Method for comprehensive analysis of railway subgrade

FIELD: construction.

SUBSTANCE: railway subgrade analysis comprises preliminary processing of available data to disclose abnormal sections and select control drilling points and additional geo-radiolocation profiles. Geo-radiolocation analysis allows isolating layers with different dielectric factors. Drilling is performed in not only within disclosed abnormal zones but also on every kilometre of analysed section. Track bed is manually drilled to obtain data on broken stone layer properties, particle sizes and lithology, mechanical grading, moisture content, density and soil solid-to-liquid ratio. Data obtained are interpreted to plot them onto exaggerated longitudinal track section.

EFFECT: higher efficiency of analysis, reduced railway repair costs, repair materials savings.

3 dwg

 

The invention relates to the field survey Railways, roads and slopes of linear structures, in particular to the assessment of the status of the objects of the subgrade and ballast, and also the bases of slopes structures by a set of geophysical - radio positioning and geotechnical methods and data in the form of a geological section, put on exaggerated longitudinal profile of the road.

Known method ground penetrating radar, described in the article Izyumova SV and other Examination of subgrade GPR "Geoscope". - Road and track facilities, 2006, №6. - p.36. For several years the company "exploration" and FGU "61 KRII (railway troops)" the defense Ministry was involved in the development of monitoring systems of the railway line (SMPID) to search for mines and explosives. Created system has allowed us to solve not only purely military tasks, but also to use it to survey the railway, including the purpose of determining the thickness and topography of the main layers of ballast materials and soils, specifying the exact location of the troughs, bags, etc., identify water lenses or local wetlands soil. This article discusses some examples of survey subgrade using GPR complex Geoscope". System monitor the nga the railway line includes Electromechanical cart, made of dielectric, and the nodes GPR "Geoscope". The work of GPR in this series based on the emission of geomagnetic video impulse with a wide range and reception reflected from inhomogeneities of videokursov. To transmit and receive signals using a separate antenna.

The results of the processing of such signals allow you to build a results image reflecting boundaries of various inhomogeneities in the environment sensing, including layers of ballast and subgrade. The program builds an image in the form of a vertical section of the soil.

The disadvantage of this method is that geophysical data are not confirmed by the control drilling and boreholes, in turn, have only according to visual inspection, which leads to reduced efficiency of the inspection of the subgrade, and sometimes cost more time and money on a field period, and processing of materials. The materials are presented in a separate engineering-geological sections or GPR data, which creates a nuisance for both designers and engineers of the organizations involved in further work on the project.

Known multi-channel GPR complex presented in the article V.i.kolesnikov, Webformview, Vaana, Aberaeron, PVT, Avedik. - Sergei is geolocational diagnosis path. The path and track facilities. 2007, No. 3, p.19-21.

The complex is intended for diagnostics of objects roadbed train track. Examination axis and the sides of the route is carried out simultaneously three antennas, operating in the continuous mode. Moving radar along the profile trolley MPT-4 with a speed of 70 km/h. A distinctive feature of the complex is capable of receiving signals in the antenna units not only from its own transmitting antenna, but also from neighboring transmitting antenna. Simultaneous reception of signals from one transmitter to two spaced receiver allows you to determine the speed performance of the layers for a more precise definition of the depths.

Cons: the result of using this method is that the radar data, which in itself has practically no information engineer-railway, while exaggerated longitudinal profile of the road sign for each road master and work with geological data, submitted to the usual railroad basis, much easier than with a separate geological sections or data.

A known method of non-contact examination of the profile of crushed stone ballast base in the description of the application for invention No. 2250283, IPC 7 EV 35/00, UK 9/08 from 2003.11.10, epubl, perpendicular to the longitudinal direction of the track, characterized in that the survey is parallel to the detection level of the path and the determination of their location and depending on the registered defect level and obtained respectively for this profile ballast base calculate the amount of gravel needed to lift the way to a preset level and for his uniform ballasting.

2. The method according to claim 1, characterized in that to determine the amount of gravel needed for the ballast grounds, at a given cross-sectional profile impose registered profile ballast base.

3. The method according to claim 1 or 2, characterized in that the required amount of gravel is calculated, and then overwrite the information in the storage device, separately for the left or right half of the path.

Disadvantages: information not reflect the true condition of the subgrade is examined only the contour of the ballast section.

