KR102190745B1 - Concrete track structure having vibration proofing pad for self-diagnosis, and method for estimating replacement time of vibration proofing pad - Google Patents

Abstract

In order to evaluate the long-term commonality of the concrete track used for urban railways, etc., the vibration proofing pad is applied according to piezo-resistivity, where the internal electrical resistance changes in response to the external pressure applied to the vibration pad. By checking the specific resistance change, it is possible to calculate the replacement time for the vibration-proof pad and maintain it efficiently. In addition, by fusion of the vibration-proof pad and piezo-resistance sensor and wireless communication technology, the condition of rails, sleepers and vibration-proof pads can be continuously evaluated. In addition, through constant monitoring of concrete tracks, efficient maintenance of rails, sleepers, and vibration pads and the resulting cost can be reduced, and user inconvenience can be minimized. In addition, by determining the optimal replacement time of the vibration pads for railway concrete tracks, trains A concrete track equipped with a self-diagnostic anti-vibration pad and a method of determining when to replace the anti-vibration pad that can control vibration of the vehicle, minimize rail wear, and improve driving safety are provided.

Description

Concrete track equipped with self-diagnostic anti-vibration pad and method of determining when to replace the anti-vibration pad {CONCRETE TRACK STRUCTURE HAVING VIBRATION PROOFING PAD FOR SELF-DIAGNOSIS, AND METHOD FOR ESTIMATING REPLACEMENT TIME OF VIBRATION PROOFING PAD}

The present invention relates to a vibration-proof pad for a concrete track, and more specifically, in a concrete track used for urban railways, etc., in response to an external pressure applied to a vibration proofing pad capable of self-diagnosis. The present invention relates to a concrete track equipped with a self-diagnostic anti-vibration pad and a method of determining the replacement time of the anti-vibration pad, which calculates the replacement time for the anti-vibration pad according to the piezo-resistivity characteristic of which electrical resistance changes.

In general, concrete roads have been limitedly used for subways, long tunnels, and crossings where maintenance work is inconvenient.

However, in recent years, urban and high-speed railroads are economical despite the high investment cost on concrete roads, less progression of track misalignment, and the ability to maintain good ride comfort without track maintenance. Is being used.

On the other hand, the concrete track, for example, the STEDEF track structure, is a track structure developed to reduce the elasticity shortage and noise and vibration of the concrete track, which has improved track strength, and two concrete single sleepers are used as tie-bars. Connected to form one sleeper, the rail is fastened with NABLA fasteners, a vibration-proof pad is installed between the rail and the sleeper, a micro-cellular pad is laid under the sleeper, and the sleeper elastic pad is tubed. ) To reduce noise and vibration by wrapping it with a rubber boot.

In the case of such a STEDEF type concrete track, it is a structure that minimizes the vibration transmitted from the train to the rail and secures track stability by using rail pads and anti-vibration pads. For example, Seoul Lines 5-8, Daegu Line 1 , Busan Line 2 and Daejeon Line 1 were installed on the urban railway.

At this time, the shape change and physical properties of the rail pad and the vibration pad are changed in a complex environment where load and temperature are applied, and the 12 mm thick vibration pad under the sleeper used to reduce the vibration of the STEDEF track takes time. The hardness and elasticity change over time, and this change depends on the surrounding climatic conditions and the use environment. In particular, the hardness and elasticity of the anti-vibration pad significantly decreases due to external factors such as cyclic load, temperature, and moisture caused by the railroad vehicle. The deterioration of the properties of the anti-vibration pad not only increases the noise and vibration of the train and wears the rail, but also runs. May affect safety.

In addition, the need for monitoring for condition evaluation is increasing for the maintenance of rail pads and dustproof pads, but there is a problem in that efficiency is inferior in the case of on-site maintenance. For example, manpower to evaluate damage (eg, deterioration, hardening, damage, deformation, etc.) of the vibration box, vibration pad, and rail pad every 3 to 8 years depending on the section for tracks 10 years after operation. After removing the anti-vibration pad by removing the rail, rail fastening device, and sleeper, the spring constant of the anti-vibration pad is measured to determine whether to replace it. Accordingly, in the case of on-site maintenance, it is expected that it is difficult to maintain the tracks of urban railways that have been operating for over 20 years in terms of time and cost. In addition, there is no continuous monitoring technology that can directly evaluate the condition evaluation of rails and sleepers, as well as rail pads, and there is a need to support decision-making for maintenance.

