The method for determining the coefficient of relative stiffness of the base rail and rail and device for its implementation

 

(57) Abstract:

Use: to measure the railroad tracks. The inventive method is that the registered electrical signal when the deflection of the rail under each trolley cars of a train, each time define at least two distances between the sensor and a reference point near to the sensor wheel truck in which there is zero deflection of the rail, and according to the obtained distances when exposed to all of trolleys composition determine the mean value and the variance of the desired ratio. The device includes a sensor deflection of the rail, the Registrar of the deflection of the rail, connected in series evaluator factor relative to the stiffness of the subgrade and rail, and the indicator values of the desired ratio. The device also includes measuring the distance between the sensor and a reference point near to the sensor wheel truck in which there is zero deflection of the rail, and the control unit. The invention will provide an operational definition in real time when the motion of the above-mentioned ratio. 2 C. p. F.-ly; 6 Il.

The invention relates to measuring the stiffness of the subgrade and rail has the form (see M. F. Verigo. The dynamics of the cars. - M.: VIIITH, 1971, S. 147:

< / BR>
where

U is the modulus of elasticity of the subgrade;

El - rigidity of the bending rail.

The coefficient K can greatly vary on the type of rail, life, ballast, weather factors and other values of K required when measuring the weight of vehicles to account for the influence of neighbouring trucks on the road, and when calculating the permissible stresses in the elements of the path. Therefore, especially when determining the weight of the cars is necessary experimental determination of the values of the coefficient K in real time the motion of the structure under specific weather conditions.

In the known method (ed. St. N 1735124, class C 01 C 19/04). When the impact of rail trucks on the edge of the weight of the rail transducers produce a signal proportional to the vertical reactions of the way. However, taking into account the effect of neighboring trucks, defined by the coefficient K, is not that significantly reduces the accuracy of measurements of the weights of the cars.

The closest in technical essence to the present invention is the method described in the book M. F. Verigo. The dynamics of the cars. - M.: VIIITH, 1971, S. 168-172. In this way when driving opytovanie, determine the forces transmitted by the rail on the sleeper, with vertical salamero, and determine the voltage at the site of the subgrade by means of a ballast massdot. Determination of the coefficients characterizing the effect of composition on the path, in particular K, carried out according to the results of 20-50 trips with each preset speed experienced staff.

The described method is implemented using a device containing the sensors and the Registrar (see ibid.).

The disadvantage of this method and the implementing device is that the definition of the coefficient of relative stiffness of road and rail K occurs sporadically in the process of work with model composition. At the moment the real situation (weather, rail and road) values of this ratio can vary significantly from the originally measured.

Object of the invention is the operational definition of the real-time factor relative stiffness of road and rail K when the movement ended, when the real weather conditions and the condition of the road.

To solve the problem in the method for determining the coefficient of relative stiffness of road and rail in the process d is introduced new operations, namely, that record the electrical signal from the sensor when the deflection of the rail under each trolley cars of a train, each time define at least two distances between the sensor and a reference point near to the sensor wheel truck in which there is zero deflection of the rail, and according to the obtained distances when exposed to all of trolleys composition determine the mean value and the variance of the desired ratio.

To solve this same problem in a device for determining the coefficient of relative stiffness of the subgrade and rail containing the sensor deflection of the rail and the Registrar of the deflection of the rail introduced new blocks: analog-to-digital Converter, connected in series between a transmitter of the coefficient of relative stiffness of the subgrade and rail, and the indicator values of the desired ratio, measuring the distance between the sensor and a reference point near to the sensor wheel truck in which there is zero deflection of the rail, and the control unit, the first, second, third, fourth and fifth synchronicity which are connected respectively with the state clock inputs of analog-to-digital Converter, the Registrar is of the road and rail and the said indicator, the first sign mentioned evaluator coefficient is connected with the Registrar of deflection of the rail, the input meter distances connected with the output of the Registrar of deflection of the rail, and the output to the second input of the transmitter of the coefficient of relative stiffness of the subgrade and rail, the input of the analog-to-digital Converter connected to the sensor deflection of the rail, and the return with the Registrar of deflection of the rail.

New operation method and new blocks implementing devices with their corresponding connection provide the ability to determine the value of the coefficient of relative stiffness of road and rail during movement of the specific part, i.e. the determination of the coefficient K in real time when data weather conditions and the condition of the path at the moment of passage of the composition.

In Fig. 1 shows an explanation of the rationale for the proposed method, Fig. 2 shows the curve of deflection of Y as a function of coordinates X, Fig. 3 shows a block diagram of a device that implements the proposed method, Fig. 4 shows a block diagram of the control unit of Fig. 5 shows a block diagram of the meter distances, Fig. 6 shows a block diagram of the transmitter factor.

For potuit.

As is well known (see, for example, M. F. Verigo. The dynamics of the cars. - M.: VIIITH, 1971, S. 148) the deflection of the rail 1, based on 2 sleepers and ballast 3, car 4, as measured by the sensor 5, is determined by the formula for biaxial truck with wheel pairs 6 and 7 (Fig.1) has the form (curve 8 in Fig. 2):

< / BR>
where:

K is the coefficient of relative stiffness of the subgrade and rail;

(kx) = l-KX(cosKX-sinKX);

P1P2the forces transmitted to the rail wheels of the truck;

U - module foundations of elasticity of the way;

a - the distance between the axles of the truck.