The closest known analogues is a method of examination of the subgrade, as described in article Trenin CENTURIES, Ershov E.V. - the Use of GPR subgrade. - Road and track facilities. 2007, No. 8, p.29. On difficult sites to get a more objective continuous information about slim and incision used GPR survey. To do this, use GPR ZOND-12E, is equipped with a shielded antenna with a frequency of 750 MHz, operating in isolation from the surface of the sensed environment. Radar survey performed in continuous mode. The antenna is transferred along the road axis or along the edge of the roadbed. As you move the antenna signal in the form of a radar profile is reflected on the screen of a laptop computer with installed software package Prism-2, through which all management GPR ZOND-12E". Bind to the pickets are doing on the radar data manually markers. In addition they mark the start and end pits, bogs, axis of artificial structures. All this subsequently helps to interpret georganopoulou. After the sensing of a particular stretch of road profile record to the hard disk of the laptop. In the next step, the sections of the profile with a useful signal, is bound to the stationing, correlated with data drilling anchor wells, outlining the boundaries of soil layers. In the end you get a continuous geological structure.

The disadvantages of all the above-mentioned analogues is that each method is applied separately, independently of each other geophysical data are not confirmed by the control drilling and boreholes, in turn, have only according to visual inspection, that the Vedas is t reduce the effectiveness of the inspection of the subgrade, and sometimes cost more time and money on a field period, and processing of materials. The materials are presented in a separate engineering-geological sections or GPR data, which creates a nuisance for both designers and engineers of the organizations involved in further work on the project.

The technical result of the proposed method is to increase the efficiency of the inspection of the subgrade, reducing the cost of repairs and more economical use of building materials.

The technical result of the present invention is achieved by way of a comprehensive survey of the subgrade Railways, including contactless, GPR survey, well drilling, logging defects, analysis of the state of the measured parameters, the removal of the data for the cross section of the roadbed, characterized in that the examination of the roadbed of the railway is carried out comprehensively, consistently with pre-processing and analysis for abnormal areas and checkpointing drilling and additional georadiolocation profiles and drilling carried out not only within the identified anomalous zones, but also on each mile of the subject site. B. the drilling is performed using a hand-drill kit ballast layer with a description of the pollution of gravel, size fractions and lithology, with the description of particle size distribution, moisture content, density, texture of soil, the results obtained measurements interpret the purpose of carrying out the received data to exaggerated longitudinal profile of the road.

GPR GPR survey is conducted "ZOND-12E", profiling is performed on the ends of the sleepers and is conducted in a continuous mode with virtually any density sensing, at the stage of preliminary processing of GPR data in the field highlights the boundary between media with different dielectric constant, based velocity model, interpreted identified anomalous zones, the results of processing are laid boreholes. The results of the measurements are interpreted with the purpose of carrying out the received data to exaggerated longitudinal profile of the road. Improving the efficiency of inspection of the subgrade is due to the fact that in contrast to the process in the invention the structural elements of subgrade: ballast prism, the core of the embankment, the embankment Foundation examined the complex engineering-geological and geophysical methods in a strict sequence, with the detection of changes in the configuration of the primary site subgrade ballast trough, bed, bag, slot, other, op is edelenyi contamination, power ballast and sand pillow, with a description of particle size distribution, moisture content, density, texture soils. Such a comprehensive examination receive data about the state of each structural element of the subgrade and in General about the plot. The method using GPR in combination with drilling permits, in addition to lithology determination, to more accurately determine the speed of propagation of electromagnetic waves in the environment, and therefore, to more accurately perform the conversion from the temporary cut in deep to receive configuration information geological-lithological layers and the structure of the roadbed between wells, to record in detail all changes to the configuration of the primary site roadbed - the tub, the bed, bags, nests, etc. All of the above information when using only one method of GPR get large errors.

Thanks to the integrated serial execution of the works in this way increases the efficiency of inspection of the subgrade, which lowers costs for repair work and more economically spent building materials. Improving the efficiency of inspection of the subgrade is due to the fact that in contrast to the process in the invention the structural elements of the earthlings is the second fabric: prism ballast, the core of the embankment, subgrade examined consistently, comprehensively identifying configuration changes in the primary site subgrade - trough, bed, bag, slot, other pollution, power ballast and sand bags. Contamination of the ballast and reduce its filtration capabilities, silting or failure of various drainage facilities in conjunction with other factors leads to deformations of the primary site of the subgrade, the slopes of embankments and excavations, which, in turn, lead to the destruction of the superstructure, which necessitates constant monitoring of the condition of the subgrade. The method using GPR in combination with drilling makes it possible to more accurately determine the speed of propagation of electromagnetic waves in the environment, and therefore more accurately calculate the depth of the boundary of media with different dielectric constant, to decrypt the anomalous zones identified at the stage of preliminary processing of GPR data in the field, as well as to produce a layer-by-layer description of ballast needed to inform design decisions on cutting or clearing of rubble. When using one method barring the above data can be obtained t is like with high accuracy, and the use of only one drilling leads, firstly, to increase drilling, secondly, to inaccurate correlation of the geological layers.