As described above, the condition evaluation of the vibration-proof pad installed inside the vibration-proof box of the STEDEF track, which is a concrete track for urban railways, is performed by removing the rail, rail fastening device and sleeper by manpower, separating the vibration-proof pad, and then springing the vibration-proof pad. Since it is determined whether or not to replace by measuring, there is a problem that it takes a lot of replacement time and cost.

Republic of Korea Patent No. 10-643204 (filing date: July 12, 2005), name of the invention: "Concrete road vibration-proof sleeper replacement construction method" Republic of Korea Patent No. 10-0613412 (filing date: July 29, 2004), the name of the invention: "Concrete road vibration sleeper replacement construction method" Republic of Korea Patent No. 10-598894 (filing date: March 4, 2004), title of invention: "How to repair vibration-proof sleepers on concrete roads" Republic of Korea Patent No. 10-1740609 (filing date: September 29, 2016), title of invention: "Rail pad used in railways and its manufacturing method" Republic of Korea Patent No. 10-1219391 (filing date: December 27, 2010), title of invention: "Rail dustproof structure" Republic of Korea Patent Registration No. 10-843321 (filing date: January 30, 2002), the name of the invention: "track vibration isolator" Republic of Korea Patent Publication No. 2014-11762 (published date: January 29, 2014), the name of the invention: "vibration pad for concrete sleepers"

The technical problem to be achieved by the present invention for solving the above-described problems is that the internal electrical resistance changes in response to the external pressure applied to the vibration-proof pad for the long-term commonality evaluation of the concrete track used for urban railways, etc. Concrete track equipped with self-diagnostic anti-vibration pad, which can calculate the replacement time for the anti-vibration pad by checking the specific resistance change of the vibration proofing pad according to the piezo-resistivity, and the method of determining the replacement time of the anti-vibration pad It is to provide.

Another technical problem to be achieved by the present invention is to continuously evaluate the condition of rails, sleepers, and vibration pads by fusion of vibration-proof pads and piezoresistive sensors and wireless communication technology, and through constant monitoring of concrete tracks, rails, sleepers, and vibration-proofing It is to provide a concrete track equipped with a self-diagnostic vibration-proof pad that can efficiently maintain the pad, and a method of determining when to replace the vibration-proof pad.

As a means for achieving the above-described technical problem, a concrete track having a self-diagnosis vibration-proof pad according to the present invention comprises: a vibration-proof box installed on a concrete track for a concrete track; A concrete sleeper buried in the vibration-proof box; A vibration-proof pad in which a conductive material is mixed with the vibration-proof pad rubber to enable self-diagnosis, and is inserted between the concrete sleeper and the inner bottom surface of the vibration-proof box to absorb a vertical impact load; A rail pad inserted between the upper surface of the concrete sleeper and the lower surface of the rail to absorb a vertical load; A rail fastening device installed adjacent to both sides of the rail pad and fastening the rail to be fixed to the upper surface of the concrete sleeper; And a rail seated on the rail fastening device, wherein the vibration-proof pad has a piezo-resistance characteristic in which internal electrical resistance changes with respect to an external pressure, and a pressure applied to the vibration-proof pad is sensed using the piezo-resistance characteristic. It is characterized by that.

Here, the piezoresistance measured by the anti-vibration pad is transmitted to a monitoring terminal through a wireless communication module, and the monitoring terminal evaluates the state of the anti-vibration pad through a change in resistivity according to the duration of use of the anti-vibration pad and the number of tonnage passed, Can be determined.

Here, the anti-vibration pad includes: a rubber anti-vibration pad; A conductive material mixed between the anti-vibration pad rubbers; Plates disposed above and below the anti-vibration pad rubber; And lead wires connected to the plate and drawn to the outside, wherein the conductive material may be a micrometer-sized metal particle or a carbon nanotube.

On the other hand, as another means for achieving the above-described technical problem, the concrete track provided with a self-diagnosis anti-vibration pad according to the present invention, a vibration-proof box installed on the concrete track for the concrete track; A concrete sleeper buried in the vibration-proof box; A vibration-proof pad inserted between the concrete sleeper and the inner bottom surface of the vibration-proof box to absorb a vertical impact load; A piezo-resistance sensor disposed under the vibration-proof pad and measuring a piezoresistance in which internal electrical resistance changes with respect to an external pressure to enable self-diagnosis of the vibration-proof pad; A rail pad inserted between the upper surface of the concrete sleeper and the lower surface of the rail to absorb a vertical load; A rail fastening device installed adjacent to both sides of the rail pad and fastening the rail to be fixed to the upper surface of the concrete sleeper; And a rail mounted on the rail fastening device, wherein the pressure applied to the anti-vibration pad is sensed using the piezoresistance property measured by the piezoresistive sensor.

