Estimation method of corrosion damage level of rail base
FIELD: railway transport.
SUBSTANCE: this invention covers gauges for check of railroad bed condition and can be applied for detection and check of corrosion damage level of operated rails by ultrasonic scanning. The method is as follows: ultrasonic signals directed into the rail base are emitted from the rail rolling surface; and the signals reflected from the rail base are received. Amplitude envelop of the received ultrasonic signals is calculated during movement along the rail according to which corrosion damage level of the rail base is determined.
EFFECT: early determination of danger areas of rail base.
2 cl, 1 dwg
The invention relates to measuring devices to check the status of the railroad tracks and can be used for detection and assessment of the degree of corrosion damage soles operated rail using ultrasonic methods.
It is known that the sole is arranged in the path of the rails exposed to corrosion damage, which mainly occur in areas of contact between the rail with sleeper linings. These places are the most affected by atmospheric influence, influence of chemical and abrasive substances, leakage traction current (electrocorrosion), etc. In places where corrosion sole possible occurrence of fatigue cracks and fractures - defect code 69 . Early detection of corrosion damage and the assessment of their degree of development allows you to take timely measures to hazardous parts and to avoid a critical situation.
Known way to prevent kinked rail lashes , allowing the detection of small cracks at the base of the rail to strengthen the weakened section by setting chelidamic overlays and replacement podrelsovoe rubber gaskets rubber with a corrugated profile. There are also known ways to increase the service life of rail lashes , in which sections of the route where the rails with high corrosion soles, is to combine rail whip in the longitudinal direction (a distance not less than 3 m), to reduce the tightness of the terminal bolts and place under the sole rail more pliable Podilskyi strip .
In the known solutions, it is assumed that areas with corrosion damage to the soles of the rail is detected by means of flaw detection". However, currently there are no ways and means to reliably localize the areas of rail track with corrosion damage to the sole, especially at the early stage of damage. As a result, only in December 2009 - January 2010 on the road network of JSC "RZD" occurred more than ten kinked rail defect code 69 . In particular, in one week (14-16 December 2009) on the Northern railway took place on 4 sudden fracture of rails. As it turned out, the cause of these fractures were significant corrosion damage ("corrosion fatigue"arising from long-lasting moisture soles in the contact zone with PokerSavvy gasket in combination with a high voltage level) of the rail base. At the same time according to the sections of the route periodically (with a frequency of 4-5 times a month!) routine monitoring drove ultrasonic railcar and rail inspection car, and portable two-line ultrasonic flaw detectors. At the defectograms these funds when implementing ultrasonic control methods with normirovannoi the sensitivity  there are no clear signs of corrosion damage to the rail base.
Thus, at present, there are technical solutions [2, 3, and 4] which allows to take measures to prevent kinked rails with corrosion damage to the soles, however, detection methods such sites (localization) are missing.
The complexity of the research, the soles exploited rails is that, first, as a rule, it has poor handling, which makes it difficult research, and secondly, by mass (solid) control it can be prosvicena ultrasonic vibrations only from the tread surface.
It is known that when the radiation from the surface of the rail transducers ULTRASONIC signals directed through the cervix into the bottom rail, and the receiving transducers of ULTRASONIC signals reflected from the sole, corrosion damage to the soles of the rail can be detected as noise components in the reflected signal. Indeed, corrosion damage to the soles of the rail lead to the scattering of the reflected probe ULTRASONIC signals from the foot of the rail, which reduces the amplitude of the reflected ULTRASONIC signals from the planned testing schemes and causes unplanned echoes.
The disadvantage of this method is the inability to assess the extent of corrosion damage to the rail.
From the local ways of finding defects in the base rail , namely, that the surface of the rail transducers emit ULTRASONIC signals directed through the cervix into the bottom rail, take transducers ULTRASONIC signals reflected from defects, repeat these steps, moving the emitters receivers along the rail.
The disadvantage of these methods is the ability to detect only an already existing defects in the base of the rail.