Reducing the cost of field work is due to the fact that drilling operations are only performed after pre-treatment of materials of GPR, allowing you to more effectively identify places bookmarks drill holes and contour the local heterogeneity of the subgrade, and significantly reduce the volume of drilling operations. After qualitative and quantitative interpretation of geophysical data and data processing drilling results of these two methods are proposed for exaggerated longitudinal profile of the road, which greatly increases the information content of this profile reflects a more complete picture of the condition of the subgrade. This information allows designers to make more informed decisions on the depth of the cutting of the rubble, replacement or cleaning of the ballast layer, the styling and the choice of type separation layer of nonwoven material, etc. that, in turn, leads to more efficient use of building materials and reducing the cost of repairs.

In comparison with analogues of this complex includes a number of series, comprehensively executed phases of the survey subgrade:

- visual the show;

- GPR survey

- drilling holes and drilling;

- analysis of the state of the measured parameters;

- removal of the data for the exaggerated longitudinal profile of the road.

Visual inspection is one way surveys quantitative characteristics, which include:

- cracks on the slopes, roadsides, at the ends of the sleepers, etc.

- the presence of bursts cutback ballast in misalnya boxes;

- the presence of pucinni humps;

- the presence of Vyborov soil at the base of slopes;

the distortion of the shape of the slopes of embankments and excavations;

- tilt support contact network;

- the presence of karst and suffosion sinkholes on the elements of the subgrade;

- the release of water from the body of the subgrade or Foundation etc.

According to the results of visual inspection of the subgrade are identified locally deformed areas and selects the optimal set of instrumental methods of measurement radio positioning and drilling.

GPR survey is carried out by a team consisting of an engineer Geophysics, apprentice and two signalised. In this case we use GPR "ZOND-12E". GPR survey is a complex of hardware and software tools. Method of GPR survey is based on the radiation in subjects with the food electromagnetic waves, the reception, processing and display of electromagnetic waves reflected from the boundaries of soil layers with different electrical properties - dielectric permittivity, conductivity, density, and others-in the form of GPR data.

Figure 1 shows a fragment of a radargram, which is a vertical wave profile along the horizontal axis which delayed the X-coordinate along the railroad tracks - either in meters or in routes; on the vertical axis from top to bottom of pending or the time of transmission of electromagnetic waves in a medium-NS-, or depth in meters, if the recalculated time in depth. The result of post-processing on the nature of a wave pattern produce layers with different dielectric constant. This figure is divided into three layers: the ballast - in this case, gravel, position 1; sand cushion and soil cores embankment - in this case represented by Sands, 2, 3; the base of the mound, pos.4.

By GPR survey identified the following options:

- determining power of the ballast;

- identify places where mud nests or lenses in the thickness of the ballast, leading to the development of outbursts;

- define the configuration of the primary site of the subgrade, and the configuration and depth distribution profescionalnoe site it is possible to predict the existence of such deformations, as ballast trough, bags, nests, etc.

- detection of voids in karst areas in the base of the subgrade.

After performing GPR measurements by the engineer-geophysicist and engineer-geologist is a joint preliminary processing and interpretation of the obtained information in order to identify anomalous areas and checkpointing drilling and additional GPR profiles.

In the next phase of the work team consisting of an engineer-geologist, drilling foreman and two labourers, executes control drilling. The location of wells shown in figure 2. In this case, shows a portion of the transverse profile of the subgrade, presents an embankment height of 3.5 m with absolute marks of the rails and bending profile. Boreholes 26 and 27 opened four layers: ballast, crushed - 1; sand cushion, presents medium-grained Sands small degree of water saturation, with the inclusion of pebbles up to 15-20%, 2; soil cores embankment, presents sandy loam plastic consistency, 3; the base of the mound, are loam meters consistency, 4.

Drilling is manual drilling set in two stages:

- at the first stage is passed the pits on the ballast layer, describes the pollution of gravel, the size f the shares and lithology, layer obseived;

- the second step is the drilling of a well with a description of the lithology, grain size, moisture content, density, texture of the soil.