Here, the piezoresistance measured by the piezoresistive sensor is transmitted to a monitoring terminal through a wireless communication module, and the monitoring terminal evaluates the state of the vibration-proof pad through a specific resistance change according to the usage period and the number of tonnage of the vibration-proof pad So you can decide when to replace it.

On the other hand, as another means for achieving the above-described technical problem, the method of determining when to replace the vibration pad for concrete tracks according to the present invention is: a) installing a vibration pad for self-diagnosis between the vibration box and the concrete sleeper of the concrete track. step; b) measuring the piezoresistance in which the internal electrical resistance changes in response to the external pressure applied to the anti-vibration pad as the train travels; c) transmitting the measured piezoresistance data to a monitoring terminal through a wireless communication module; d) analyzing the piezoresistance data by the monitoring terminal; e) checking, by the monitoring terminal, a change in resistivity of the vibration-proof pad; And f) determining a replacement timing of the vibration-proof pad according to the constant monitoring of the vibration-proof pad, wherein in step b), a pressure applied to the vibration-proof pad is sensed using the piezoresistive property.

Here, the vibration-proof pad of step a) may be a vibration-proof pad in which a conductive material is mixed with the vibration-proof pad rubber to enable self-diagnosis, and is inserted between the concrete sleeper and the inner bottom of the vibration-proof box to absorb a vertical impact load. .

Here, the vibration-proof pad of step a) is a vibration-proof pad inserted between the inner bottom of the concrete sleeper vibration-proof box to absorb a vertical impact load, and a piezoresistive sensor is disposed under the vibration-proof pad, and the piezoresistive sensor May measure the piezoresistance at which the internal electrical resistance changes with respect to the external pressure so that self-diagnosis of the anti-vibration pad is possible.

According to the present invention, in order to evaluate the long-term commonality of a concrete track used for urban railroads, etc., a vibration-proof pad (Piezo-resistivity) according to the piezo-resistivity in which the internal electrical resistance changes in response to the external pressure applied to the vibration-proof pad ( By checking the specific resistance change of Vibration Proofing Pad), it is possible to efficiently maintain and maintain the replacement time for the vibration proof pad.

According to the present invention, it is possible to continuously evaluate the condition of rails, sleepers, and vibration-proof pads by fusion of vibration-proof pads, piezo-resistance sensors and wireless communication technology, and efficient maintenance of rails, sleepers and vibration-proof pads through constant monitoring of concrete tracks. It can reduce the cost and minimize user inconvenience.

According to the present invention, it is possible to control the vibration of the train, minimize rail wear, and improve driving safety by determining the optimum replacement time of the vibration-proof pad of the railway concrete track.

1A to 1C are views each illustrating a concrete track to which a self-diagnosis anti-vibration pad according to an embodiment of the present invention is applied.
2 is a cross-sectional view showing a concrete track provided with a self-diagnosis anti-vibration pad according to the first embodiment of the present invention.
3 is a view for explaining a piezoresistance measurement principle in a concrete track equipped with a self-diagnosis vibration-proof pad according to the first embodiment of the present invention.
4 is a view for explaining the constant monitoring of the concrete track to which the self-diagnosis anti-vibration pad according to the first embodiment of the present invention is applied.
5 is a cross-sectional view showing a concrete track provided with a self-diagnosis anti-vibration pad according to a second embodiment of the present invention.
6 is a view for explaining constant monitoring of a concrete track to which a self-diagnosis vibration-proof pad according to a second embodiment of the present invention is applied.
7 is an operation flow diagram of a method of determining a replacement timing for a vibration isolation pad for a concrete track according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those of ordinary skill in the art can easily implement the present invention. However, the present invention may be implemented in various different forms and is not limited to the embodiments described herein. In the drawings, parts irrelevant to the description are omitted in order to clearly describe the present invention, and similar reference numerals are assigned to similar parts throughout the specification.

