RU2030505C1 - Method for determination of position of railroad track in plan in circular curves - Google Patents

Abstract

FIELD: construction of railroads. SUBSTANCE: method consists in measurement of turning angles of bogies of vehicle running over the track relative to base of vehicle. These bogies without camber of wheel pair axles are installed in position of maximum misalignment and gage is determined which is limited by side of outer rail head and wheel ridge by the relation given in invention description. EFFECT: higher efficiency. 3 dwg

Description

 The invention relates to railway transport, in particular, to methods for continuously registering the gauge of gaps when writing off rolling stock into circular curves of a railway track, and is intended for use in scientific studies of geometric fit, the processes of interaction between the crew and the railway track, and monitoring the condition of the rail track of the railway track .

 A known method for determining the position of the railway track in plan in circular curves, which consists in determining the position of the track in plan when moving a vehicle that includes two carts, and measure the rotation angles of the carts relative to the base of the vehicle [1]. The disadvantage of this method is that to measure the position of the tram track in terms of track and gauge, it is necessary to use a special pasture with special track meters (uniaxial bogies), which are equipped with a complex mechanical system using a pneumatic cylinder, in addition, constant contact between the rollers and the rail is required during the measurement , which significantly reduces the reliability and efficiency of the measuring system. Six sensors are required to ensure measurement. It is necessary to note that this tracker car is capable of registering curved sections of small sizes by tram tracks, and not the curves of the MPS and Promtransport routes, the car is not able to register curves of more than 1200 m. In addition, the position of the trolley in the rut is uncertain due to the free gap - the difference in width between the rail and wheel track. To compensate for the uncertainty of the position of the cart, linear displacement sensors of uniaxial carts were used. An attempt is made to conduct an algorithm for measuring the outer and inner strands of a path. But the above method does not take into account the errors that occur in the kinematics of the device, as well as the track of the gaps in the curve.

 The purpose of the invention is the expansion of functionality by determining the track bounded by the rail and wheel flange.

This is achieved by the fact that in the method of determining the position of the railway track in terms of circular curves, which consists in determining the position of the track in the plan when moving the vehicle, which includes two carts, and measure the rotation angles of the carts relative to the base of the vehicle, carts without running up the axles of the wheelsets set to the maximum skew position and determine the track bounded by the lateral side of the head of the outer rail and the wheel flange from the ratio
δ = a (φ _s - φ _p ), where δ is the total gap with broadening in the rut;
a - half the base of the trolley;
φ _p - the angle of rotation of the front trolley in rad;
φ _z - the angle of rotation of the rear bogie, in rad.

 In FIG. 1 shows a block diagram of a device; figure 2 - connection diagram of proximity sensors of this device; figure 3 is a diagram of the operation of this device.

 PRI me R. When measuring the gauge of the gap in the circular curves of the railway track, a TGM-4 locomotive is used in the plan, in which the running trolleys do not have lateral spans of the wheelsets. The undercarriages of this vehicle are set to maximum skew at low speeds, in curves up to 40 km / h, and therefore, small centrifugal forces under the action of the moment of friction between the wheels and rails. On locomotive trolleys, housings of contactless inductive sensors of the ID-3IYX type are installed, the movable rods of which are fixed to the body frame, the angles of rotation of the axes of the trolleys relative to the axis of the locomotive base are measured.

 According to the scheme (Fig. 1), the proximity sensor 1 generates an electrical signal proportional to the angle of rotation of the front bogie relative to the body of the locomotive. The signal is fed to the voltage divider 2 of the operational amplifier 3 operating in the inverter mode through the input resistance 4. The operational amplifier 3 is made according to a serial circuit supplemented by a feedback resistance 5. The inverted signal is fed to the input of the voltage divider 6 through the input resistance 7, the first input of the operational amplifier 8, operating in the mode of the adder with inversion. The sensor 9 generates an electrical signal proportional to the angle of rotation between the axis of the rear carriage and the axis of the vehicle body relative to the kingpin of the rear carriage. The signal is fed to the voltage divider 10 of the second input of the operational amplifier 8 through the input resistance 11. The operational amplifier 8 is made according to a serial circuit, supplemented by a feedback resistance 12. At the output of the operational amplifier 8, a signal is generated proportional to the difference in the angles of rotation of the front and rear bogies relative to the body. The electrical signal at the output of the proposed device is proportional to the gauge of the gaps in the circular curves of the railway track in plan. The registration unit 13 registers the value of the clearances in the circular curves of the railway track in terms of time as a function of time or track traveled. A device that implements a method for determining the gauge of gaps in circular curves of a railway track in plan has an energy unit for connecting non-contact sensors to the vehicle.

 Sensors 1 and 2 are connected to the vehicle’s battery 14 through a static converter 15 to obtain an alternating sinusoidal voltage and a distribution transformer 16. Each sensor is connected to an individual rectifier of the angle signal of the trolley, sensor 1 to 17, sensor 9 to 18.

 In this case, when inscribing the vehicle into the curved sections of the track, where 19 is the outer thread, 20 is the inner thread of the rail track, the frame 21 of the vehicle with running trolleys 22 and 23, the front wheel pairs of which run onto the outer thread of the rail track, and the rear wheel the pairs receive guiding forces from the side of the inner thread; it is installed in the position of maximum skew. On the frames of the undercarriages 22 and 23, the housings of proximity sensors 24 are installed, the cores 25 of the contact sensors are connected via rigid kinematic connections 26 to the frame 21 of the vehicle.