After all instrumental measurements engineer-geologist and engineer-geophysicist processing and interpretation of all submissions received, is made of engineering-geological characteristics of the site allocated for radargram boundaries using application programs exported to AutoCad for construction of the geological section, superimposed on exaggerated longitudinal profile of the road. Radio positioning is used in conjunction with the drilling of wells, the volume of drilling operations is reduced by 3-4 times, which entails a reduction of the time of the fieldwork, as well as radio positioning is one of the nondestructive testing methods, and the impact of drilling on the state of the subgrade is also minimized.

Thus, the result of the survey is a geological cross-section, first made by exaggerated longitudinal profile of the path 3, which allows to assess the state of the roadbed of the railway. In the present invention for the first time, the survey results roadbed of the railroad in the form of a geological section presented to exaggerated longitudinal Profi is ü path, that allows us to comprehensively assess the condition of the roadbed of the railway track, to increase the efficiency of inspection of the subgrade, to reduce the cost of repairs and more economical use of building materials.

Comparative analysis of the proposed solutions with the prototype allows us to conclude that the claimed method differs from the known analogues: a set of essential distinguishing features:

- run aggregate investigation of the subgrade in the complex, where:

after visual inspection carried out

- GPR work, and only then do:

control drilling.

The result of a complex of works is:

- vertical section, first made by exaggerated longitudinal profile of the road.

Comparative analysis of the prototype allows us to conclude that the claimed method meets the criterion of "novelty."

The invention is illustrated by drawings, where:

Figure 1 shows a fragment of a radargram, which is a vertical wave profile along the horizontal axis which delayed the X-coordinate along the railroad tracks - either in meters or in runs, on the vertical axis from top to bottom of pending or the time of transmission of electromagnetic waves in the environment of the national Assembly, or the depth of vmetro, if the recalculated time in depth. The result of post-processing on the nature of a wave pattern produce layers with different dielectric constant. This figure is divided into three layers: the ballast (in this case, crushed) 1; sand cushion and soil cores embankment (in this case represented by Sands) 2, 3; the base of the embankment 4.

Figure 2. in this case, shows a portion of the transverse profile of the subgrade, presents an embankment height of 3.5 m with absolute marks of the rails and bending profile. Boreholes 26 and 27 opened four layers: ballast, crushed 1; sand cushion, presents medium-grained Sands small degree of water saturation, with the inclusion of pebbles up to 15-20%, 2; soil cores embankment, presents sandy loam plastic consistency, 3; the base of the mound, are loam meters consistency, 4.

Figure 3 shows exaggerated longitudinal profile of the road-fragment, which includes the materials and geotechnical surveys, is represented in the horizontal scale 1:10000, vertical 1:100 longitudinal profile stand geological layers - POS.1 - ballast (crushed), 2 - sandy pillow, 3 - pound core of the mound, pos.4 - Foundation soil subgrade resulting from the processing of GPR data and results Bur the tion, and show a detailed trip plan; the plan line of the repaired road; grades rail head repair and related - when double-track sections of paths, m; land mark, m; the difference of level of the rail head adjacent paths, cm, design and the existing boundary clippings ballast relative to the rail head adjacent the path, cm, the design elevation of the rail head repair path, m; slope % and length, m; the thickness of the gravel under the sleeper, cm; change marks the rail head under the supports of the contact network, cm electrophysiology areas; non support contact network and their pittance position; suspension height of the contact wire, mm; laying of geotextiles, geogrids, insulating materials.

Example.

In may 2005, the survey was conducted subgrade complex engineering-geological and geophysical methods for the study of the project reinforced overhaul even track driving Alexandrov-Ryazantseva 115 km PC 0-165 km PC 3 Northern railway. The length of the study area is 50.3 km

For this program of research was provided by conducting field of geotechnical drilling operations using a kit of hand tools, drilling percussion type and geophysical work on the methodology of GPR sensing using GPR "Zond-12 E Study was conducted in the following sequence: visual inspection; GPR survey; preliminary interpretation of the materials of GPR; excavation of pits and drilling wells; analysis of the measured parameters.

Visual inspection indicated the presence of numerous outbursts cutback ballast in misalnya boxes, extensive dredging and zero locations virtually all existing drainage facilities along its entire length filled with debris and muddy, almost all low places along the roadbed observed accumulations of surface water caused by spring snowmelt, there is also the inclination of the support contact network in the field direction at the site PC 139.4-139.6.

Then was made to 50.3 km of GPR profiling using antenna 750 MHz on the ends of the sleepers. Using antenna 300 MHz surveyed mound located on a peat bog (PC 139.0-140.0). In the pre-treatment process materials of GPR revealed a sharp increase of the specific attenuation of electromagnetic waves (decrease in amplitude) at the site PC 139.2-139.7 in the depth interval from 1.7 m to 4.0 m, which is typical for saturated soils.

