RU141666U1 - NEXT-STABILIZING DEVICE FOR SPEED-DEFECTOSCOPE WAGON - Google Patents

Abstract

1. Tracking-stabilizing device of a high-speed flaw detector car, containing two parallelogram pendulum suspensions, a suspended centering beam, at the ends of which magnets are placed, and a search beam with meters placed on it, characterized in that it is made in the form of a prefabricated spatial frame consisting of left and right independent parts, mounted on the axle boxes of the undercarriage of the flaw detector car; each part of the frame consists of a stop, as well as longitudinal and transverse levers relative to the longitudinal axis of the rail, which are interconnected by an adjusting screw with the possibility of their mutual vertical movement; on the wishbones, with the help of adjusting screws, the lateral movement carriages are fixed, connected with the parallelogram pendulum suspensions of the transverse swing, on which the suspension centering beam is placed, each parallelogram pendulum suspension of the transverse swing is equipped with a hinge assembly with a transverse axis, the body of which is connected with the end of the suspension centering beam in addition, the housing of one of the hinge assemblies is connected with an antifriction guide, with the possibility of free longitudinal movement I along it one of the ends of the suspended centering beam. 2. Tracking and stabilizing device of a high-speed flaw detector car according to claim 1, characterized in that the antifriction guide is made in the form of a clutch covering a suspended centering beam along the perimeter of its cross section.

Description

The inventive technical device relates to the field of railway transport, in particular to non-destructive testing systems located on the undercarriage of a flaw detector car or railcar, and is intended to provide stabilization of the position of the search beam with gauges placed on it relative to the rolling surface of the rail at high speeds of the flaw detector.

A suspension device for rail flaw detection is known, comprising a supporting beam fixed along a mobile flaw detector moving along the rail, a measuring beam with meters placed on it, located above the rail head, round magnets mounted in front and behind the measuring beam in the direction of movement of the mobile flaw detector and are rigidly connected with it when moving the magnets across the rail, the ends of the measuring and supporting beams are connected by the first parallelogram hinge, characterized by the presence of of the magnet of two magnetic cores of soft magnetic material located between the poles of the magnet and the edges of the rail head, with the possibility of disconnecting the magnet from the magnetic circuits by turning it 90 °, the ends of the first hinges at the measuring beam contain guide rods with the possibility of free movement of the measuring beam across the rail, each magnet connected to the magnetic circuits by a second parallelogram hinge with a measuring beam with the possibility of moving the magnet with the magnetic circuits plane-parallel to the surface and rolling of the rail (RF patent for utility model No. 101678, B61K 9/08, publication date 01/27/2011, "Suspended device for rail inspection").

The disadvantages of the known device include the fact that to move in the transverse direction of the measuring beam at the required speed from the nonequilibrium position to the central equilibrium position, a significant excess of the magnetic force acting on the measuring beam is required over the friction force that occurs when the massive measuring beam is assembled with two sliding magnets with magnetic cores and second parallelogram hinges, with inevitable distortions of the measuring beam on two transverse rails, which increases Vaeth magnet size and reduce the quality and reliability of the device.

The first parallelogram hinges, on which the measuring beam is suspended, operate in a longitudinal vertical plane, providing the lifting of the measuring beam when meeting with local obstacles on the plane of rolling of the rail, which with a significant mass of the measuring beam gives a significant inertia and leads to a delayed response to obstacles and disruption devices.

A prototype of the claimed utility model is a suspension device for rail flaw detection, comprising a supporting beam fixed along a mobile flaw detector, a search beam located above the rail head, centering magnets mounted in front and behind the search beam and suspended above the rail on parallelogram hinges with the possibility of plane-parallel movement along the surface rolling of the rail, characterized by the presence of a transport beam with a lifting / lowering mechanism connected to the carrier beam, a heap of carriages mounted on the ends of the transport beam on the rails, with the possibility of their free movement across the rail, parallelogram hinges of the centering magnets are connected to the carriages, which are connected by rotation axes to the ends of the search beam with the possibility of their independent movement across the rail (RF patent for utility model No. 113225 , B61K 9/08, publication date 02/10/2012, “Suspension device for rail inspection").

A disadvantage of the known construction is that the total mass of the transport beam lifted by the pneumatic chamber is a significant amount and consists of the masses of the first two parallelogram hinges, the transport beam itself with the guiding axes suspended at its ends, carriages, second parallelogram hinges, centering magnets, and also a search beam with gauges.