Known  the method of finding defects in the base of the rail, namely, that emit in the rail transverse ULTRASONIC oscillations, receive reflected ULTRASONIC oscillations and measure their parameters for defect detection, and ULTRASONIC vibrations radiate from the surface of the rail beam, the angle which provides the irradiation radius transitions from the neck rail to the sole reflected from the reference plane of the sole of ULTRASONIC vibrations, while ULTRASONIC vibrations, consistently penetrazione reference plane soles, rounded transition between the neck rail to the sole, a possible defect in the sole, the edge of the pen soles accept group the receiving transducers, including radiating along the longitudinal axis of the rail.
This method requires placement of electroacoustic transducers receivers of ULTRASONIC signals at the edge of the pen rail, which is impossible for the perfo troumaca rails (prevent the fastening elements) and under continuous control.
Closest to the claimed method is a method , which consists in the fact that the surface of the rail emit ULTRASONIC signals directed through the cervix into the bottom rail, receive ULTRASONIC signals reflected from the base of the rail, repeat these steps, moving along the rail.
The disadvantage of this method is the ability to detect only an already existing defects.
The problem solved by the claimed method is the detection of corrosion damage to the soles of the fixed rail and the assessment of its extent with the aim of early detection of potentially dangerous sections of railway track.
To solve this task according to claim 1 of the claims in the way that assessment of corrosion damage to the soles of the rail, which consists in the fact that the surface of the rail emit ultrasonic signals directed through the cervix into the bottom rail, receive ultrasonic signals reflected from the base of the rail, repeat these steps, moving along the rail, constantly calculate envelope amplitude received ultrasonic signals in the form of moving averages on the plots, the width of the rail sleeper pads, the amplitudes of the specified envelope assess the degree of corrosion damage to the soles of the rail.
By claim 2 in the evaluation method according to claim 1 for assessing corrosion damage of the Denia soles rail use multiple electroacoustic transducers, directed perpendicular to and at an acute angle to the surface of the rail, thus combining the measurement results received from all of electroacoustic transducers so that they belonged to the same transverse cross section of the rail, and the decision of corrosion damaged area of the sole rail take based on the joint processing of the received results.
Significant differences of the proposed method in comparison with the prototype are:
According to claim 1 claims:
Calculating the envelope of the amplitudes of the received ultrasonic signals in the form of moving averages on the plots, the width of the rail sleeper pads, allows, first, to exclude from consideration the random changes of the reflected signal associated with the low quality of the surface of the sole of the rail, and, secondly, to allocate portions of the rail with sleeper linings affected by corrosion, as the most likely location of the corrosion damage.
In the prototype the question of corrosion damage is not considered.
Assessment of the rate of change of the amplitude envelope of the received ultrasonic signals allows to estimate the degree of corrosion damage to the area of the rail. Obviously, a single and small corrosion damage causes less scattering of the reflected ULTRASOUND is Ignatov, than large and multiple, thus, the evaluation of the amplitudes allows us to solve the problem.
In the prototype, the issue of assessing the degree of corrosion damage is not considered.
By claim 2:
For the assessment of corrosion damage to the soles of rail use multiple electroacoustic transducers directed perpendicular to and at an acute angle to the surface of the rail,
In the prototype also uses several electroacoustic transducers arranged similarly, but not used to search for corrosive areas. Matching sounding scheme enables the use of existing detectors for solving problems of search corrosive areas.
The combination of the measurement results received from all of electroacoustic transducers so that they belonged to the same transverse cross section of the rail, provides a more detailed picture of the condition of the soles of the rail.
Making the decision to corrosion damage of the area of the sole of the rail based on the joint processing of the obtained results allows to increase their reliability.
Corrosion damage in the form, depth and other parameters unpredictable, resulting in the reflection of the ULTRASONIC probe signals are random in nature. Under these conditions, the usage information from all of electroacoustic transducers is useful.
In the prototype measurements transducers forming the schemes considered separately.
The inventive method are illustrated in the following graphics:
Figure 1 - diagram of the sensing and graphs of reflected ULTRASONIC signals, where:
2. Electro-acoustic transducer, a directional orthogonal to the surface of the rail.
3, 4. - Sloping electroacoustic transducers.
