RU2240244C2 - Method of checking rail track rigidity by track-measuring car - Google Patents

Abstract

FIELD: railway transport; railway bed condition checking facilities.

SUBSTANCE: cross level of track and forces acting onto left-hand and right-hand axle boxes of wheelsets are measured when each of four wheelsets of track-measuring car pass fixed points of track. Basing on obtained information, average rigidity of track in said points and deviation of rigidity of rail lines from average value of track rigidity are determined using analytical relationships.

EFFECT: possibility of measuring rail track rigidity by track-measuring car at any running speeds.

4 cl

Description

Usage: to measure the rigidity of the rail track. The essence of the invention: the method consists in the fact that when passing fixed points with each wheel pair of a measuring car, the transverse level of the rail track is measured, the forces acting on each of the axle boxes are measured at the same time, the obtained measurement results are inserted into the system of equations of interaction of the measuring car and the rail when measuring the transverse level and determine the average stiffness of the rail track at each fixed point and the deviation of the stiffness of each of the rail threads from the average cheniya at said point.

The invention relates to monitoring the condition of the railway track and can be used to assess and predict this condition.

A known method for determining the coefficient of relative stiffness of the base of a railway track and rail and a device for its implementation [1] consisting in the fact that they record signals characterizing the amount of deflection under each bogie of wagons, each time at least two distances between the sensor and the reference point of the near to the wheel sensor of the truck, at which zero values of the deflection of the rail are observed, and according to the data on the distances obtained under the influence of all the carts of the carriages, the average value The rate and variance of the stiffness coefficient.

The disadvantage of this method is the local nature of its use.

A known method for determining the curvature of the rail under a loaded wheel, bending moment, stresses from bending of the rail, relative stiffness and elastic modulus of the rail base [2], which consists in determining the relative displacement of three points located on the working surface of the rail head, the said displacement of three points is determined directly near the loaded wheel moving at a given speed, and the curvature, bending moment and stresses from the bending of the rail, relative stiffness and modulus of control the rigidity of the rail base is determined by the appropriate ratios.

The disadvantage of the above method is the low accuracy due to the lack of consideration of the dynamic interaction of the track and the rolling stock (car).

The objective of the invention is to measure the stiffness of the rail track measuring car at any speed.

To solve this problem, a way to measure the stiffness of a rail track by a measuring car, consists in measuring the transverse level of a rail track when passing fixed points with each wheel pair of a measuring car, and simultaneously measuring the forces acting on the wheels of a pair of wheels, and the results obtained are inserted into the system of equations of interaction between the measuring track wagon and rail track when measuring the transverse level of each pair of wheels and determine the average stiffness of the rail track in the specified fixed point and the deviation of the stiffness of each of the rail threads from the average value of the stiffness of the track at this point.

The rationale for the proposed method is as follows. The relative position of the rail threads by level is determined from the expression

where l is the gauge, θ _p is the angle of inclination of the rail gauge relative to the horizon.

In turn, the slope of the rail track can be imagined

where θ _g is the angle of inclination of the rail track determined by the geometry of the track and measured without load; θ _article - a change in the slope of the path caused by a static load; θ _d - a change in the slope of the path caused by dynamic load.

Denote the stiffness of the rail threads (left and right)

средняя жесткость рельсовой колеи, а Δ - отклонение жесткости рельсовых нитей от средней жесткости колеи.Where

the average stiffness of the rail track, and Δ is the deviation of the stiffness of the rail threads from the average stiffness of the track.

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

where ΔZ _l and ΔZ _p - vertical deformation of rail threads caused by the total load; F _l and F _p - the forces acting on the left and right axle boxes of the wheelset.

At C $\genfrac{}{}{0ex}{}{\text{2}}{\text{R}}$ >> Δ ² from (4) we obtain

When measuring the slope of the track at a fixed point during the passage of each of the wheelsets of the track measuring car (with different static loads on the bogies and different phases of the car’s vibrations), we obtain four independent measurement results

From (6) it is clear that any difference between the two results does not contain the geometric component θ _g .

In view of (5) and (6), two difference equations can be written.

We introduce the notation

[(F -F _{n1 n1)} - (F -F _{n3 n3)]} = a,

[(F _l3 + F _p3 ) - (F _l1 + F _p1 )] = b,

[(F -F _{n2 n2)} - (F -F _{n4 n4)]} = d,

[(F _l4 + F _p4 ) - (F _l2 + F _p2 )] = e.

Taking into account the accepted notation from (7) we obtain

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

the first root of which With _p = 0 has no physical meaning and therefore is excluded from consideration, and the second is obtained in the form

Thus, the problem of measuring the severity of rail threads when passing a fixed point with a measuring car was solved.

The choice of fixed track points is carried out using the step of the track sensor (odometer) as in the measurement of the geometric parameters of the rail track, and the step (quantum) of the track sensor is selected as a multiple of the center distance of the car.

Literature

1. Patent No. 2116400 Russia. A method for determining the coefficient of relative stiffness of the base of a railway track and rail and a device for its implementation / V.P. Grigoriev, G.N. Dyukov, N.A. Knyazev, L.E. Sheinman (Russia). - Application. No. 96101917/28; publ. 07/27/98.

2. Patent No. 208423 Russia. The method for determining the curvature of the rail of the nodes by the loaded wheel, bending moment, stresses from the bending of the rail, relative stiffness and elastic modulus of the rail base / A.D. Konyukhov, V.A. Reykhard, A.A. Nefedov, V.L. Poroshin (Russia) . - Application. No. 94015384/28; publ. 04/10/98.

Claims (4)

1. Method of measuring stiffness puteizmeritelnym carriage track, consisting in that during the passage of the fixed points of the path of each of the four wheelsets puteizmeritelnogo wagon measured cross level of the track and force F _n1 and F _{n1, n2} F and F _{n2, n3} F and F _{n3, n4} and F _n4 F acting on the left and right wheel pair axle box, and an average stiffness _Cp of the track in said fixed point and the deviation Δ stiffness of rails of medium hardness gauge is determined by the expressions:

where l is the gauge; θ _p1 , θ _p2 , θ _p3 , θ _p4 - the angles of inclination of the rail track relative to the horizon at a fixed point for the first, second, third and fourth wheel pairs, respectively; [(F -F _{n1 n1)} - (F -F _{n3 n3)]} = a, [(F _l3 + F _p3 ) - (F _l1 + F _p1 )] = b, [(F -F _{n2 n2)} - (F -F _{n4 n4)]} = d, [(F _l4 + F _p4 ) - (F _l2 + F _p2 )] = e. 2. The method according to claim 1, in which the fixed points are determined using the sensor of the distance traveled, the step of which is selected as a multiple of the distances between the wheelsets of the measuring car. 3. The method according to claim 1, in which the static load on the carts of the measuring car is forcibly made different. 4. The method according to claim 1, in which the measurement results are normalized by speed.