Due to the increased mass of the transport beam assembly raised by the pneumatic chamber, as well as the need to overcome the vertical force of the magnets, an increase in the dimensions of the pneumatic chamber is required, which reduces the reliability and quality of the device as a whole.

The objective of the proposed technical solution is to improve the quality and reliability of the tracking-stabilizing device by improving the stabilization of the position of the search beam while ensuring a high speed of movement of the flaw detector car on track irregularities.

The solution to this problem is achieved due to the fact that the tracking and stabilizing device of a high-speed flaw detector car, containing two parallelogram pendulum suspensions, a suspension centering beam with magnets at its ends, and a search beam with measuring instruments placed on it, is made in the form of a prefabricated spatial frame consisting of from the left and right independent parts, mounted on the axle boxes of the undercarriage of the flaw detector car; each part of the frame consists of a stop, as well as longitudinal and transverse levers relative to the longitudinal axis of the rail, which are interconnected by an adjusting screw with the possibility of their mutual vertical movement; on the wishbones, with the help of adjusting screws, the lateral movement carriages are fixed, connected with the parallelogram pendulum suspension of the transverse swing, on which the suspension centering beam is placed, each parallelogram pendulum suspension of the lateral swing is equipped with a hinge assembly with a transverse axis, the housing of which is connected with the end of the suspension centering beam in addition, the housing of one of the hinge assemblies is connected with an antifriction guide, with the possibility of free longitudinal movement I am using it at one of the ends of the suspended centering beam, the antifriction guide is made in the form of a coupling covering the suspended centering beam around the perimeter of its cross section.

Placing a tracking and stabilizing device with a search beam between the wheels of the undercarriage of a high-speed flaw detector car makes it possible to abandon the use of a flaw detector car as part of a flaw detector car, as well as to increase its speed in the measurement mode to 120 km / h.

The implementation of the tracking-stabilizing device in the form of a prefabricated spatial frame, consisting of left and right independent parts, allows not only to fix them on the corresponding axle boxes of the wheels of the undercarriage in order to place the tracking-stabilizing device between the wheels above the rail, but also to pre-adjust it, before starting movement flaw car, the height of the suspension centering beam relative to the plane of the rail, using the adjusting screw connecting the longitudinal and transverse levers , which ensures accurate positioning of the search beam vertically relative to the plane of rolling of the rail.

The presence of a carriage mounted on a wishbone and connected to a parallelogram pendulum suspension allows you to adjust with a screw the movement of the suspended centering beam relative to the longitudinal vertical plane passing through the longitudinal axis of the rail, which ensures the central position of the search beam above the rail.

The presence in the tracking and stabilizing device of a parallelogram pendulum suspension equipped with a hinge assembly allows dynamic compensation of the longitudinal movement and rotation of the suspended centering beam, both in the case of a change in the longitudinal distance between the axle boxes and its rotation relative to the parallelogram pendulum suspension, for example, in the case of a hit wheels of the undercarriage in the gap of the rail connection, providing an increase in the quality and reliability of the tracking-stabilizing device roystva, which is especially important at high speeds of movement of the flaw detector car.

The use of an antifriction guide made in the form of a clutch covering a suspended centering beam along the perimeter of its cross-section ensures a decrease in sliding friction in difficult road conditions, in particular, on rail joints, with longitudinal movement of the suspended centering beam inside an antifriction guide fixed to the hinge assembly body , which improves the quality, reliability and durability of the tracking-stabilizing device.

The use of a parallelogram pendulum suspension of lateral swing with the orientation of the magnet poles in the transverse direction relative to the longitudinal axis of the rail makes it possible to provide maximum returning magnetic force to the equilibrium position of the suspended centering beam with magnets, with magnetic fields transversely oriented along the N and S poles.

The use of a parallelogram pendulum suspension of the transverse swing with the orientation of the magnet poles in the transverse direction relative to the longitudinal axis of the rail increases the efficiency of damping the vibrations of the suspension centering beam during lateral swing, in cases when the rail is obstructed from the equilibrium position.

The presence of distinctive features in the claimed technical solution allows us to conclude that it meets the condition of patentability “novelty”.

The patentability condition "industrial applicability" is confirmed by the example of a specific implementation.

The essence of the technical solution is illustrated by technical drawings, where

in FIG. 1 is a general view of the undercarriage with a tracking and stabilizing device;

in FIG. 2 is an axonometric general view of a tracking and stabilizing device of a high-speed flaw detector car;

in FIG. 3 - axonometric view of the right side of the prefabricated spatial frame;

in FIG. 4 is an axonometric view of a portion of a tracking-stabilizing device placed above a rail;

in FIG. 5 - transverse sections of the parallelogram pendulum suspensions, AA - the right suspension, BB - the left suspension.