5. The sleepers.
6. Tie lining.
7. Corrosion damage.
8. The scattered ULTRASONIC signals.
9. The reflected signals with a random direction.
10. The envelope of the amplitudes of the reflected signals.
11. The averaged amplitude of the reflected signals.
Figure 2 - diagram of the device that implements the inventive method, where
12. The generator of the ULTRASONIC probe signals.
13. The first switch.
14. The second switch.
15. The receivers of the reflected signal.
16. Analog-to-digital converters.
19. The velocity meter.
Consider the implementation of the proposed method according to claim 1 of the claims.
On the surface of the rail 1, figa), 2 sets of electroacoustic transducers 2 or 3 and 4. Emit electro-acoustic transducer 2 (3) of ULTRASONIC signals directed through the cervix into the bottom rail, the principle is thought electroacoustic transducer 2 (4) of ULTRASONIC signals, reflected from the base of the rail 1. ULTRASONIC transducer 2 is perpendicular to the surface of the rail 1 and the ULTRASONIC transducers 3 and 4 at an acute angle thereto, forming a circuit posvecivanje. In practice, usually mounted electro-acoustic transducer 2 and two pairs technologies electroacoustic transducers 3-4. One pair of the latter is directed along the displacement meter, and the second in the opposite direction, so that the radiation lines do not overlap, which reduces their influence. Choose a section length equal to the width of the rail pads. Calculate it the moving average value of the received ULTRASONIC signals. In the absence of corrosion of the amplitude of signals reflected from the sole rail URef.and their envelope - 10 maximum and constant figb), although it may vary due to irregularities of the sole rail and other factors. In areas sleepers over 5 tie linings 6 may experience corrosion damage 7, which dissipate the sounding signals 8, which reduces the amplitude of the reflected ULTRASONIC signals 10 URef.at the point of reception. In addition, you may experience reflection 9 directed in an arbitrary direction, but including the emitter, the result will appear unexpected signals of small amplitude.
Moving emitters - receivers 2-4 along the rail is autonaut ULTRASONIC sensing. The decrease in the amplitude envelope of the received signals can detect rail lining 6, which arose corrosion damage. According to the degree of change (reduction due to scattering) amplitude 11 evaluate the degree of corrosion damage.
By claim 2 in the method according to claim 1 use group electroacoustic transducers directed perpendicular 2 and at an acute angle to the surface of the rail 3, 4. For the assessment of corrosion damage to the soles of the rail 1 measure the speed of movement of electroacoustic transducers 2-4 and their relative position. Combine the measurement results received from all of electroacoustic transducers 2-4 so that they belonged to the same transverse cross section of the rail that allows you to summarize all the results of measurements. The decision to corrosion damage area of the sole rail take based on the joint processing of the received results.
Figure 2 shows a block diagram of a device that implements the inventive method.
The generator of the ULTRASONIC probe signals 12 is designed to generate ULTRASONIC probe signals. The first switch 13 is supplying these signals to the desired radiating electro-acoustic transducer. The second switch 14 provides a flow reflected from the sole rail of the ULTRASONIC signal and the feed receivers 15. The received signals after analog-to-digital Converter 16 is fed to the computer 17. The processing results are displayed on the display 18. Measuring the velocity of 19 electroacoustic transducers 2-4 allows at known relative positions to calculate in the computer 17, the coordinates of the reflectors of received signals and to combine them on the longitudinal coordinate of the rail. The result will be the integrated information from all testing schemes. This approach can improve the accuracy of detection of corrosion damage and their evaluation.
Thus, the inventive method can be implemented and provides the ability to detect corrosion damage to the sole of the rail and an assessment of their degree.
An important feature of the proposed method is that its application can be used ultrasonic flaw detectors with traditional schemes  sensing and requires only changes in the methods of processing of the obtained results.
Sources of information
1. Classification of defects in rails. Documentation/CPU-1-93. M.: Transport, 1993.
2. Patent RU 2153552, Sharadze OH, Malov E.V., Kulemin NR. and other Way to prevent kinked rail lashes. - Publ. 27.07.2000.
3. Patent RU 2153551. Sharadze OH, Malov E.V., Kulemin NR. and other Method of increasing service life of rail lashes. - Published the. 27.07.2000.
