RU2228870C2 - Rail track movable flaw detector - Google Patents

Abstract

FIELD: railway transport; non-destructive test facilities. SUBSTANCE: frame on running bogies. Body consisting of cabin and saloon is mounted on frame. Power and auxiliary equipment and magnetic control system with magnetizing coils are also provided. One of running bogies is of flaw detection type owing to arrangement of magnetizing coils on axles of wheelsets with radial and end face clearances by means of combination hydrodynamic supports with gas static load compensating system and blowing of supports to preclude getting of abrasive dust into friction zone. Supports are locked from turning by means of torque rods. Ultrasonic control system is arranged between wheelsets. Body of cabin has front wall in form of convex surface formed by two planes connected along horizontal straight line and side wall extensions. Moreover, movable device is furnished with heat exchangers. At least one of heat exchangers and also power and auxiliary equipment are installed under body frame. EFFECT: improved resolution and increased reliability in operation. 3 cl, 3 dwg

Description

The invention relates to railway transport, and in particular to non-destructive testing devices for measuring the state of a rail track installed on locomotives and wagons, and can be used to determine rail defects in a vehicle moving along a railroad track.

With a high load carrying capacity of railways, a large number of various defects in rails arise. Transverse cracks develop under the influence of the rolling stock due to insufficient strength of the metal and the presence of local inclusions in the base metal of the rail, as well as internal defects at the weld point in the rail head. Longitudinal cracks, as a rule, arise on the fillet of the working face and extend deep into the rail head by 8 ... 11 mm.

For the timely detection of dangerous defects, non-destructive testing means are used, namely, means of magnetic and ultrasonic (hereinafter ultrasonic testing) flaw detection. In this case, cracks located at a shallow depth can be detected by magnetic flaw detection, and defects of a certain type formed at a great depth can only be detected by ultrasound.

In railway transport, flaw detection wagons are widely used, equipped exclusively with ultrasonic equipment operating on the principle of using the properties of ultrasonic vibrations to be reflected from physically foreign inclusions, or equipped with an induction-type search device that responds to changes in the longitudinal component of the magnetic field above the rail (A.K. Gurvich Non-destructive testing of rails. Transport, 1983; Production and quality control of railway rails at the factories of some European firms (by mother alam of the international exhibition "Railway Transport-892, Moscow, 1990, USSR Ministry of Metallurgy, S.8-9; AS 16404084, IPC B 61 K 9/10; AS USSR 1756192, IPC B 61 K 9 / 10, publ. 1992; pat. RF 2126339, IPC G 01 N 29/04, publ. 1995; pat. RF 2052807, 2060493, IPC G 01 N 29/04, publ. 1996). In particular, described the use of a Sperry Rail Service flaw detector car equipped with ultrasonic equipment in which three wheel-type sensors are located on each side. One of the sensors sends an ultrasonic signal perpendicular to the bottom of the rail, the other two sound the rail at an angle of 70 ... 37 °. Due to this directivity of the ultrasonic waves, defects are found located in the head, neck and sole of the rail, including the area of the joint and bolt holes (MPS, TsNIITEI. Series Way and track management. Issue 7. Defectoscopy of rails. Moscow, 1964. P.26- 28).

Known flaw detectors that are equipped with electromagnetic and ultrasonic equipment for flaw detection of rails (MPS, TsNIITEI. Series: Track and track management. Issue 7. Flaw detection of rails. Moscow, 1964. S.25-26).

Magnetic car finders can detect defects in the rail head, and with the help of ultrasonic equipment, defects are also found in the rail neck. Such cars operate at a speed of 20 km / h. The car’s magnetic equipment initiates a magnetic field in the rail, and magnetic finders pass through the field. UZK-installation of the car has two sensors. Ultrasonic waves enter the rail through emitters located in the wheels of the sensors.

The flaw detectors used are characterized by insufficiently high resolution and do not allow the monitoring of rails throughout the section. The parameters of the magnetizing system ensure the magnetization of relatively light rail types at low vehicle speeds (up to 40 km / h).

As a prototype of the invention, for more signs selected flaw car (AK Gurvich. Non-destructive testing of rails. Transport, 1983, S.164-166).

