The method of determining the width of the railway track

 

(57) Abstract:

Usage: for continuous condition monitoring of the geometric parameters of a rail track, including the definition of the gauge. The inventive method is that when moving along the path of a vehicle that includes two rotary undercarriage, measure the angles between the axes of the trucks and axle of the vehicle and determine the gap in the track between Cam wheel and the inner side of the head rella, while the undercarriage is forcibly set to the maximum skew of the cylinder, and the total number of measurements of the angles between the axes of the trucks and axle of the vehicle exceeds the number of measurements of these angles when moving vehicle at a distance equal to its base Century is Provided by the definition of the gauge on straight parts of the road, as well as in transition and circular curves. 2 Il.

The invention relates to railway transport, in particular to methods for continuous condition monitoring of the geometric parameters of a rail track, including when measuring gauge.

The primary means of measuring and recording status is taken as the analog of [1]. It is equipped with a device for measuring deviations from a fixed norms gauge comprising two inclined conical measuring roller, which is pressed against the inner side faces of the rails to the right and left thread through the parallelogram suspension by two pneumatic cylinders. Move the rollers through troubleshoo system is transmitted to the registration Desk with a record of deviations on a moving paper tape.

The drawbacks are having contact rollers, the presence of high-frequency oscillations trossoblochnoy system, deciphering charts deviations on the paper tape by the operator manually.

Adopted for the prototype [2] the method of determining the position of the railway track in terms of circular curves by determining the gauge of the gaps between the rail and the crest of the wheel when the registration of rolling stock in the circular curves of the railway track is that when moving the vehicle along the path measure the angles of rotation of its driving trucks relative to the axis of the base vehicle. While the undercarriage without Rysbekov wheelset axles self-aligning in position the maximum skew in circular curves at speeds up to 40 km/h is Noah head of the outer rail and a crest wheels, the value of which is directly proportional to the difference between the rotation angles of the front and rear bogies relative to the axis of the base vehicle.

This method has the following disadvantages:

changing gauge is only defined in the circular curves, i.e. excluded straight track sections, transition curves and the registry, not a known fact and the time of finding trucks in circular curves;

measurements shall be made at a speed not exceeding 40 km/h, because at high speed under the action of centrifugal and centripetal forces is the impact of trucks on the track;

the truck should not have Rysbekov wheelset axles.

Object of the invention is to enhance the functionality to determine the width of the railway track is not only circular curves, but on the straights, and transition curves and the special forces when installed speeds.

This is achieved by the fact that when the standard of the undercarriage of the vehicle is forcibly set to the track in the position of maximum warp with additional prigruzki cylinders, in this case, by measuring the angles between the axes of the trucks and the axis of bei railway track, equal to the change of the clearance between the crest of the wheels of the front truck, not pressed against the rail, and the inner side of the rail head.

In Fig. 1 shows a diagram of the operation of the device of Fig. 2 - structural diagram of the measuring system.

To measure gauge use four hard accopany passenger car with the jaw driving trucks that are forcibly set to the track in the position of maximum skew cylinders. The car is transported in a separate locomotive, or in the tail of the train. Front biaxial rotary transport frame 1 is connected with a similar rear truck 2 frame 3 of the vehicle, having a base length B. Truck 1 and 2 is additionally connected to the frame 3 progruzochnye cylinders 4 and 5. On the frames of trucks 1 and 2 installed, rotary encoders (selsyns) type DB-1404 6 and 7, the rotor of which is connected a rigid kinematic links 8 and 9 to the frame 3. The electrical outputs of the sensors 6 and 7 through out phase-sensitive rectifiers 10 and 11 are connected to the inputs of an analog-to-digital Converter 12, based on a chip CPU, which converts the analog signals into a digital code by command dis 14 associated with the on-Board computer 15 type IBM PC/AT.

In the initial position of the trolley 1 and 2 are installed in the track in a position of maximum skew cylinders 4 and 5, which generate torques M1 and M2, whose directions coincide relative to the vertical axes of the pins and press the crests of the wheel diagonally to the inner lateral edge of the rail, and then when the vehicle schemes fit trucks in a rut is not changed. The digital codes of the measured angles between the axes of the trucks 1 and 2 and axis 3 of the vehicle 3 is written to the hard disk of the computer 15 and programmatically handled.

The method has the mathematical justification. Suppose that in the initial position on the basis of the vehicle, the curvature of the path and track width is constant, then measured by the sensors 6 and 7, the angles between the axes of the trucks 1 and 2 and the axis of the frame 3 of the vehicle will be the same

n1=C1. (1)

Next, when the vehicle is discrete sensor ADC 12 13 gives commands to poll the status of the angle sensors 6 and 7 at equal intervals of distance traveled d, multiples of the base B of the vehicle, and the number of measurements m angles when moving vehicle at a distance equal to its base, B, is determined from the first cart 1 in a new position on the dimension m and the axis of the frame 3 with the changes of curvature R of the path and the gap b in the track width can be written in the form

nm=nmRnmb, (3)

where

nmrthe angle caused by the curvature of the path, on the dimension m, rad;

nmbthe angle caused by the clearance b by forcing the installation of the front of the truck in the position of maximum installation of the front truck at maximum warp, i.e., the angle between the axis of the truck and the axle path on the dimension m, I am glad.

While the rear truck 2 moves to the position in which they found the truck 1 in the initial position, i.e. the angleCmbetween the axle of the rear truck 2 and the axis of the base 3 on the dimension m is determined only by the change of curvature of the traversed path. Then taking into account (1), we can write

< / BR>
Substituting (4) into (3) and converting the received

< / BR>
But as the gap in the track does not depend on the curvature of the track axis and cannot be negative, then the expression (5) can be written in the form

< / BR>
In General, the expression (6) when the number of dimensions i and if the condition i>m can be written in the form

< / BR>
The gap in the track between Cam wheel and the inner side face of the rail on the dimension number i is determined from the relation

b

Substituting (7) into (8) and taking into account the smallness of the measured angles, the expression (8) can be written in the form

< / BR>
The width of the railway track on the dimension number i is determined by the formula

< / BR>
where

C - the distance between the working surfaces of the flanges of the wheels of one pair of wheels of the front truck.

The magnitude of the angles between the axes of the trucks 1 and 2 and the axis of the base 3 for each measurement is recorded and processed by the computer 15 on the expression (10).

Using the proposed method provides an accurate measurement of the width of the rail is not only circular curves, but on the straights, transition curves and the special forces.

Sources of information:

1. K. S. Isaev and other Mechanization of track maintenance. -M.: Transport, 1990, S. 272 - 281.

2. RF patent N 2030505, CL E 01 B 35/00, 1995, BI # 7.

The method of determining the width of the railway track, which consists in the fact that when moving along the path of a vehicle that includes two rotary undercarriage, which is set to the maximum of the crest of the wheel and the inner side of the rail head, characterized in that the undercarriage is forcibly set to the maximum skew cylinders, while the total number of measurements i of the angles between the axes of the trucks and axle of the vehicle exceeds the number of dimensions m of these angles when moving vehicle at a distance equal to its base B, and gauge Siwhen measuring i determined in accordance with a ratio of

,

where

C - the distance between the working surfaces of the flanges of the wheels of one pair of wheels of the front truck;

a base of the undercarriage;

ni- the angle between the axle of the front truck and the axle of the vehicle when the dimension i am glad;

Ci- the angle between the axis of the rear bogie and axle of the vehicle when the dimension i am glad;

ni-m- the angle between the axle of the front truck and the axle of the vehicle when measuring i - m glad.

 

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

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

3 cl, 2 dwg

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