4. Patent RU 2121029. Ivanov P.S., Kulemin, VN, Malov E.V., Rusin A.N. Podrelsovoe strip. - Publ. 27.10.1998.
5. Markov, A.A., Shpagin D.A. Ultrasonic rail flaw detection. 2nd edition, revised and enlarged additional SPb.: Education-Culture, 2008. 282 C.
6. INSTRUCTIONS for reading and decoding on the PC results of the ULTRASONIC inspection of rails in the path of the detector UDS-REM-22. Edition 15.26.2009 http://www.rdm.md/ms/rdm2.html, RDM22 software help_15.26.2009.pdf), p.76.
7. Patent US 4593569 - Ultrasonic transducer unit to locate cracks in rail base.
8. G.Garcia, D.Davis, Railway Track&Stuctures, 2002, No. 8, p.18-21 (http://www.css-rzd.ru/zdm/09-2003/03014.htm).
9. RU application No. 2007129376.
10. Patent RU 2227911, the Way multi-channel ultrasonic inspection of rails.
1. The method of evaluation of corrosion damage to the soles of the rail, which consists in the fact that the surface of the rail emit ultrasonic signals directed through the cervix into the bottom rail, receive ultrasonic signals reflected from the base of the rail, repeat these steps, moving along the rail, characterized in that constantly calculates the envelope of the amplitudes of the received ultrasonic signals in the form of moving averages on the plots, the width of the rail sleeper pads, and the amplitudes of the specified envelope assess the degree of corrosion damage to the soles of the rail.
2. The evaluation method according to claim 1, characterized in that for the assessment of corrosion damage of the statement of the sole rail use multiple electroacoustic transducers, directed perpendicular to and at an acute angle to the surface of the rail, thus combining the measurement results received from all of electroacoustic transducers so that they belonged to the same transverse cross section of the rail, and the decision of corrosion damaged area of the sole rail take based on the joint processing of the received results.
SUBSTANCE: electromagnetic-acoustic transducer has a magnetic system in form of a permanent magnet and two flat coils which are electrically insulated from each other and lie under the magnet, one below the other, where the permanent magnet is in form of a solid cylinder with diameter to height ratio equal to 1:2, and windings of one plat coil are directed at an angle of 90 degrees to windings of the other coil, and the diameter of the circle which describes windings of each coil is equal to the diameter of the permanent magnet.
EFFECT: possibility of exciting ultrasonic waves with different polarisations.
SUBSTANCE: based on acoustic permeability characteristics, which reflect passage of ultrasound through the valuable document (12) at its different points (O; O'), an indicator of the state of the valuable document is determined, which depends on variability of acoustic permeability characteristics from one of said different points to the other and characterising the state of the valuable document (12) from its dilapidation, and using the given criterion for the indicator of the state of the valuable document (12), its state is determined, where dilapidation is defined as the state of the valuable document in which, as a result of circulation, the document has less hardness and/or elasticity compared to the state it is in just after manufacture.
EFFECT: high reliability of evaluating the state of valuable documents.
34 cl, 7 dwg
SUBSTANCE: transverse ultrasonic oscillations are radiated from the roll surface of the rails using main ultrasonic transducers placed on given main radiation points on the longitudinal axis of the rail, receiving the reflected ultrasonic oscillations and measuring parameters thereof, analysis results of which determine presence of defects, where simultaneously with emission of radiation from the main points, ultrasonic oscillations are radiated from additional radiation points using additional ultrasonic transducers, each placed lying at a distance L from the corresponding main ultrasonic transducer, selected using the expression L=(2n-1)N, where N is the scanning pitch and n is a natural number from 3 to 100, where during joint analysis of ultrasonic oscillations received by the main and additional ultrasonic transducers, ultrasonic oscillations received by the corresponding additional ultrasonic transducers are corrected, which provides difference in position along the longitudinal axis of the rail of the main and the corresponding additional ultrasonic transducers equal to L-N.
EFFECT: high speed of ultrasonic inspection of rails while maintaining accuracy thereof.
FIELD: machine building.