Flaw detector equipment and equipment are located in the car. At the end of the car is the hardware compartment, in which the control panel and distribution cabinets for electric power supply of flaw detection equipment are located. A special induction trolley is installed under the car between its undercarriages, which serves to suspend electromagnets. It consists of a flat frame, two extreme wheelsets and two middle ones. Between the middle wheelsets are placed electromagnets suspended from the frame of the trolley. The cart is connected to the frame of the wagon by rods. For normal operation of the flaw detector, the inductor trolley with electromagnets suspended on it is supported by two middle wheel-less wheel pairs without suspension. The load distribution on the wheelsets prevents the trolley from coming off the rails and keeps the air gap between the poles of the electromagnet and the rails unchanged. The total weight of the trolley with electromagnets is about 5 tons. When moving to the place of work inoperative, the inductor trolley is lifted with screw ties and attached to the frame of the car. In the flaw detector car, an induction-type search device is used in the form of a coil that responds to a change in the magnetic field above the rail.

The main disadvantages of the flaw detector selected as a prototype are:

- insufficiently high resolution due to the presence of large magnetic gaps between the electromagnets and the controlled portion of the rail track. The gap between the coil and the rail is 12 ... 15 mm, which leads to a decrease in the magnetic field strength;

- limited control of the rail track, as The known design allows only the magnetic flaw detection method, which determines the surface quality of the rails, to be implemented. At the same time, internal defects that occur during operation cannot be detected using a device whose operating principle is based on the above method. In particular, the parameters of the magnetizing system do not ensure the detection of defects located at great depths;

- the parameters of this magnetizing system ensure the magnetization of rails of relatively light types (lighter than P50) at a low speed along the rails of a mobile flaw detector. At high speeds and with flaw detection of heavy rails, the sensitivity of the flaw detector to defects decreases.

The problem to which the invention is directed, is to increase the resolution and ensure reliable operation of the flaw detector mobile means of monitoring a rail track moving at an optimal speed, allowing the use of magnetic and ultrasonic methods. The invention is also aimed at solving problems to reduce energy costs and improve the usability of the proposed device.

The essence of the invention lies in the fact that it is proposed a flaw detector means, mainly a flaw car or a flaw detector, comprising a frame, a body mounted on a frame, consisting of at least a cab, a cabin, as well as power and auxiliary equipment, two undercarriage , a magnetic control system with magnetizing coils, mounted under the body, in which according to the invention one of the running trolleys is made defectoscopic by placing magnetizing coils on the axes to forest pairs with radial and end gaps by means of combined hydrodynamic supports with a gas-static system for compensating the load and boosting the supports from abrasive dust entering the friction zone with fixing the supports from turning by jet rods and placing the ultrasonic control system between the wheel pairs, and the cab body is made with a frontal wall in in the form of a convex surface formed by two planes connecting along a horizontal line and extended by the side walls, with the inclination of the upper plane of the forehead wall to the vertical plane equal to 40 °, and the inclination of the lower plane to the vertical plane equal to 20 °, back in the direction of travel, the transition from the frontal wall to the roof of the cabin at an angle of 30 °, in addition, the mobile tool is equipped with heat exchangers, and power, accessories and at least one heat exchanger are installed under the body frame.

To reduce losses in the magnetic circuit, the magnetizing coils are equipped with a magnetically soft core with a cross-sectional area equal to the cross-sectional area of the axis of the wheelset with the ends of the supports developed over the area.

Combined hydrodynamic bearings with a gas-static system for compensating the load and boosting bearings from abrasive dust entering the friction zone are made in the form of sliding bearings with a roller oil lubrication system (from oil pallets). An annular groove is formed around the plain bearing shell for supplying air to a place with calibrated holes evenly spaced around the circumference, creating a gas cushion in the gap between the wheel axis and the bearing shell.

To reduce the resistance of the magnetic circuit, the supports of the induction coils are equipped with contactors directing the magnetic flux to the massive part of the rim of the wheelset.

The lifting mechanism of the ultrasonic control system can be performed manually or pneumatically.

The execution of one of the running trolleys of the mobile means in the form of a flaw detector trolley by placing magnetizing coils on the axles of the wheel pairs with radial and end gaps and installing an ultrasonic testing system between the wheel pairs increases the resolving power of the flaw detector and its reliability at optimal speeds on rails and leads to the identification of surface defects, as well as defects along the entire section of the rail, including heavy types. Magnetic flux is formed in the axis of the wheelset, then in the wheel and in the rail between the wheelsets. Due to direct contact between the wheel and the rail, the magnetic field does not decrease.

The combination of these features allows you to combine the process of magnetic and ultrasonic testing with minimal losses in the magnetic circuit, while ensuring high resolution and reliability of the indestructible means of monitoring the rail track.