Throughout the specification, when a part "includes" a certain component, it means that other components may be further included rather than excluding other components unless otherwise stated.

[STEDEF type concrete track structure]

1A to 1C are views for explaining a concrete track to which a self-diagnosis anti-vibration pad according to an embodiment of the present invention is applied, respectively, and FIG. 1A is a side view showing a concrete track of a STEDEF type, and FIG. 1B is a photograph, and FIG. 1c is an exploded perspective view.

1A to 1C, the concrete track of the STEDEF type to which the self-diagnosis anti-vibration pad according to the embodiment of the present invention is applied is a concrete roadbed 110, a vibration-proof box 120, a vibration-proof pad 130, Includes a concrete sleeper 140, a rail pad 150, a rail fastening device 160 and a rail 170, wherein the concrete sleeper 140 is a RC (Reinforced Concrete Block) sleeper, and a tie bar 180 Connected by

Specifically, this STEDEF type concrete track is a sleeper floating track, and according to the track structure type, the concrete track 110 and the reinforced concrete sleeper (RC sleeper: 140) are separated into a sleeper vibration pad 130 and a vibration box 120. It is a buried monoblock track system that is buried in the upper layer. In addition, this STEDEF-type concrete track is a sleeper floating track system that reduces the vibration of the roadbed structure by insulating the vibration of the track to the roadbed structure according to its function with the high elasticity sleeper vibration pad 130 inside the vibration-proof box 120. to be.

The sleepers used in the concrete track of the STEDEF type are factory-made RC sleepers 140, which are embedded in the concrete roadbed 110 together with the vibration-proof box 120 and the vibration-proof pad 130 in the shape of a monoblock. The function of the RC sleeper 140 supports the rail load applied by the train transmitted from the rail 170, serves to distribute the load to the lower portion, and must be able to guarantee a predetermined strength and durability. In addition, the RC sleepers 140 used in this STEDEF-type concrete track, as shown in FIG. 1B, are two independent RC sleepers connected by a tie bar (180), which is composed of one sleeper. It can also be used in the form of a twin block.

In addition, the vibration-proof box (Rubber boots: 120) surrounding the RC sleeper 140 is made of a material having a long life to separate the concrete bed 110 and the RC sleeper 140, and the vibration-proof box 120 Both walls of the are grooved in the longitudinal direction, as shown in Fig. 1C. At this time, the groove inside the vibration-proof box 120 is to minimize friction between the RC sleeper 140 and the vibration-proof box 120, and the RC sleeper 140 does not wear the vibration-proof box 120 It can move vertically within the allowable reaction force range.

In addition, the sleeper anti-vibration pad 130 installed between the anti-vibration box 120 and the RC sleeper 140 is, for example, as an elastic pad formed of natural rubber for noise and vibration reduction. However, because it contains millions of closed gas cytoplasm and has an internal shape factor, it is compressed as needed without expansion. In addition, since the cross-sectional area of the anti-vibration pad 130 is large, the load per unit area is small, so the service life is relatively long and the change in elasticity is small. That is, the vibration-proof pad 130 may be inserted between the RC sleeper 140 and the vibration-proof box 120 to minimize the vibration of the concrete track being transmitted to the roadbed structure.

The rail fastening device 160 can be changed according to the performance requirements of the user and the track, and accordingly, the fixing shape of the rail fastening device 160 for fastening the RC sleeper 140 and the rail 170 is changed. It is inevitable. However, in the current domestic case, as shown in Fig. 1c, a coil spring creep can be used in general.

The rail pad 150 is formed of a thermoplastic polyurethane (TPU) material, and is elastically fastened to fix the rail and distribute the rail load equally.

Hereinafter, a concrete track provided with a self-diagnostic anti-vibration pad according to a first embodiment of the present invention will be described with reference to FIGS. 2 to 4, and with reference to FIGS. 5 and 6, a second embodiment of the present invention will be described. A concrete track equipped with a self-diagnosing anti-vibration pad according to this will be described, and with reference to FIG. 7, a method of determining when to replace the anti-vibration pad for a concrete track according to an embodiment of the present invention will be described.

[First Embodiment: Concrete Track 100 with Self-diagnosis Anti-vibration Pad]

2 is a cross-sectional view showing a concrete track with a self-diagnosing anti-vibration pad according to the first embodiment of the present invention, and FIG. 3 is a piezoresistance in the concrete track having a self-diagnosing anti-vibration pad according to the first embodiment of the present invention. It is a view for explaining the measurement principle, and FIG. 4 is a view for explaining constant monitoring of a concrete track to which a self-diagnosis anti-vibration pad according to the first embodiment of the present invention is applied.