 The device is made in a housing 200x120x120 mm, to which the outputs of two inductive sensors are connected using a shielded cable. As a recording unit, a H-307-5 recording device was used. All equipment of the proposed method, implemented in the device, except for the sensor, was installed in the driver's cab.

 The method has a mathematical justification.

(1)
tgφ_з≈φ_з =

(2) tg φ_п≈φ_пиtgφ_з≈φ_з, т.к. углы поворота не превышают значение 5^оС, где φ_п - угол поворота передней тележки;
φ_з - угол поворота задней тележки;
L/2 - половина базы транспортного средства;
а - половина базы тележки;
х_п - полюсное расстояние передней тележки;
х_з - полюсное расстояние задней тележки;
R - радиус кривой железнодорожного пути.It is known that the angles of rotation of the front and rear bogies relative to the base of the vehicle is determined by the formula
tgφ _p ≈φ _p =

(1)
tgφ _z ≈φ _z =

(2) tg φ _p ≈φ _{p and} tgφ _z ≈φ _s , because rotation angles do not exceed the value of 5 ^° C, where φ _p is the angle of rotation of the front trolley;
φ _z - the angle of rotation of the rear bogie;
L / 2 - half the base of the vehicle;
a - half the base of the trolley;
x _p - pole distance of the front trolley;
x _s - pole distance of the rear bogie;
R is the radius of the curve of the railway track.

(4) Подставляем выражения (3) и (4) и упрощая получаем
R =

(5) Из выражения (5) находим радиус круговой кривой
R =

(6)
Для тележки значения полюсного расстояния равно
x=a+R

(7) где δ - суммарный зазор с уширением колеи. Подставим выражения (6) в (3) получим
δ= a

(8) Из выражения (7) находим значения суммарного зазора с уширением:
δ =

(9) Подставляя (8) в (9) получим
δ =

(10)
Учитывая выражение (6) в выражении (10) значение зазора δ равно
δ = а ( φ_з-φ_п) (11)
Таким образом из выражения (11) видно, что величина суммарного зазора с уширением в круговой кривой железнодорожного пути в плане прямо пропорциональна разности величины углов поворота задней и передней тележек, между их продольными осями и осью рамы транспортного средства, а также величина а - половине длины базы тележки.When the vehicle is in a curve in the maximum skew position, x _n = x _s = x. Find the pole distance from the expression (1)
x = L / 2 + a - R ˙φ _p (3) From formula (2) we determine the value
R =

(4) We substitute expressions (3) and (4) and simplifying we obtain
R =

(5) From expression (5) we find the radius of the circular curve
R =

(6)
For the cart, the pole distance is
x = a + R

(7) where δ is the total gap with the gauge broadening. Substituting expressions (6) in (3) we obtain
δ = a

(8) From expression (7) we find the values of the total gap with broadening:
δ =

(9) Substituting (8) in (9) we obtain
δ =

(10)
Given expression (6) in expression (10), the value of the gap δ is
δ = a (φ _s -φ _p ) (11)
Thus, it can be seen from expression (11) that the value of the total gap with the broadening in the circular curve of the railway track in plan is directly proportional to the difference in the angle of rotation of the rear and front bogies, between their longitudinal axes and the axis of the vehicle frame, as well as the value a - half the length base carts.

Using the proposed method provides the following advantages:
the proposed method, implemented in the device for registering the gauge of gaps, does not require the manufacture and use of special cars, and in particular, measuring trolleys, and is used not only when measuring the parameters of the tram way, but also by means of the MPS. The reliability of the measuring device is ensured by the absence of mechanical components and the use of modern electronic equipment. Therefore, in the process of measuring the values of the track gaps in the circular curves of the railway track. In addition, there is the possibility of installing the device on all types of railway vehicles having two swivel undercarriage;
taking into account that the cost of operating a track-measuring car for 8 hours of operation is 290 rubles (data from the SKZhD Administration), these costs are completely excluded if the method implemented in the proposed measuring device is applied;
the operating speed of the track-measuring car is 5 km / h, for 8 hours the car diagnoses a 40 km long rail track, which reflects the fact that the 40-km-long haul is closed for 8 hours, and this leads to a failure in the train schedule. According to the SKZhD Administration, a failure in the train schedule for 1 hour causes losses in the amount of 13-14 thousand rubles. Therefore, for 8 hours, taking into account the windows in the movement schedule, the loss is 32 thousand rubles. These costs are completely excluded using the proposed method, because the device is located on a locomotive that is involved with the train and moves along the stage with operational speed.

Claims (1)

A METHOD FOR DETERMINING THE RAILWAY POSITION IN A CIRCLE CURVE PLAN, which consists in determining the position of the path in plan when moving a vehicle that includes two bogies, and measuring the rotation angles of the bogies relative to the base of the vehicle, characterized in that, with with the aim of expanding functionality by determining the track bounded by the rail and wheel flange, the trolleys without run-ups of the axles of the wheelsets are set to the maximum skew position and the track ichennuyu outer lateral side of the rail head and the crest of the wheel ratio
b = a (φ _s −φ _p ),
where b is the distance between the crest of the brace and the outer rail of a circular curve with widening in the wheel;
a - half the base of the trolley;
φ _z - the angle of rotation of the rear bogie;
φ _p - the angle of rotation of the front trolley.

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