SUBSTANCE: acoustic transducers are installed; acoustic vibrations are recorded; location of defect on the inspected section of pipeline is determined and recorded; at that, acoustic vibrations are recorded on mode of radial vibrations of circular hollow cylinders on transverse piezoelectric effect in frequency band of 1-25 kHz range. At that, current-collecting electrodes are applied on side surfaces of hollow cylinder; diagnostic module is arranged inside pipeline and equipped with acoustic transducers by means of which there determined are non-linear properties of the controlled medium by determining the function relating the medium reaction pressure to excitation pressure; at that, emitting and receiving transducers are installed at distances l/lσ=1 from each other; acoustic signals are emitted at frequencies of 140 and 150 kHz; standard histograms of probability density are determined for each signal; by polynomial approximation there determined is analytical expression for each histogram; non-linearity function and values of moment functions are calculated, which characterise the change of the shape of normal distribution law; foreign inclusions are determined in the controlled medium as per the change of the shape of distribution law.
EFFECT: improving reliability of defect detection in pipelines.
FIELD: machine building.
SUBSTANCE: control module, measuring module, allocation module of damages and power module are made in the form of individual compartments connected to each other by means of linking element with fitting assembly so that multi-stage in-tube tool is formed; damage allocation module is equipped with mobile product utilisation reservoir; hydroacoustic communication channel is made in the form of three-stage cascade formed by receiving-transmitting elements installed on in-tube tool on inner and outer surfaces of pipeline mainly at check points located in transverse welds of piping with known geographic plane coordinates.
EFFECT: enlarging functional capabilities of on-line diagnostic device of main piping.
SUBSTANCE: disclosed is a method of detecting and classifying defects in components, involving the following steps: emitting pulsed ultrasonic waves, converted from electric pulses at several places on the surface of the investigated structural component; receiving the reflected ultrasonic waves from several places on said surface in order to generate received electrical signals; analysing and evaluating the received high-frequency electrical signals using the position of places of the emitted ultrasonic waves and the received reflected sound waves in order to create a three-dimensional local distribution of scattering properties of the structural component; where in addition to information on amplitude, the phase angle of the scattering process is estimated and assigned to the three-dimensional local distribution of scattering properties of the structural component, where information on amplitude is used to detect defects, and information on both amplitude and phase of the three-dimensional local distribution is used for classification.
EFFECT: high reliability of data when detecting defects.
6 cl, 1 dwg
SUBSTANCE: rail base ultrasonic control is performed by way of the control zone scanning with an angle-beam probe relocated within the rail plane, receipt and registration of echo-signals using the said prove; one additionally scans the control area and receives echo-signals with a second marched angle-beam probe relocated within the rolling plane; the both probes acoustic axes are oriented along the rail longitudinal axis but in opposite directions; one registers echo-signals with the second probe, shifts the defectogram of one probe relative to that of the other probe by a distance equal to that between the probes acoustic axes within the control zone at one and the same moment of time corrected by the difference of the transducers delay times; by temporal coincidence of echo-signals on the shifted defectograms one determines presence of a crack.
EFFECT: provision for a possibility of more reliable detection of crosswise cracks.
FIELD: machine building.
SUBSTANCE: device consists of grid of piezo-electric micro-sensors (3) grouped in form of matrix of lines and columns for measurement of vibration waves emitted with said structure in various points of surface of said structure. Further, the device consists of interface electronics (10) connecting the said grid of micro-sensors (3) with recording memory unit (11). Also, micro-sensors, electronics (10), and recording device (11) are integrated into flexible substrate (2) in cohesion with surface of the checked structure. Interface electronics (10) is positioned on the end of lines of micro-sensors or on the end of columns of micro-sensors to connect correspondingly each line and each column of the grid with interface electronics.
EFFECT: check of condition of structure during total period of its performance by means of local measurement of vibration behaviour of structure.
