Method for determination of longitudinally-stressed state of rail strings for continuously-welded track
SUBSTANCE: in this method for determination of longitudinally-stressed state of rail strings for continuously-welded track following is performed: periodical measurement of rail string portions temperature, determination of temperature longitudinal stresses of portions with simultaneous determination of longitudinal strains of portions caused by external force impacts or changes in track condition. From this longitudinal stresses of portions between control marks are determined taking into account changes in their length and amount of longitudinal stresses. Additionally, strains within reference portions including several portions of rail strings are determined, correction factor is determined as ratio between sum of distances of rail string portions within reference portion and reference portion length, and actual longitudinal stresses for each portion of rail string are determined with regard to this factor.
EFFECT: higher accuracy of determination of longitudinally-stressed state of rail strings, lower operation and diagnostics costs of continuously-welded track.
2 tbl, 1 dwg
The invention relates to contribute to the economy and can be used to measure the relative displacements of rail lashes jointless tracks when exposed to a train of load and temperature.
A known method of controlling the longitudinal stress state rail lashes, which consists in measuring the current distance of the distances between the control marks (cores) on continuously welded rail, marked every 25 m, with a known calibration distance measuring wheels, determining the difference between the measured current distances and calibrated and calculating the difference of these distances longitudinal voltages with an accuracy of distance measurement 1/25000 (see Zubov V.I. Offer a way of stress control in the whips // Path and track facilities. - 1985. No. 3. P.27-29).
The disadvantage of this method is the low accuracy of the measurements, the impossibility of automatic registration and analysis of the obtained measurements of displacements and temperature plots rail lashes due to the lack of system, taking into account the possible accumulation of systematic errors of the measurement path measuring wheel.
The closest to the technical nature of the claimed is a method of determining the longitudinal stress state rail lashes jointless tracks, namely, that periodically measured is the temperature plots rail lashes and calculate the temperature of the longitudinal stress σ tsites with simultaneous determination of the longitudinal strain plots from external forces or state changes, the way that the calculated longitudinal stress σdsites caused by these deformations, found summarize σtand σdand get the actual value of the longitudinal stress. The control section suit every 100 m and celebrate by applying a fixed point on the upper part of the foot rail. Additionally, at a certain distance from each other arrange a fixed "reference points" in the form of sleepers excluded from the operation of rail lashes. The position control control sections concerning "frames is performed using non-contact sensors (see RF patent №2239574, CL VC 9/00. publ. 2004).
The disadvantage of this method is the low accuracy of the measurements. The low accuracy of determination reference distance path is limited by the accuracy of the distance measurement 100 (50) meter roulette 1/2000-1/10000. Assessment of changes in the movement of rail lashes does not take into account that during the manufacture of the bearing ways and under passing trains reference sleepers are displaced from their seats. The method does not account for compensation of possible bias "frames" in ballast relative to the stationary base, which leads to uncontrolled change reference Russ is sustainability. The disadvantages of this method is the need for the device for each control section of its own "frame" and limit reference distance of 100 meters
An object of the invention is to improve the accuracy of determining the longitudinal stress state rail lashes, as well as reducing the cost of operation and diagnosis of jointless tracks.
This task is achieved in that in the method of determining the longitudinal stress state rail lashes jointless tracks periodically measure the temperature plots rail lashes, determine the temperature of the longitudinal voltage plots with simultaneous determination of the longitudinal strain plots from external forces or changes in the condition of the paths that define the longitudinal voltage between the control plots marks, with respect to changes in their lengths and the longitudinal strain, additionally determine deformation within reference sites, including several sections of rail lashes, determine the correction factor as the ratio of the sum of the distances sections of rail lashes within the reference area to the length of the reference plot and the actual longitudinal voltage for each section of rail scourge is determined taking into account this factor.