2 to 4, a concrete track 100 having a self-diagnosis vibration-proof pad according to the first embodiment of the present invention includes a concrete road bed 110, a vibration-proof box 120, a vibration-proof pad 130, It includes a concrete sleeper 140, a rail pad 150, a rail fastening device 160 and a rail 170, and a conductive material 133 is mixed with the vibration-proof pad rubber 131 of the vibration-proof pad 130 to Self-diagnosis is possible through a sensing function that detects the external pressure of the anti-vibration pad 130 by using the piezo-resistivity, in which the internal electrical resistance changes against stress and deformation. do.

The vibration-proof box 120 is mounted and installed on the concrete road bed 110 for concrete tracks to separate the concrete road bed 110 and the concrete sleeper 140.

The concrete sleeper 140 is embedded in the concrete bed 110 together with the vibration-proof box 120 and the vibration-proof pad 130 in the shape of a monoblock.

In the vibration-proof pad 130, a conductive material 133 is mixed into the vibration-proof pad rubber 131 to enable self-diagnosis, and is inserted between the concrete sleeper 140 and the inner bottom surface of the vibration-proof box 120 to allow a vertical impact load. Absorbs. At this time, the anti-vibration pad 130 has a piezo-resistivity characteristic in which the internal electrical resistance changes with respect to external pressure, and the pressure applied to the anti-vibration pad 130 can be sensed using the piezo-resistance characteristic. have.

Specifically, the anti-vibration pad 130, as shown in the lower portion of Figure 2, the anti-vibration pad rubber 131; A conductive material 133 mixed between the anti-vibration pad rubbers 131; Plates (132a, 132b) disposed above and below the anti-vibration pad rubber (131); And a lead wire 134 connected to the plates 132a and 132b and drawn to the outside, respectively, wherein the conductive material 133 is a metal particle or carbon nanotube ( CNT), but is not limited thereto. In addition, the state of the anti-vibration pad 130 may be evaluated through a change in resistivity according to the usage period and the number of tonnages of the anti-vibration pad 130.

In addition, FIG. 3 shows the piezoresistive properties of the anti-vibration pad 130 mixed with a conductive material, and FIG. 3 a) does not generate current when no pressure is applied, but as shown in b) of FIG. 3 Likewise, when pressure is applied on the vibration-proof pad 130, it indicates that a current is generated according to piezoresistance characteristics. Here, the piezo-resistivity characteristic is a characteristic in which electrical resistance changes due to an applied external pressure, force, or deformation, and refers to a principle in which electron movement becomes active when particles are closer to each other due to an increase in external pressure.

The rail pad 150 is inserted between the upper surface of the concrete sleeper 140 and the bottom surface of the rail 170 to absorb a vertical load.

Rail fastening device 160 is installed adjacent to both sides of the rail pad 150 and fastened so that the rail 170 is fixed to the upper surface of the concrete sleeper 140, and the rail 170 is the rail fastening device ( 160).

Therefore, the piezoresistance measured by the anti-vibration pad 130 capable of self-diagnosis is transmitted to the monitoring terminal 220 through the wireless communication module 210 as shown in FIG. 4, and the monitoring terminal 220 May determine the replacement timing by evaluating the state of the vibration-proof pad 130 through a change in resistivity according to the use period of the vibration-proof pad 130 and the number of tonnage passed.

[Second Example: Concrete Track 100' with Self-diagnosis Anti-vibration Pad and Piezoresistance Sensor]

5 is a cross-sectional view showing a concrete track having a self-diagnostic vibration-proof pad according to a second embodiment of the present invention, and FIG. 6 is a constant monitoring of a concrete track to which a self-diagnostic vibration-proof pad according to the second embodiment of the present invention is applied. It is a figure for explaining.

5 and 6, a concrete track 100 ′ having a self-diagnosis vibration-proof pad according to a second embodiment of the present invention includes a concrete track 110, a vibration-proof box 120, a vibration-proof pad 130, It includes a concrete sleeper 140, a rail pad 150, a rail fastening device 160, a rail 170, and a piezoresistive sensor 190, and compared to the first embodiment described above, the vibration-proof pad 130 Instead of mixing a conductive material into the anti-vibration pad rubber of the anti-vibration pad 130, by installing a piezo-resistance sensor 190 under the anti-vibration pad 130, the internal electrical resistance against external pressure is increased to enable self-diagnosis of the anti-vibration pad 130. Changing piezo-resistivity is measured.

