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
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.
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