Seamless path through each of the e 100 m are divided into sections of rail lashes, on the limits of which are put tick marks (drawing). Tick marks (in the form of an electronic label on the bottom of the rail) technologically advantageous to arrange in the stationary rail company (RBC). When applying patches need to be measured with high accuracy 0.1°C temperature of the rail and the distance. Created on the sole rail check mark capable of absorbing electromagnetic radiation that with electromagnetic radiation generates a signal capable recorded on a special receiver, for example, in the form of a sawtoothed curve with the apex at the center of the label on the bottom of the rail that enables the registration of check marks in the automatic mode. This label is not subject to mechanical damage, but the quality of the reception signal does not depend on the speed of the truck (wagon) or the thickness and density of snow. Fiducial marks are arranged, for example, in support of a contact network with a step of 1000 m and are the boundaries of the reference sites, including several sections of rail scourge. Reference labels are labels that are able to read by the apparatus for operation, for example, with GPS. All used in the proposed method, apparatus for placing, receiving and processing electromagnetic radiation signal to determine the reference distance, determining the Zab is s ∆ S i, determine distances between control marks, and automatic processing of the received information installed on the truck (wagon)with the reference system of the traversed path precision measuring wheels.
The measurement of displacement plots rail lashes and the temperature of the rails is carried out automatically by sending electromagnetic radiation and received after reflection from the rail notch. Together with the measurement of the distances between the control labels are determined by the distance between reference marks applied in alignment with the control labels. The registration reference marks is carried out through a system of orbiting satellites with an accuracy of 1/100000 (e.g. GPS). Measuring distances races ΔS1and ∆ S2between the fiducial mark and the nearest label control within a single control area allows you to determine the amount of displacement (theft) of the considered section of the scourge.
When this is determined the correction factor as the ratio of the distance between the reference marks and the sum of the distances between the tick marks taking into account the respective races ΔSiwithin one control area that is used for the correction of distances between the control labels.
The proposed method of determining stresses in continuously welded rail IP which incorporates both the possible accumulation of systematic errors in the measurement of distances by introducing a correction factor for the calibration distance (comparative calculation is given in table 1 and 2).
where SP- the reference distance between the reference marks (reference plot);
Si- the measured distance between the tick marks (section rail scourge), within a single control area, taking into account ∆ Si.
The current distance takes the following form
At this value, additional to temperature, the longitudinal stress σSubjectqdue to the deformation in the rail scourge is determined by Hooke's law, according to σSubjectq=f(δpi), where δpi- deformation plot is defined as the difference between the adjusted current distance and the initial reference
where S0i- initial reference distance between the reference marks, be determined with consideration of possible inconsistencies temperature fixing whips and temperature control device labels.
The amount of stress with the factor To
where σttemperature voltage, which is determined by the dependence of σt=f(t)=αEΔt.
The value of σSubjectqadjusts the value of the reference voltage depending on temperature, then estimating the state of lashes compared to tolerate such is the interest, and as well as considering the requirements of the technical guidance manual jointless tracks.
The method is implemented as follows.
When driving potenzmitteln truck or potenzmitteln car is the measurement of distance traveled precision measuring wheels and measuring the temperature of the rail. Knowing the temperature of the fixing welded scourge on constant mode and measuring the temperature of the rail, are determined by the current temperature voltage.
At the same time, in the process, there is a constant automatic scan base-of-rail electromagnetic emitter for finding the location of tick marks, and automatically scans the installation location of fiducial marks (in support of a contact network). This automatically determines the length of the section of rail scourge between adjacent reference marks according to the measuring wheels. Simultaneously with the determination of the distance between the tick marks is the determination of the distance (races) between the nearest control and reference marks.
To eliminate possible systematic errors in the measurement of distance traveled measuring wheel determines the length of the reference area, between adjacent fiducial marks, using more accurate equipment for work, for example, with GPS. PEFC is then automatically determined by the correction factor (1), allows you to adjust (2) is measured by the measuring wheel distance plots rail lashes within their reference section.