15 cl, 7 dwg
SUBSTANCE: beams (4) of transverse ultrasonic waves are emitted simultaneously by five ultrasonic transducers (1), (10-13) into a rail (1) from its roll surface (2) into the corresponding region of the base (5) of one of the halves of the rail (1). Presence of defects (8) near the edge of wing (9) of the base (5) is determined in the region lying at a distance (0.91-1.00) L from the longitudinal plane of symmetry of the rail (1), where L half the width of the base (5). Other regions where the presence of defects (8) is determined lie at distances (0.71-0.93) L, (0.51-0.73) L, (0.24-0.53) L, (0-0.27) L from the longitudinal axis of symmetry of the rail (1). For each of these five regions, a directional pattern is selected for the ultrasonic transducer (1), (10-13), which ensures incidence on possible defects (8) of transverse ultrasonic waves parallel or close to parallel the longitudinal plane of symmetry of the rail (1). This is achieved owing to corresponding re-reflection of the beam (4) from elements of the rail (1) or direct incidence of the beam (4) onto defects (8) in the last of the said regions. Directional patterns are given by selecting the angle of incidence (4) of transverse ultrasonic waves, the turning angle relative the longitudinal plane of symmetry of the rail (1) and the position of ultrasonic transducers (1), (10-13) relative said plane. During complete inspection, said transducers are moved along the roll surface (2) and presence of defects (8) in said regions is determined from parameters of beams (4) received by said transducers. Detection of defects (8) in the base (5) of the second half of the rail (1) is carried out using the same sequence of operations.
EFFECT: high reliability of ultrasonic inspection of rail bases.
2 cl, 6 dwg
SUBSTANCE: sound absorption factor is measured in generating sound field by deterministic signal in empty chamber and in that with tested material. Then, response signals are recorded to compute impulse responses, filter them out, determine sound pressure attenuation interval and compute material sound absorption factor. Note here that said deterministic signal represents that with exponentially increasing frequency while sound absorption factor is computed by interval of reverberation in empty chamber and in that with material via frequency range in 1/9 octave band followed by averaging of three magnitudes of adjacent bands.
EFFECT: higher accuracy.
FIELD: railway transport.
SUBSTANCE: this invention covers rail voltage monitoring system. This system includes a sensor unit which additionally includes a sensor to be installed directly on a rail length. The proper sensor includes a flat metal pad and at least one or more sensors installed at one side of such pad. Usually, the sensors are strain gages installed on the pad in a specific pre-set configuration. At least one data collection module is electrically connected to the sensor, and a data processing module receives and processes data collected by data collection module.
EFFECT: high measuring accuracy of rail operational characteristics.
29 cl, 10 dwg
FIELD: machine building.
SUBSTANCE: device and method is intended to be used at measurement of curvature through certain base length of object (2t), for example per 1 running metre and maximum curvature through the whole length of the object. The basis of measurements is proximity sensors. Condition of measurements is straight-line movement of the object. There can be deviations at movement in the form of transverse offsets and vibration. In order to relate measurements to length and to compose the object curvature chart, speed sensor is used. Enough number of sensors will be log2(L/t)+2 sensors. They are located at distances of (t, t, 2t, 4t, 8t, 16t,…) between each other, where t - half of the base distance for curvature measurement.
EFFECT: device allows reducing the number of involved sensors at curvature measurement.
2 cl, 7 dwg
SUBSTANCE: invention relates to railway diagnostics complexes. Proposed complex comprises control and measuring complex and onboard computation complex. Said control and measuring complex comprises system to control and estimate track geometrical parameters, system for contactless control of rails geometry, high-speed rail flaw detection system, track defect visual detection system, train dynamics control system, speed georadar control system, structure approach speed control system, ACS and telemetry state high-speed control system, contact circuit state control system, analog radio communication parameter control system and digital radio communication parameter control system. Proposed complex is equipped with multiple-discrete track and geophysical track coordinate synchroniser connected with each control and measuring system. Onboard computation complex incorporates universal system for visualisation of synchronised data of all control and measuring systems equipped with integral interface, system with combination analysis and railway structure state forecast, as well as control system provided with communication with integrated data space of railway infrastructure.
EFFECT: higher speed and validity of measurements.