The vibration-proof box 120 is installed on the concrete track 110 for concrete tracks.

Concrete sleepers 140 are buried in the vibration-proof box 120.

The vibration-proof pad 130 is inserted between the concrete sleeper 140 and the inner bottom surface of the vibration-proof box 120 to absorb a vertical impact load.

The piezo-resistive sensor 190 is disposed under the anti-vibration pad 130 and measures piezo-resistivity in which the internal electrical resistance changes with respect to external pressure so that self-diagnosis of the anti-vibration pad 130 is possible. do.

The rail pad 150 is inserted between the upper surface of the concrete sleeper 140 and the bottom surface of the rail 170 to absorb a vertical load.

Rail fastening device 160 is installed adjacent to both sides of the rail pad 150 and fastened so that the rail 170 is fixed to the upper surface of the concrete sleeper 140, and the rail 170 is the rail fastening device ( 160).

Accordingly, as shown in FIG. 6, the pressure applied to the anti-vibration pad 130 may be sensed using the piezoresistive property measured by the piezoresistive sensor 190, and the piezoresistive sensor 190 The piezoresistance measured by is transmitted to the monitoring terminal 220 through the wireless communication module 210, and the monitoring terminal 220 uses the vibration-proof pad 130 through a change in resistivity according to the usage period and the number of passing tons. The replacement timing may be determined by evaluating the state of the anti-vibration pad 130.

In the end, according to the concrete track provided with the self-diagnosis vibration-proof pad according to the embodiment of the present invention, the vibration control of the train is improved by determining the optimum replacement time of the vibration-proof pad 130 of the railway concrete track structure, and the rail wear is minimized. Thus, driving safety can be improved. In addition, it is possible to efficiently maintain and manage rails, sleepers and anti-vibration pads through constant monitoring of the concrete track structure, thereby reducing cost and minimizing user inconvenience.

[How to determine when to replace vibration pad for concrete track]

7 is an operation flow diagram of a method of determining a replacement timing for a vibration isolation pad for a concrete track according to an embodiment of the present invention.

Referring to FIG. 7, the method of determining the replacement timing of the vibration-proof pad for a concrete track according to an embodiment of the present invention includes, first, a vibration-proof pad 130 capable of self-diagnosis, and a vibration-proof box 120 and a sleeper of the concrete track 100. It is installed between (140) (S110).

Next, piezo-resistivity in which the internal electrical resistance corresponding to the external pressure applied to the anti-vibration pad 130 changes according to the running of the train is measured (S120). In this case, the pressure applied to the anti-vibration pad 130 may be sensed using the piezoresistive property. Here, in the vibration-proof pad 130, a conductive material 133 is mixed with the vibration-proof pad rubber 131 to enable self-diagnosis, and is inserted between the concrete sleeper 140 and the inner bottom of the vibration-proof box 120 to be vertically It may be a vibration-proof pad that absorbs directional impact load. Accordingly, the piezoresistance measured by the anti-vibration pad 130 is transmitted to the monitoring terminal 220 through the wireless communication module 210, and the monitoring terminal 220 is used for the period of use of the anti-vibration pad 130 and The replacement time may be determined by evaluating the state of the vibration-proof pad 130 through a change in specific resistance according to the number of passing tons.

In addition, the vibration-proof pad 130 is a vibration-proof pad that is inserted between the concrete sleeper 140 and the inner bottom of the vibration-proof box 120 to absorb a vertical impact load, and a piezoresistance under the vibration-proof pad 130 The sensor 190 is disposed, and the piezoresistive sensor 190 may measure the piezoresistance at which the internal electrical resistance changes with respect to the external pressure so that self-diagnosis of the anti-vibration pad 130 is possible. Accordingly. The piezoresistance measured by the piezoresistance sensor 190 is transmitted to the monitoring terminal 220 through the wireless communication module 210, and the monitoring terminal 220 is used for the period of use and the passing tonnage of the anti-vibration pad 130. The replacement timing may be determined by evaluating the state of the anti-vibration pad 130 through a change in resistivity according to.

