# The way of measuring potenzmitteln car stiffness of rail track

(57) Abstract:

The invention relates to a measuring and control technology, designed to check the status of the railroad tracks. When passing fixed points the way each of the four wheelsets potenzmitteln wagon measure the transverse level of the rail track and the forces acting on the left and right overlays wheelset. According to the received information using analytical correlations determine the average stiffness of the rail track at specified points and the deviation of the stiffness of rail lines from the mean stiffness gauge. This method allows you to measure the stiffness of the track potenzmitteln car at all speeds. 3 C.p. f-crystals.

Use: to measure the stiffness of the track. The inventive method consists in the fact that the passage of fixed points of each wheel pair potenzmitteln wagon measure the cross-level rail track, simultaneously measure the forces acting on each of the books, the obtained measurement results substituted into the equation system interaction potenzmitteln of the car and the track in the measurement of cross-level C of rail lines from the average value at the specified point.

The invention relates to monitoring the condition of rail and can be used for assessment and prognosis of this condition.

The known method for determining the coefficient of relative stiffness of the base rail and rail and device for its implementation [1] consists in the fact that register the signals characterizing the deflection 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 coefficient of rigidity.

The shortcoming of the above method is the local nature of its use.

There is a method of determining the curvature of the rail under load wheel, bending moment, stresses due to bending of the rail, the relative hardness and elastic modulus Podbelskogo base [2], namely, that determine a relative displacement of three points located on the working surface of the rail head mentioned moving three points is gibaldi time and stress from bending rail, the relative stiffness and track modulus is determined according to the relevant ratios.

The disadvantage of the above method is the low accuracy due to not taking into account the dynamic interaction between the path and the rolling stock (cars).

Object of the invention is the measurement of the stiffness of the track potenzmitteln car at all speeds.

To solve this problem a method of measuring potenzmitteln carriage rigidity of the track, is that when passing fixed points of each wheel pair potenzmitteln wagon measure the cross-level rail track, simultaneously measure the forces acting on the beads of the wheelset, the results obtained are substituted into the equation system interaction potenzmitteln of the car and the track in the measurement of the transverse level of each wheel pair and determine the average stiffness of the rail track at a specified fixed point and reject the rigidity of each of the rail lines from the average stiffness of the gauge at this point.

The rationale of the proposed method consists in the following. Mutual position is - the goal of the tilt rail track relative to the horizon.

In turn, the tilt of the rail track can be present

where _{g}the angle of inclination of the rail track defined by the geometry of the path and measured without load; _{article}the change in the slope of the path caused by static load; _{d}the change in the slope of the path caused by the dynamic load.

Denote the stiffness of rail lines (left and right)

where the average stiffness of the rail track, and the deviation of the stiffness of rail lines from medium hardness gauge.

The change in the slope of the path due to total load (static and dynamic) can be represented

where Z_{l}and Z_{p}- vertical deformation of rail lines caused the total load; F_{l}and F_{p}- forces acting on the left and right wheel pair axle box.

When WITH^{2}_{p}>>^{2}from (4) we get

When measuring the slope of the path at a fixed location during the passage of each wheel pair potenzmitteln of the car (under different static loads on trucks and the different phases of the oscillations of the car) will provide four independent is the ATA does not contain geometric components _{g}.

Taking into account (5) and (6) can be written two differential equations.

Let us introduce notation

[(F_{C1}-F_{P1})-(F_{C3}-F_{P3})]=a,

[(F_{C3}+F_{P3})-(F_{C1}+F_{P1})]=b,

[(F_{C2}-F_{P2})-(F_{L4}-F_{A4})]=d,

[(F_{L4}+F_{A4})-(F_{C2}+F_{P2})]=e.

Taking into account the adopted notation from (7) we get

Substituting (9) into (8) we obtain the equation

the first root WITH_{p}=0 has no physical meaning and therefore is excluded from consideration, and the second one is obtained in the form

Thus, the problem of measuring the atrocities of rail lines by passing a fixed point potenzmitteln wagon.

Preset waypoint using the step sensor (odometer) as in the measurement of geometrical parameters of the track, and the step (Quant) of the encoder selects a multiple of the axial distances of the carriage.

Literature

1. Patent No. 2116400 Russia. The method for determining the coefficient of relative stiffness of the base rail and rail and device for real is no 208423 Russia. The method for determining the curvature of the rail nod loaded wheel, bending moment, stresses due to bending of the rail, the relative hardness and elastic modulus Podbelskogo base /A. D. grooms, W. A. Reichard, A. A. Nefedov, V. L. Poroshin (Russia). - Statements. No. 94015384/28; publ. 10.04.98.

1. The way of measuring potenzmitteln carriage rigidity of the track, namely, that when passing fixed points the way each of the four wheelsets potenzmitteln wagon measure the transverse level of the rail track and power F_{C1}and F_{P1}F_{C2}and F_{P2}F_{C3}and F_{P3}F_{L4}and F_{A4}acting on the left and right overlays wheel pairs, and the average stiffness_{p}rail track at a specified fixed point or rejecting the rigidity of rail lines from medium hardness gauge is determined by the expression:

where l is the width of track.

_{p1}, _{p2}, _{p3}, _{p4}the angles of inclination of the rail track relative to the horizon at a fixed location for respectively the first, second, third and fourth wheel pairs;

[(F_{C1}-F_{P1}) - (F_{C3}-F_{P3})]=a,

[(F_{C3}+F_{P3}) - (F_{C1}+F_{P1})]=b/SUB>)]=e.

2. The method according to p. 1, in which the fixed point is determined using the sensor of the traversed path, the step which selects a multiple of the distance between the wheel pairs potenzmitteln of the car.

3. The method according to p. 1, in which the static load on the truck potenzmitteln car forcibly do different.

4. The method according to p. 1, in which the measurement results are normalized for speed.

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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