SUBSTANCE: invention relates to railway transport, particularly, to auxiliary railway equipment. Proposed complex comprises removable rail carriage accommodating positioning device, track measuring equipment to measure currents track coordinates, track width, mutual position of rails in height, system to analyse track parameters, data transfer interface to transmit data to external data base computer via communication adapter, automatic device to measure curvature of rails in horizontal plane, and programmable analyser. The latter consists of measurement results registrator, device to detect the departure of track parameters from preset ones, in-situ digital indication and graphical visualisation unit that allows audio comments on every mark, and track parameters memory.
EFFECT: higher efficiency of diagnostics.
SUBSTANCE: invention relates to railroad transport. Servo drive centering device of mobile flaw detector along rail lengthwise axis comprises detectors furnished with self-centering device. The latter is made up of permanent magnets arranged on faces of every detector on crosswise displacement carriages articulated with detectors and arranged on guide bars rigidly coupled with load bearing bar of servo drive system suspension.
EFFECT: higher quality of rail state control, possibility for flaw detection at high speeds.
SUBSTANCE: proposed system comprises data collection device mounted at rolling stock head and consisting of microcontroller whereto connected are transmitter, receiver and data output unit, transceiver module arranged at rolling stock tail and comprising transmitter and receiver, transmitter being connected via intercom line with data collection receiver. Measuring module is arranged on controlled track section. Said measuring module consists of receiver with its output connected to power accumulator, transmitter with its input connected to microcontroller output with its input connected via interface with vibration and temperature pickups. Vibration pickups are secured to rails or sleepers of controlled track section. Temperature pickups are secured to controlled track section rails. Power accumulator output is connected to microcontroller and transmitter supply inputs.
EFFECT: higher validity of control.
SUBSTANCE: invention relates to control instruments. Proposed system comprises radiation source 2 and signal processor 3 and photo receiver 1 made up of level transducer 21 and receiving analyser system 11 including lens 13 and position-sensitive optical radiation receiver 15, arranged on control truck 9 arranged on track 10. Output of photo receiver 1 is connected to input of signal processor 3. Radiation source is arranged on at least one contact-wire line support 4 or other structure, and is made up of reference mark containing at least two modulated light diodes 5 and photo receiver (b) and radiation source control circuit connected to independent power supply input 7. Photo receiver unit comprises extra receive-and-analyse system 12, control module 17 including at least one light diode radiator 18, photo receiver 18 and data signal processing circuit 20 with its output connected with input of second processing unit 3 with third input connected to level transducer 21 rigidly coupled with photo receiver 1.
EFFECT: higher accuracy of measurement.
SUBSTANCE: invention relates to railway transport. Proposed method comprises measuring rails spacing by means of contact and contactless (laser) metres. Distances between rails measured by contact and contactless metres are compared. If discrepancy in readings of said metres falls below tolerance, mean arithmetic values is entered into memory. If discrepancy in readings of said metres exceeds tolerance for straight track section, readings of contactless metre are entered in memory. In control track curved section, track curve radius is defined.
EFFECT: higher accuracy of control.
6 dwg, 2 ex
SUBSTANCE: set of inventions relates to railway transport. Proposed method comprises measuring rail profile, track gauge and distance to rails with the help of beams of two laser senders arranged on track-tester car platform above the rails. Measured data is entered into onboard computer memory together with data on run time to determine departure from preset values. Laser senders are secured to turn around. Turn of laser senders is synchronised. Proposed track-tester car comprises two laser senders secured on car platform above the rails and connected via controller to computer. Said senders encased in protective enclosures arranged to turn relative the axis perpendicular to lengthwise axis of senders and are connected with, at least, one drive, e.g. hydraulic cylinder with rod.
EFFECT: higher accuracy of measurements.
11 cl, 10 dwg
SUBSTANCE: invention relates to railway transport. Proposed device comprises transducer of distance covered and displacement transducer to measure distance between rails, controller, processor and storage unit mounted on truck. Said truck comprises measuring rule with support and measuring wheels articulated with platform by means of hinged tie rod. Measuring wheel is spring loaded in direction opposite the support wheel and fitted on axle that can axially displace to get in contact with displacement transducer. Hinged tie-rod comprises pins coupled with angular turn transducers electrically connected with processor.
EFFECT: higher accuracy of measurements.
4 cl, 9 dwg
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