Next, the measured piezoresistance data is transmitted to the monitoring terminal 220 through the wireless communication module 210 (S130).

Next, the monitoring terminal 220 analyzes the piezoresistance data (S140).

Next, the monitoring terminal 220 checks the change in the specific resistance of the anti-vibration pad 130 (S150).

Next, it is determined when to replace the anti-vibration pad 130 according to the constant monitoring of the anti-vibration pad 130 (S160).

According to the method for determining the replacement timing of the vibration-proof pad for a concrete track according to an embodiment of the present invention, it is possible to constantly monitor the STEDEF track in which the vibration-proof pad 130 and the piezo-resistance sensor 190 and wireless communication technology are fused. For example, after installing a piezo-resistance sensor or a vibration-proof pad inside the vibration-proof box of some sections of the operating STEDEF track (for example, selecting a sample section by section and passing tonnage), it is integrated with wireless communication technology to determine time and tonnage. By measuring the change in resistivity at all times, it is possible to easily diagnose and monitor the integrity of the rail-sleeper-vibration pad on the rail. In addition, through the self-diagnosis of the piezoresistive sensor or the anti-vibration pad, damage to the anti-vibration box and the anti-vibration pad, for example, deterioration, hardening, damage, deformation, etc. can be investigated, and a rail-related database can be established. In addition, it is possible to support decision-making for maintenance of concrete tracks by accumulating survey data, and secure economic feasibility and safety of concrete tracks through efficient maintenance.

The above description of the present invention is for illustrative purposes only, and those of ordinary skill in the art to which the present invention pertains will be able to understand that other specific forms can be easily modified without changing the technical spirit or essential features of the present invention will be. Therefore, it should be understood that the embodiments described above are illustrative in all respects and not limiting. For example, each component described as a single type may be implemented in a distributed manner, and similarly, components described as being distributed may also be implemented in a combined form.

The scope of the present invention is indicated by the claims to be described later rather than the detailed description, and all changes or modified forms derived from the meaning and scope of the claims and their equivalent concepts should be interpreted as being included in the scope of the present invention. do.

100, 100': concrete track (STEDEF structure)
110: concrete plate 120: dustproof box
130: anti-vibration pad 140: concrete sleeper (RC sleeper)
150: rail pad 160: rail fastening device (e-clip)
170: rail 180: tie bar
190: piezoresistive sensor 210: wireless communication module
220: monitoring terminal
131: discharge pad rubber 132a, 132b: plate
133: conductive material 134: lead wiring

Claims (12)