Further, there is a comparison and analysis of the results and the original (previous) driveways and measurements of the locations of the ticks and distances between them. Automatically calculated offset value of check marks and deformation (3) each section of rail scourge relative to their initial positions at the time of fixing scourge on continuous mode of operation, determining the amount of the additional stresses due to deformation (increase or decrease voltage rail, respectively, depending on increase or decrease the length of the control plot).
The obtained thermal stresses and stresses due to deformation are added automatically (4), analyzed, and for each of the scourge (the section of rail scourge) issued the operational forecast about the possibility of failure.
To prove the effectiveness of the proposed method relative to the prototype of the comparative calculation of indicators longitudinal stress condition lashes jointless tracks for reference and prototype methods (table 1)and the claimed method (table 2). To identify the level of accuracy in the calculation agree that Gran is subjected to the considered area (1000 m) constant in length. Is perfectly geometrically exact location in one corner of the control and reference marks, i.e. ΔSi=0. As the temperature of the fixing lashes accepted standard value 30°C (temperature rails), is equal to the temperature of the rail at the device in its sole special labels, playing the role of check marks. As the design temperature of 60°C (the maximum temperature of the rails in the summer at noon). The accuracy of the distance measurement areas of rail lashes measuring wheels taken 1/25000, measurement of reference distances is taken 1/100000.
In the comparative calculation estimated the proportion of the variance calculated voltage relative to the reference values. For the considered example, the deviation of the prototype was 27.7%, and the claimed method is 1.4%, which proves greater accuracy claimed.
With regard to implementing the inventive method of control longitudinal stress state rail lashes final accuracy changes the distance between the tick marks on the rails is not less than 1/100000 (corresponds to exactly determine the distance between reference marks), in a wide temperature range from -45°C to +70°C with a precision of temperature measurement is not less than 0.1°C, continuously registered in the automated mode. Developed the traveler information in the measurement process is saved and is automatically processed with the issuance of the operational forecast about the possibility of failure (ejection or gap) for each rail of the scourge (the section of rail scourge).
Thus, these features allow to obtain a technical result and solve the problem of increasing the accuracy of determining the longitudinal stress state rail lashes and reduce the cost of operation and diagnostics of welded lashes.
The way to determine the longitudinal stress state rail lashes jointless tracks, namely, that periodically measure the temperature plots rail lashes, define longitudinal thermal stresses these sites, simultaneously with temperature measurement plots measured values of longitudinal movement, define longitudinal strain plots rail lashes and longitudinal stresses caused by them, and then determine the longitudinal stress areas, taking into consideration changes to their length and the longitudinal deformations, characterized in that it further determine deformation within reference sites, including several sections of rail lashes, determine the correction factor as the ratio of the sum of the distances sections of rail lashes within, reference section to the length of the reference area, and the actual longitudinal voltage for each section of rail scourge is determined taking into account this factor.
SUBSTANCE: invention relates to continuous control over continuous welded rail track by track measuring devices. Proposed method comprises defining averaged curvature in the limits of circular curve on basic length defined by regulations and defining averaged curvature on preset length of short irregularity. For every circular curve, defined is designed minimum temperature of fixture min tf to define deviation of actual temperature Δt"рих". New temperature of assembled rails and tracks fixture in the curve by the following formula: t"о.рих"=t3-Δt"рих", where tf is temperature of assembled rails and tracks fixture, °C. Then, stability of circular curve defined by the formula: t"о.рих">mintf and determined crosswise stability margin within the limits of circular curve (ΔΔt"рих") defined by the formula: ΔΔt"рих"=t"о.рих"-mintf, are used to decide on state of assembled rails and tracks.
EFFECT: higher accuracy.