On high-speed flaw detectors or motor tracks, in order to compensate for the influence of the displacement factor of the flaw detector car and its running trolleys relative to the longitudinal axis of the rail, a non-contact magnetic tracking and stabilizing device is used, which contains two parallelogram pendulum suspensions 1, a suspension centering beam 2, and a search beam 3 with meters 4 placed on it, as well as magnets 5 and pneumatic cylinders 6. Cases of pneumatic cylinders 6 are fixed at the ends of the suspended centering 2, and the rods pneumatic cylinders 6 are fixed at the ends of the search beam 3.

The tracking and stabilizing device of a high-speed car - flaw detector is made in the inventive device in the form of a prefabricated spatial frame consisting of left and right parts connected by a hanging centering beam 2.

The left and right parts of the spatial frame are fixed independently from each other on different axle boxes 7 of the running carriage 8. Each part of the frame consists of a stop 9 and a longitudinal arm 10 connected by a power element 11, as well as a transverse arm 12, relative to the longitudinal axis of the rail.

The emphasis 9 and the longitudinal arm 10 are fixed independently from each other on opposite sides of the axle boxes 7 of the undercarriage 8 of the flaw detector car (not shown in FIG.).

The transverse arm 12 of the frame is connected with the longitudinal arm 10 by an adjusting screw 13 with the possibility of their movement to adjust the mutual vertical position.

At the free ends of the transverse arms 12, carriages 14 are fixed, on each of which parallelogram pendulum suspensions 1 of the transverse swing are mounted, with the possibility of adjustment by the screws 15 of the lateral movement of the carriages 14 in order to combine the longitudinal axes of the suspended centering beam 2 and the rail in a longitudinal vertical plane.

The suspended centering beam 2 is placed on two parallelogram pendulum suspensions 1, consisting of two pairs of pairwise parallel beams pivotally connected to each other. On each parallelogram pendulum suspension 1, a hinge assembly 17 is fixed using the transverse axis 16, the housing 18 of which is connected to the ends of the suspension centering beam 2, with the possibility of rotation of the beam 2 in a longitudinal vertical plane (see Fig. 5).

The housing 18 of one of the hinge assemblies 17 is connected with an antifriction guide made in the form of a coupling 19, covering a suspended centering beam 2 along the perimeter of its cross section, with the possibility of free longitudinal movement of the end of the beam 2 in an antifriction guide made in the form of a coupling 19. The antifriction guide can be made with partial coverage of the cross section of the suspended centering beam 2.

To start the work tracking-stabilizing device carry out its installation. To do this, fix on each axle box 7 of the running carriage 8 an emphasis 9 and a longitudinal arm 10 so that the emphasis 9 is fixed on the inside of the axle box 7, and the longitudinal arm 10 is fixed on the outside of the axle box 7, independently of each other, in addition, the emphasis 9 and the longitudinal arm 10 is rigidly connected to each other by the power element 11.

In the left and right parts of the spatial frame, the cantilever end of each longitudinal arm 10 is connected to the transverse arm 12 using the adjusting screw 13 and fix them in the desired position.

Then, on the free ends of the transverse levers 12, carriages 14 are installed, the position of which is set by screws 15 with the subsequent fixation of the required position. The upper beams of the parallelogram pendulum suspensions 1 are rigidly fixed to the carriages 14.

The hinge assemblies 17 are mounted on the lower beams of the parallelogram pendulum suspensions 1 by means of the transverse axes 16. First, an antifriction clutch 19 is put on one of the ends of the suspension centering beam 2, and then the beam 2 with the clutch 19 is fixed on the bodies 18 of the hinge assemblies 17 so that the clutch 19 is located between the vertical landing side walls of the housing 18 of one of the hinge assemblies 17 (see Fig. 5).

Then, the left and right parts of the spatial frame are adjusted, determining the position of the suspended centering beam 2 with the search beam 3 and the meters 4 placed on it. In order to compensate for the difference in the level of the height of the levers 10, 12 when installing the suspended centering beam 2 with the search beam 3 to the required height, relative to the plane of rolling of the rail, adjust the position of the transverse arm 12 relative to the longitudinal arm 10, using the adjusting screw 13, followed by a reliable fixation of the lever 10. This ensures that the magnitude of the gap between the magnets 6 of the rail 5 and the tread (see. FIG. 4).