A vibration-proof box 120 installed on the concrete track 110 for concrete tracks;
Concrete sleepers 140 buried in the vibration-proof box 120;
The conductive material 133 is mixed with the vibration-proof pad rubber 131 to enable self-diagnosis, and is inserted between the concrete sleeper 140 and the inner bottom of the vibration-proof box 120 to absorb the vertical impact load ( 130);
A rail pad 150 inserted between the upper surface of the concrete sleeper 140 and the bottom surface of the rail 170 to absorb a vertical load;
A rail fastening device 160 installed adjacent to both sides of the rail pad 150 to fasten the rail 170 to be fixed to the upper surface of the concrete sleeper 140; And
Including a rail 170 that is seated on the rail fastening device 160,
The anti-vibration pad 130 has a piezo-resistivity characteristic in which the internal electrical resistance changes with respect to an external pressure, and a pressure applied to the anti-vibration pad 130 is sensed using the piezo-resistance characteristic,
The piezoresistance measured by the anti-vibration pad 130 is transmitted to the monitoring terminal 220 through the wireless communication module 210, and the monitoring terminal 220 corresponds to the usage period and the passing tonnage of the anti-vibration pad 130. The replacement time is determined by evaluating the state of the anti-vibration pad 130 through the corresponding specific resistance change,
The anti-vibration pad 130,
Anti-vibration pad rubber 131;
A conductive material 133 mixed between the anti-vibration pad rubbers 131;
Plates (132a, 132b) disposed above and below the anti-vibration pad rubber (131); And
Concrete track provided with a self-diagnosis anti-vibration pad including lead wires 134 connected to the plates 132a and 132b and drawn to the outside. delete delete The method of claim 1,
The conductive material 133 is a concrete track provided with a self-diagnostic anti-vibration pad, characterized in that the metal particles or carbon nanotubes (CNT) of a micrometer (㎛) size. A vibration-proof box 120 installed on the concrete track 110 for concrete tracks;
Concrete sleepers 140 buried in the vibration-proof box 120;
A vibration-proof pad 130 inserted between the concrete sleeper 140 and the inner bottom surface of the vibration-proof box 120 to absorb a vertical impact load;
A piezo-resistance sensor 190 disposed under the anti-vibration pad 130 and measuring piezoresistance at which internal electrical resistance changes with respect to an external pressure so that self-diagnosis of the anti-vibration pad 130 is possible;
A rail pad 150 inserted between the upper surface of the concrete sleeper 140 and the bottom surface of the rail 170 to absorb a vertical load;
A rail fastening device 160 installed adjacent to both sides of the rail pad 150 to fasten the rail 170 to be fixed to the upper surface of the concrete sleeper 140; And
Including a rail 170 that is seated on the rail fastening device 160,
The pressure applied to the anti-vibration pad 130 is sensed using the piezoresistance characteristic measured by the piezoresistive sensor 190,
The piezoresistance measured by the piezoresistance sensor 190 is transmitted to the monitoring terminal 220 through the wireless communication module 210, and the monitoring terminal 220 is used for the period of use and the passing tonnage of the anti-vibration pad 130. Concrete track with a self-diagnosis anti-vibration pad, characterized in that the replacement time is determined by evaluating the state of the anti-vibration pad 130 through a change in resistivity according to the specific resistance. delete a) installing a vibration-proof pad 130 capable of self-diagnosis between the vibration-proof box 120 of the concrete track 100 and the concrete sleeper 140;
b) measuring piezo-resistivity in which internal electrical resistance changes in response to external pressure applied to the vibration-proof pad 130 as the train travels;
c) transmitting the measured piezoresistive data to the monitoring terminal 220 through the wireless communication module 210;
d) analyzing the piezoresistance data by the monitoring terminal 220;
e) checking, by the monitoring terminal 220, a change in resistivity of the vibration-proof pad 130; And
f) including the step of determining the replacement timing of the vibration-proof pad 130 according to the constant monitoring of the vibration-proof pad 130,
In step b), the pressure applied to the anti-vibration pad 130 is sensed using the piezoresistive property,
In the anti-vibration pad 130 of step a), a conductive material 133 is mixed with the anti-vibration pad rubber 131 to enable self-diagnosis, and is inserted between the concrete sleeper 140 and the inner bottom of the anti-vibration box 120 It is a vibration-proof pad that absorbs the vertical impact load,
The vibration-proof pad 130 of step a) includes: a vibration-proof pad rubber 131; A conductive material 133 mixed between the anti-vibration pad rubbers 131; Plates (132a, 132b) disposed above and below the anti-vibration pad rubber (131); And a lead wire 134 connected to the plates 132a and 132b and drawn to the outside, respectively, and the piezoresistance measured by the anti-vibration pad 130 is a monitoring terminal 220 through the wireless communication module 210 ), and the monitoring terminal 220 determines the replacement time by evaluating the state of the vibration-proof pad 130 through a change in resistivity according to the use period and the number of tonnage of the vibration-proof pad 130. How to decide when to replace the vibration pad for concrete tracks. delete delete The method of claim 7,
The conductive material 133 is a method of determining the replacement timing of a vibration-proof pad for a concrete track, characterized in that the metal particles or carbon nanotubes (CNT) of a micrometer (㎛) size. The method of claim 7,
The vibration-proof pad 130 of step a) is a vibration-proof pad inserted between the concrete sleeper 140 and the inner bottom surface of the vibration-proof box 120 to absorb a vertical impact load, and is located under the vibration-proof pad 130 A piezoresistive sensor 190 is disposed, and the piezoresistive sensor 190 measures piezoresistance at which internal electrical resistance changes with respect to external pressure so that self-diagnosis of the anti-vibration pad 130 is possible. How to decide when to replace the vibration pad for track. The method of claim 11,
The piezoresistance measured by the piezoresistance sensor 190 is transmitted to the monitoring terminal 220 through the wireless communication module 210, and the monitoring terminal 220 is used for the period of use and the passing tonnage of the anti-vibration pad 130. A method of determining the replacement timing of the vibration-proof pad for concrete tracks, characterized in that the replacement timing is determined by evaluating the state of the vibration-proof pad 130 through the specific resistance change according to the change.

Images