The truck has a thrust bearing on which rests the heel of the body, connected by a king pin. Therefore P1= P2= P and the expression (2) is:

< / BR>
It is obvious that the deflection Y = 0 under the condition

(KX)+(KX+Ka) = 0 (4)

The nature of the deflection shown in Fig. 2 as curve 8. It is seen that the curve crosses zero at several points x From the expression (4) follows:

< / BR>
Because,

CosKX1+ SinKX1+ l-ka[CosK|X1+a| + SinK|X1+a|] = 0 (6)

After elementary trigonometric transformations can be found

< / BR>
Where

< / BR>
The deflection Y = 0 next time will be when X2when

< / BR>
Therefore

< / BR>
Thus, by measuring the distances X2and X1when the deflection Y of the rail is equal to zero, we can determine the coefficient of relative stiffness of the subgrade and rail.

Example. In accordance with operations of the proposed method in the process of the motion was detected by the sensor, the deflection of the rail under the influence of rail trucks, registered electrical signal when the deflection of the rail under each trolley cars of a train, each time determined at least two distances between the sensor and a reference point near to the sensor wheel truck, which was observed values of zero deflection rail: X1= 219,9 cm, X2= 534,06 see Was found K = 0,01. The averaging over 20 trucks showed the average value of K = 0,01 medium when the standard deviation K = 210-3. Comparison with the calculated value of K tables books M. A. Chernyshev. Practical methods of calculation path. - M.: Transport, 1967, showed quite satisfactory agreement between the results.

The proposed device (Fig. 3) contains a connected in series sensors the deflection of the rail 5, the ADC 9, the Registrar of the deflection of the rail 10, the coefficient calculator 11, the indicator 12, also contains islitas factor 11, also contains a control unit 14, the first, second, third, fourth, fifth synchronicity which is connected with the state clock inputs of the ADC 9, Registrar trough 10 meter distances 13, the transmitter 11 and the indicator 12, respectively.

The control unit 14 (Fig. 4) contains serially connected clock generator 15, the first 16 and second 17, 18 third and fourth line 19 delays, synchronicity which are connected with the state clock inputs, respectively, of the ADC 9, Registrar 10 meter distances 13, the transmitter 11 and the indicator 12.

Measuring distances 13 (Fig. 5) contains the managed timer 20, the input connected to the output of the Registrar of deflection of the rail 10, the transmitter distances 21, the output of which is connected to a second input of the coefficient calculator 11 also contains a memory block rate structure 22, the output of which is connected to a second input of the transmitter distances 21 also contains a block of local control 23, the first, second, third synchronicity which is connected with the state clock inputs of blocks managed timer 20, the memory block rate structure 22 and transmitter distances 21, respectively, and engraved connected with engravida the control unit 14.

The unit of local councils is avatele United memory block distances X1and X224, an input connected to the output of the meter distances 13, and the arithmetic unit calculating K averaging and determining the dispersion 25, the output of which is connected to the input of the indicator 12, also contains a block of local control 26, the first and second synchronicity which is connected with the state clock inputs of the memory unit 24 and the arithmetic unit 25, and engraved - engravida the control unit 14.

The operation of the device is as follows. The signal from the sensor 5 deflection is converted into an electrical voltage, which discretized and quantized by the ADC 9 and fed to the recorder deflection of the rail 10. There are fixed points in time, when Y = 0 and when Y = max. In block 13 in stretches of time t1and t2between the moments when the deflection is zero and the maximum value of the deflection speed of the motion are the data about distances X1and X2. This data is supplied to the transmitter 11, which determines the coefficient K for each truck and then averages across data sets. The values of K and K act on the indicator 12. The control unit 14 synchronizes the operation of the device.

The blocks included in the device known from gure is the distance 13 is a digital counter, which registers the pulses from the crystal oscillator and a digital comparator with a preset at a certain point in time generates an output signal. It serves to intermittently at the right time to open or close the input circuit and later to give the command to read data and reset. The construction of the timer 20 is described, for example, in the book of H. Schmidt. The measuring electronics in nuclear physics. - M.: Mir, 1989, S. 143, Fig. 9.3.

As sensors are strain gages (see, for example, M. L. Dacic, N. N. Prigorovsky, g, Khurshudov. Methods and tools for in-situ strain gauges. - M.: Mashinostroenie, 1989, S. 119, S. 181.

1. The method for determining the coefficient of relative stiffness of the base rail and rail in the process of the motion, namely, that is recorded by a sensor, the deflection of the rail under the influence of the car truck, characterized in that register an electrical signal when the deflection of the rail under each trolley cars of a train, each time define at least two distances between the sensor and a reference point near to the sensor wheel truck in which there is zero deflection of the rail, and according to Yu desired ratio.

2. Device for determining the coefficient of relative stiffness of the base rail and rail containing the sensor deflection of the rail and the Registrar of the deflection of the rail, characterized in that it is equipped with analog-to-digital Converter, connected in series between a computer of the coefficient of relative stiffness of the subgrade and rail, and the indicator values of the desired ratio, measure the distance between the sensor deflection of the rail and anchor point in the middle of this sensor wheel truck in which there is zero deflection of the rail, and a control unit, the first, second, third, fourth and fifth synchronicity which are connected respectively with the state clock inputs of analog-to-digital Converter, Registrar deflection of the rail, the above-mentioned meter distance calculator coefficient of relative stiffness of the subgrade and rail, and the above display, the first input referred calculator factor is connected with the Registrar of deflection of the rail, the input meter distances connected with the output of the Registrar of deflection of the rail, and the output from the second input of the transmitter of the coefficient of relative stiffness of the subgrade and ragiba rail.

 

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