As a result of drilling on the PC 139.5 under two-meter layer of peat exposed clay gray-blue color plastic consistency presumably Jurassic age. This places is over 500 meters (PC 139.2-139.7) roadbed passes through the peat bog. Drilling at 192,50-192,75 opened groundwater, hydrodynamically connected with the adjacent swamp. After mapping all of the obtained materials was decided in the production of reinforced overhaul the way to the site PC-139.2-139.7 instead of jointless tracks to lay sectional, track it was recommended to monitor this area, especially in the spring and autumn period, in addition to lowering of the groundwater level at zero field and at the dredging project was provided repair and cleaning of existing trays, the restoration of old and new cutting drainage ditches and ditches.

This anomalous zone was delineated by established additional boreholes, all data were made on transverse sections and exaggerated longitudinal profile of the road, and then produced a much more accurate picture of deformation occurring at the moment and occurred earlier in the survey area. This resulted in a 3-4 fold increase efficiency inspection of the subgrade. Thus, the costs for repairs will decrease by 10-20%.

Technical and economic effect: the inventive method is applied in the South-Eastern railway from 2002, was first used on the stretch of Well-Davydovka and for examination of the "sick" places in the Liskinsky distance PU and in conjunction with Engineering and geological Service base path. In 2004, 2005, and on the Privolzhskaya railway and 2005 on the Northern railway.

Using the proposed method improves the efficiency of the inspection of the subgrade, reduces the cost of repairs at 10-20%.

Method a comprehensive survey of the subgrade Railways, including contactless GPR survey, well drilling, logging defects, analysis of the state of the measured parameters, the removal of the data for the transverse and longitudinal sections of the roadbed, characterized in that the examination of the roadbed of the railway is consistently, comprehensively with pre-processing and analysis for abnormal areas and checkpointing drilling and additional georadiolocation profiles, and GPR survey is emitting layers with different dielectric constant, and drilling carried out not only within the identified anomalous zones, but also on each mile of the subject site and drilling carried out on the ballast layer using a handheld drill kit with a description of the pollution of gravel size fractions and lithology, with the description of particle size distribution, moisture content, density, texture of soil, thus achiev Italy measurements interpret the purpose of carrying out the received data to exaggerated longitudinal profile of the road.



 

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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.

2 dwg

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.

SUBSTANCE: invention relates to methods of continuous recording of spatial position of track gauge. Proposed method includes recording of information from pickups of rail-to-rail space, covered distance, current course angle, longitudinal and cross grades at vehicle running and calculating of current coordinates of track gauge using data of pickups. Recording of course angle and longitudinal grade from said pickups and determination of current coordinates Xi,Yi,Hi is carried out for one of rail lines relative by any initial direction in horizontal plane at measuring pitch 1. Coordinates of point im corresponding to middle of straightline section connecting extreme points i0 and in are calculated by measured coordinates of extreme points for each preset section of track Pi. Deflection of rail in horizontal and vertical planes, δihδiv respectively, is determined by difference between calculated coordinate of indicated point and measured coordinate of corresponding point. Device for determining spatial parameters of rail tracks has running truck including support wheel and first and second measuring wheels and odometer wheel arranged on one axle over one of rail lines. Support wheel is connected with measuring wheels by link installed at angle of 90° relative to direction of running. Track gauge width pickup is installed on said link. Distance pickup is mounted on odometer wheel. Course and roll indicator is installed on axle connecting measuring wheels. Outputs of distance pickups, track gauge pickup and course and roll indicator are connected with computer through controller.

EFFECT: enlarged functional capabilities, with possibility of determination of relative position of track section in vertical and horizontal planes (level and sag), together with determination of spatial coordinates.

3 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: applications of measuring apparatus or devices for track-building purposes.

SUBSTANCE: control method involves setting survey points and determining coordinates of above points in X, Y, Z coordinate system; placing measuring station near structure and determining measuring station position in X, Y, Z coordinate system relative at least one survey point; determining distance and angle between above insertion device and measuring station with the use of above measuring station; calculating insertion device position on the base of above distance and measuring station position; moving insertion device to provide coincidence of above members with predetermined member insertion points along insertion axis. Insertion device comprises lever, which may perform longitudinal and rotational movement in three mutually perpendicular directions. The lever holds members to be inserted in the base and comprises mirrors to determine positions of the lever and the members in three dimensions with the use of measuring station.

EFFECT: increased accuracy and speed of insertion device arrangement on the base, simplified usage and reduced cost.

11 cl, 5 dwg

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