ballast cleaning machine comprises excavation car including height-adjustable track-lift, ballast grabbing means and sizing car arranged in front of excavation car in car working direction. The first measuring chord and indicator height sensor are attached to sizing car. The second measuring chord of path measuring system with rear end point defined with respect to working direction is associated with excavation car. Path measuring system comprises track indicator and memory to store value measured by the first indicator height sensor depending upon path and to compare thereof with measured value recorded by the second indicator height sensor.
EFFECT: increased simplicity and reduced time of track recovery after ballast cleaning.
2 cl, 3 dwg
SUBSTANCE: invention relates to control over the state of track, particularly, to control over displacement of welded railway rail skeleton section displacement. Proposed method consists in defining the position of markers on rail skeleton relative to fixed objects (reference sleepers). Welded butts are used as said markers. Relative arrangement of selected welded butt with respect to selected reference sleeper is defined by the data of flaw detector car magnetic control channel so that signals from, say, bird pad and welded but can be unambiguously identified on defectogram. Besides their relative spatial position can be unambiguously identified by the data received from track transducer (coordinate meter) of flaw detector car. Magnitude of displacement is defined by comparing current data with that obtained before.
EFFECT: instrumental control over displacement.
SUBSTANCE: invention relates to track safety control and serves for remote detection of changes in track conditions caused by rail structure faults and occurrence of dangerous objects in groundwork. Proposed method comprises recording of vibroacoustic pulses in rail resulted from interaction of wheel pairs with rail joints at equal opposite distances therefrom. Signals registered on train passing said rail joints are filtered out and accumulated. Note here that after passage of first train over known-good track said signals are converted to maximum affinity to conserve parameters of correcting circuit. In passage of the next train of track section - signal generator result of comparison is compared with preset threshold. In case it is exceeds decision is made about availability of affected track ahead of running train.
EFFECT: higher reliability of remote detection in real time conditions.
3 cl, 5 dwg
SUBSTANCE: Invention relates to railway transport, particularly, to determination of track irregularities and other defects. Propose method consists in defining the level controlled track section of electromagnetic radiation by video control appliances in shifting electromagnetic radiation receiver along said section. Measured level of electromagnetic radiation is used to define track wear and defects. Track image is locked in visible spectrum of electromagnetic radiation in polarisation filter with rotary gating axis and processing of images by estimation of Stocks parameters.
EFFECT: determination of track whatever defects and irregularities by whatever processing means.
SUBSTANCE: invention relates to flaw inspection and nondestructive checks. Invention consists in using pulses of surface electromagnetic waves radiated forward and/or backward relative to train direction, registering reflection of said pulses from irregularities of the track and defining type of track and/or rolling stock defects from character of said irregularities.
EFFECT: detection of dangerous macroscopic defects at distance exceed stopping distance and registration of derailment.
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.
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: 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