For the lateral movement of the suspended centering beam 2 relative to the longitudinal axis of the rail in order to ensure the alignment of the axis of the beam with the longitudinal axis of the rail in one vertical plane, use the transverse movements of the right and left carriages 14 with screws 15, followed by fixing the position of the carriages.

Before moving the flaw detector car to the measurement site, the search beam 3 is moved to the raised transport position using pneumatic cylinders 6 located on the suspended centering beam 2.

To start the measurement work, lower the search beam 3 with the help of pneumatic cylinders 6 in the working position above the rail surface, providing the necessary vertical clearance 6 between the search beam 3 and the plane of rolling of the rail. In this case, the longitudinal axis of the suspension beam 2 is in the same vertical plane with the longitudinal axis of the rail due to the work of magnets 5, mounted on the ends of the suspended centering beam 2.

When moving, especially at high speeds, of a flaw detector car, the distance between the axle boxes of axle boxes 7 located on the same rail changes dynamically depending on road conditions, as well as due to structural features and kinematics, the presence of backlash in the articulated joints of the undercarriage 8 and the elastic elements . The magnitude of the change in the distance between the axles of the axleboxes 7 is compensated by the longitudinal movement of the suspended centering beam 2 in the antifriction clutch 19 by the same amount.

In this case, the pivoting centering beam 2 with its left end is connected to the left parallelogram pendulum suspension 1 and fixed in the housing 18 of the hinge assembly 17, and the right end of the beam 2 slides along the inner surface of the antifriction clutch 19 installed in the housing 18 of the hinge assembly 17 mounted on the right parallelogram suspension one.

During the movement of the wheel pair of the undercarriage 8 of the flaw detector car, various obstacles and defects are encountered on the rolling plane of the rail. If, when passing at speed, the flaw detector car overcomes a local obstacle in the plane of rolling of the rail in the form, for example, of a butt joint or subsidence of rails, then one of the wheels of the wheelset sags on the unevenness of the track, sharply lowering or rising on the unevenness of the track, while the corresponding part of the spatial frame, mounted on the axle box 7 of the undercarriage 8, as well as the parallelogram pendulum suspension 1 is lowered and at the same time the pivoting centering beam 2 of the relative shaft is rotated However, the lateral axes 16 of the hinge assemblies 17 mounted on the left and right parallelogram suspensions 1 At the same time, the distance between the parallelogram pendulum suspensions 1 is elongated, which leads to a corresponding movement of the suspension centering beam 2 in the antifriction clutch 19 by the same length.

When the flaw detector car moves, in cases of impact subsidence of the wheel pair at the junction of the rail track, the response of the tracking-stabilizing device ensures that the suspended centering beam 2 moves to a position parallel to the rail rolling surface, dynamically stabilizing the position of the beam 2 in the longitudinal vertical plane, excluding damage to the fastening elements of the beam 2 and the search beam 3 installed on it with meters 4. Increasing the stabilization level of the search beam 3 in the vertical noy longitudinal plane reduces its dynamic loading.

Thus, in a tracking and stabilizing device, changes in the position of the suspended centering beam associated with the search beam, while ensuring a high speed of the flaw detector car, are defined as tracking its central position with magnets relative to the longitudinal axis of the rail in the transverse horizontal plane when responding to local obstacles, for example in the form of rail joints, and compensation for its forced movements in the vertical longitudinal plane, providing the required level of stabil tion ingratiatingly beams, improving the quality and reliability of the device.

Claims (2)

1. Tracking-stabilizing device of a high-speed flaw detector car, containing two parallelogram pendulum suspensions, a suspended centering beam, at the ends of which magnets are placed, and a search beam with meters placed on it, characterized in that it is made in the form of a prefabricated spatial frame consisting of left and right independent parts, mounted on the axle boxes of the undercarriage of the flaw detector car; each part of the frame consists of a stop, as well as longitudinal and transverse levers relative to the longitudinal axis of the rail, which are interconnected by an adjusting screw with the possibility of their mutual vertical movement; on the wishbones, with the help of adjusting screws, the lateral movement carriages are fixed, connected with the parallelogram pendulum suspension of the transverse swing, on which the suspension centering beam is placed, each parallelogram pendulum suspension of the lateral swing is equipped with a hinge assembly with a transverse axis, the housing of which is connected with the end of the suspension centering beam in addition, the housing of one of the hinge assemblies is connected with an antifriction guide, with the possibility of free longitudinal movement I'm on it one of the ends of the suspended centering beam. 2. Tracking-stabilizing device of a high-speed flaw detector car according to claim 1, characterized in that the antifriction guide is made in the form of a clutch covering a suspended centering beam along the perimeter of its cross section.

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