The execution of the body of the proposed streamlined design due to the features specified in the claims (angles of flow around the frontal part: 40 ° or about 40 °; 20 ° or about 20 °; 30 ° or about 30 °), leads to a decrease in the resistance of the medium when moving the flaw detector means 1.5 times and thereby provides a reduction in energy costs compared with known mobile means at the same speed.

The installation of heat exchangers in the cabin, cabin and the main one under the body frame allows the use of exhaust energy for the technological needs of the machine, which leads, in particular, to an increase in the efficiency of power equipment up to 80% in the cold season (instead of 30% for analog machines).

Placing auxiliary equipment under the body frame makes it possible to use the useful area of the structure and provides the convenience of operating a mobile vehicle.

The design of the flaw detector mobile means of the defect detector car is shown in Fig. 1, the design of the undercarriage made in the form of a flaw detector is shown in Fig. 2, 3.

The flaw detector means includes a frame 1, a body 2 mounted on a frame 1, consisting of at least a cabin 3, a cabin 4, as well as power equipment 5 and auxiliary equipment 6 installed under the body 2, two undercarriage 7 (in t .ch. biaxial), one of which is made flaw detector. Electromagnetic coils 8, wound on an aluminum frame, are mounted on the axles of the wheelsets 9 with radial and end gaps. Between the wheelsets 9 there is an ultrasonic testing system 10. Radial and end gaps are formed by combined hydrodynamic bearings 11 with a gas-static system 12 for compensating the load and boosting bearings from abrasive dust entering the friction zone. The supports 11 are additionally equipped with jet rods 13 and contactors 14. The latter direct the magnetic flux into the wheel rim of the wheelset. The bearings 11 are made in the form of sliding bearings with a roller lubrication system from oil pallets 15. The ultrasonic control system 10 is equipped with a lifting mechanism 16 (manual or contains a pneumatic system) in the transport position.

The vehicle is equipped with heat exchangers, incl. in the cabin, cabin (not shown in the figure). At the same time, at least one of them 17, as well as power 5 and auxiliary equipment 6 are installed under the frame 1 of the body 2.

The proposed rail diagnostics complex is equipped with an automated system for recording, visualizing, processing and storing ultrasonic rail monitoring signals and a system for recording and storing information on magnetic media. Automatic processing and decryption of signals is provided for their temporary and static data both during travel and in the parking lot.

The principle of the proposed design

When the flaw detector moves along the rails at a working speed of 5 ... 40 km / h, a current is generated to the induction coils 8, which creates a magnetic flux in the axles of the wheelsets 9. The magnetic flux of the axes closes through the wheels and sections of the rails located between the wheelsets 9. Induction a sensor (not shown in the figure) slides along the surface of the rail and, passing through the distorted magnetic field of the defective section, gives a change in the control current in the recording device. Simultaneously with the inclusion of the magnetic system, the power of the ultrasonic testing system 10 is turned on, the sensors of which (not shown in the figure) are located between the wheelsets 9. There is a simultaneous magnetic and ultrasonic monitoring of the rails. In the control process, echo-pulse and mirror-shadow methods of control are used with the contact method of introducing ultrasonic vibrations.

A mobile flaw detector complex allows obtaining reliable information about the quality of any sections of the track in R-50, R-65, R-75 rails in one passage with minimal energy costs.

Claims (3)

1. Flaw detector means for monitoring the condition of the rail track, mainly a flaw car or a defect detector, containing a frame supported by running trolleys, a body mounted on the frame and consisting of at least a cab and a passenger compartment, as well as power and auxiliary equipment, system magnetic control with magnetizing coils, characterized in that one of the bogies is flawed by placing magnetizing coils on the axles of the wheelsets with radial and end gaps by means of combined hydrodynamic supports with a gas-static system for compensating the load and pressurizing the bearings from abrasive dust entering the friction zone with support of the bearings from turning by jet rods and between the wheel pairs, an ultrasonic control system is located, and the cab body is made with a frontal wall in the form of a convex surface formed by two planes connecting along a horizontal line and extended by the side walls, with a slope of the upper plane of the frontal wall to the vertical axis equal to 40 ° the lower plane to the vertical axis, equal to 20 °, back in the direction of movement of the vehicle and the transition from the frontal wall to the roof of the cabin at an angle of 30 °, in addition, the vehicle is equipped with heat exchangers, with at least one of the heat exchangers, and also power and auxiliary equipment are installed under the body frame. 2. The tool according to claim 1, characterized in that the hydrodynamic bearings are made in the form of sliding bearings with a roller lubrication system. 3. The tool according to claim 1, characterized in that the hydrodynamic bearings are equipped with elements directing the magnetic flux into the wheel rim of the wheelset.

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