RU2704692C1 - On-board device for rail track diagnostics - Google Patents

Abstract

FIELD: defectoscopy.

SUBSTANCE: invention relates to the field of nondestructive testing and can be used at railway transport for track condition monitoring. On-board device for diagnostics of rail track condition comprises communication module, navigation module and vibration sensor connected through converter of input signals to processor, to which memory unit is connected, module of defect binding with coordinate and registration, an inertial positioning module, a memory module with a digital path map, a correction unit, an automatic calibration unit, an acoustic sensor and a temperature sensor. Memory module with digital path map is connected with inertial positioning module, with navigation module and module of defect binding with coordinate and registration, input of which is connected to processor output, and output is connected to input of communication module. Correction unit and the automatic calibration unit are connected to the memory unit, in which the database of the path defects and the acoustic noise level is recorded. Acoustic sensor and temperature sensor are connected to converter of input signals.

EFFECT: higher reliability of determination of path defects and accuracy of determination of coordinates of detected path defects.

1 cl, 1 dwg

Description

The invention relates to the field of non-destructive testing and can be used in railway transport to monitor the condition of the rail track.

A device for diagnosing and monitoring the state of a track, comprising acceleration sensors located on a bearing cover of a wheel pair of a rail vehicle, a speed meter, a navigation device and a data acquisition device for processing, recording and evaluating measuring signals of acceleration sensors, a speed meter and a navigation device and providing forecasting the necessary period of repair work and the associated costs of repair work (RU 2349480, B61K 9/08, 10.27.08).

The known device allows you to automatically evaluate the condition of rail joints and irregularities of the track.

However, it does not provide the necessary reliability of determining path defects and positioning accuracy, which depends on the operation of the navigation receiver.

As a prototype, the information-measuring device used in the system for monitoring and diagnosing the state of the rail track (RU2652338, B61K 9/00, 04/25/2018), including a microprocessor, a navigation module, a radio module, an accelerometer and a processing unit connected in series, is used as a prototype memory in the form of an SD card and a power source containing a battery connected via a charge controller to the output of the magnetoelectric generator, while the microprocessor output is connected to the input of the radio module, input / in the output is to the output / input of the memory unit, and the corresponding inputs are to the outputs of the navigation module and the processing unit, the housing is made with a removable cover, one part of which is made of radio-transparent material and beveled at an angle to the vertical axis of the housing, the antennas of the navigation module and of the radio module, the side of the casing opposite the cover is made with holes for mounting the casing on the cover of the corresponding axle box assembly of the wheel pair of the rail vehicle and the connection of the magnetoelectric generator drive ora a wheelset axis, wherein the radio unit over a radio channel associated with the data center server.

The disadvantage of the known device is the lack of reliability of determining path defects and positioning accuracy, which depends on the stability of signal reception from navigation satellites.

The technical result of the invention is to increase the reliability of determining path defects and to increase the accuracy of determining the coordinates of detected path defects.

The technical result is achieved by the fact that in the on-board device for diagnosing the condition of the rail track, comprising a communication module, a navigation module and a vibration sensor connected via an input signal converter to a processor to which a memory unit is connected, according to the invention, a defect binding module with a coordinate and registration, inertial a positioning module, a memory module with a digital path map, a correction unit, an automatic calibration unit, an acoustic sensor and a temperature sensor, while the module a memory with a digital path map is connected to an inertial positioning module, with a navigation module and a defect binding module with a coordinate and registration, the input of which is connected to the processor output, and the output is connected to the input of the communication module, the correction unit and the automatic calibration unit are connected to the memory unit, in which the database of path defects and the level of acoustic noise is recorded, and the acoustic sensor and temperature sensor are connected to the input signal converter.

The drawing shows a diagram of an on-board device for diagnosing the condition of the rail track.

The on-board device for diagnosing the state of the rail track comprises a communication module 1, a navigation module 2, and a vibration sensor 3 connected via an input signal converter 4 to a processor 5 to which a memory unit 6 is connected, a defect binding module 7 with a coordinate and registration, an inertial positioning module 8, a memory module 9 with a digital path map, a correction unit 10, an automatic calibration block 11, an acoustic sensor 12 and a temperature sensor 13, while the memory module 9 with a digital path map is connected to an inertial module positioning m 8, with a navigation module 2 and a defect binding module 7 with a coordinate and registration, the input of which is connected to the output of the processor 5, and the output is connected to the input of the communication module 1, the correction unit 10 and the automatic calibration unit 11 are connected to the memory unit 6, in which the database of defects in the path and the level of acoustic noise is recorded, and the acoustic sensor 12 and the temperature sensor 13 are connected to the input signal converter 4.

The on-board device for diagnosing the condition of the rail track works as follows.

Before starting work, the on-board device for diagnosing the state of the rail track is mounted on the trolley of any vehicle carriage, while the vibration sensor 3, the acoustic sensor 12 and the temperature sensor 13 are placed near the contact of the wheel-rail system.