2 tbl, 2 dwgl
SUBSTANCE: invention relates to controlling continuous welded rail track rail lengths. Prior to laying rail length, stress concentration zone (SCZ) is defined from intrinsic magnetic scatter field (IMSF) by using magnetometer pickup to scan along rail head. Magnetic field scatter gradient Hp (dHp/dx) is defined in SCZ, where Hp is magnetic field intensity, A/m, x is analysed line of SCZ, and obtained data is stored as initial data. Then, rail length is again diagnosed in SCZ to define above said parameters after 50-150 mln t of freight is carried on track and obtained data is stored as data on 50-150 mln t of freight transportation. Obtained data is compared with initial data to define maximum parameters. Said zones are defined as most predisposed to failure. Revealed SCZs are subjected to additional intermittent control. Zones most predisposed to failure are subjected to additional control in case rail length temperature is 50-60 degrees below or 10-15 degrees above that of laying rail lengths. In case defect is detected, it is to be eliminated.
EFFECT: higher quality and validity.
SUBSTANCE: invention relates to railway transport and may be used in complex diagnostics of track, for example, in rail detector cars. Proposed method consists in that measurement intervals are synchronised with rolling stock speed, interfering instruments are spaced apart and/or scattered in time, instantaneous measurement results of all instruments are delayed with due allowance for relative position and displacement speed so that said instruments are related to unique cross sections of the track, revealed defect is displayed in due time, current track section is displayed in 3D images as well as defects revealed in track transverse sections by all instruments. Fast decision about track conditions are made by one operator proceeding from analysis of produced image.
EFFECT: higher quality of diagnostics.
SUBSTANCE: proposed machine comprises frame resting on bogies, tie tamping device and lifting-straightening device, measuring tool and platform coupled with said platform, test bogie and video cameras to observe track top structure. Test bogie is equipped with controller, track geometry pickup, equipment to process global navigation satellite system signals, optoelectronic measurement system and video data processing unit. Said optoelectronic system comprises, at least, one radiation source, data processing unit and photo receiver. Reference mark makes radiation source. Said reference mark comprises modulated LED, LED control circuit, photo receiver and self-contained power source. Photo receiver comprises two receive-and-analyse systems, inclination transducer and control module including data signal processor and photo receiver. One on the inputs of data processing unit is connected with inclination pickup, second input is connected with receive-and-analyse systems and third input is connected with data signal processor.
EFFECT: higher accuracy of track location measurement.
6 cl, 4 dwg
FIELD: measurement equipment.
SUBSTANCE: invention refers to the field of measurement equipment and can be used for control of the geometrical dimensions of the railroad gage. The unit contains a meter of the geometrical dimensions and control equipment that are mounted on the vehicle support. Laser devices are located above the corresponding rails of the road. The unit is equipped with a support swivel drive group in the vertical plane. The support is made with a swivel load-bearing part connected with the help of a pin to its fixed part. The record and satellite image processor, the image send group and the display are connected to the microprocessor that is installed in the vehicle cabin, for example, of the diesel locomotive. The navigation aerial for determination of location of the laser devices from the satellite is installed on the support.
EFFECT: extension of the functionality related to determination of the geometrical dimensions of the gage in front of the transportation vehicle thus ensuring its travel safety.
2 cl, 11 dwg
FIELD: railroad transport.
SUBSTANCE: invention refers to the field of railroad transport and is meant for control and evaluation of the railroad condition. The mobile workstation for diagnosis of the railroad consists of a self-propelled vehicle that has a width meter and a special device for measuring the section parameters of the railroad that through the corresponding signal processing modules are connected to the microprocessor. The target location device is connected to the microprocessor. The mobile workstation is equipped with the remote control unit that is connected through the communications link to the receiver wired up to the microprocessor and performing the controlling function in relation to the self-propelling vehicle. The self-propelling vehicle is composed of two carts, and the second cart is additionally equipped with the vertical straight scale and navigating receiver, and the first cart has a point-contact laser-optical device. The cart frames are equipped with docking devices for splitting and connection of the carts. Each of these devices is made in the form of a cup and a rod that are separately installed on the corresponding frames of the carts.
EFFECT: improvement of the accuracy of profile measurement along the rising and dropping sites.
3 cl, 20 dwg
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
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.
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.