The device can be used measuring acoustic sensors of a surface type with a sensitivity of at least 10 mV / Pa, with a frequency range of 5 to 20 kHz, an accelerometer for diagnostics based on vibration with a sensitivity of at least 100 mV / g, with a frequency range of 0.5 to 10 000 Hz.

When the rail vehicle is moving, the signals from the vibration sensor 3, the acoustic sensor 12, and the temperature sensor 13 are supplied to the input signal converter 4, which converts the analog signals from the sensors into a digital form, convenient for processing in the processor 5.

The processor 5 analyzes the input signals received in digital format from the output of the converter 4 of the input signals and compares them with information from the database of path defects and the level of acoustic noise, which is recorded in the memory unit 6. The memory unit 6 contains information about known path defects, such as sagging of the rail, sharp subsidence, outages of rail threads, sharp angles and convolutions in the plan, merged gaps in the joints that threaten to eject, and elongated, leading to shear bolts, the presence of cracks in the rails and kinks, fastening of butt, terminal and embedded bolts and screws, the presence and condition of anti-theft and crutches, liquefaction of the ballast layer and the main site of the subgrade. In addition, it contains information on the level of “white noise”, i.e. the noise level that occurs during vehicle movement during the interaction of the wheel-rail system.

All types of path defects are divided into four degrees. Each deviation from the normal maintenance of the path corresponds to a certain degree of deviation.

Grade I includes deviations that do not require work to eliminate them: in fact, these are not deviations, but the norm (tolerance) of the content of the path and therefore they are not evaluated when decrypting.

Grades II include deviations, the amplitude of which slightly impairs the smoothness of the rolling stock, but also does not require a reduction in the set speed. However, depending on their number, taking into account the assessment of the gauge, the need for preventive dressing is determined.

Grades III include deviations that already noticeably affect the smoothness and comfort of movement, if they are not eliminated after detection, they can cause a relatively short period before the next check of the path to cause intensive accumulation of residual deformations of the rail gauge and develop into deviations of a higher degree, causing a limitation of the established speed. Therefore, deviations of the III degree should be eliminated in a planned, but priority order (within 2-3 days after the passage of the diagnostic device).

Grade IV includes deviations that create adverse conditions for the interaction of the track and the rolling stock and in some cases can lead to a violation of traffic safety. Therefore, any deviation of the IV degree, regardless of their number, requires an immediate decrease in the speed or even closure of train traffic, and of course, urgent work to be done to eliminate it.

In the event that processor 5 reveals any kind of defect, information about it enters the defect binding module 7 with the coordinate and registration. The coordinate is determined by the navigation module 2 and the inertial positioning module 8, which allows to increase the measurement accuracy, and in the event of a signal loss from satellites, it is a backup tool for determining the coordinates, i.e. determines the current positioning according to the measurement signals of the projections of the vehicle’s speed in a coordinate system rigidly connected with the vehicle in which its speed module is calculated, the current value of the integral from which is subjected to functional trigonometric transformations with intermediate scaling and offset of the argument, as a result of which the first output signal is generated a calculator corresponding to the current value of latitude, based on a functional transformation of which redelyaemogo functional dependence on the geographical coordinates orthodromy formed calculator second output signal corresponding to the current value of the longitude of the vehicle.

 In module 7, the path defect detected by the processor 5 is linked to the coordinate recorded at the time the defect was detected by the inertial positioning module 8 and the navigation module 2 (GPS / GLONASS). This coordinate is compared with the position on the digital map recorded in the memory module 9. The memory module 9 contains information about a digital path map, i.e. a geographical map intended for storing railway coordinates and other properties of railway objects (traffic lights, stations, bridges, level crossings, etc.), as well as the geographical coordinates of kilometer posts in electronic (code) form. A possible trajectory of the vehicle’s movement is introduced in the map, taking into account differential corrections and divided into sections approximated with the given accuracy by the shortest segments of the trajectories between geolocation points (orthodromic segments).

     The recorded results of comparing the coordinates with the position on the digital map are recorded in module 7 and this information is transmitted to communication module 1, which transfers it to the dispatch center. Communication module 1 is part of a data transmission system that uses well-known digital technological standards for radio communications, such as GSM-R, DMR-RUS, LTE, and serves to transmit information about path defects online to a dispatch center and quickly adjust the speed of a railway vehicle with the goal of improving the safety of trains on a problem section to limit its speed and prevent undesirable consequences, as well as a unified monitoring process and diagnostics management system Technical conditions of the railway infrastructure for monitoring the state of the railway infrastructure and planning the repair of tracks according to their current state.

During movement during the interaction of the wheel-rail system, constant noise is created, defined as “white noise”. These noises for the operation of the device are insignificant, and in fact are the background, the level of which must be determined and taken into account when identifying a path defect. This background is constantly changing because depends on the speed and acceleration of the vehicle, as well as the temperature of the environment, because the mechanical properties of materials change with temperature. Also, the general background can vary from the state of the mechanisms of the trolley (wear of the wheelset, side frame, spring bar, axle box, brake pads), which must also be taken into account when determining the noise level of a defect. Block 11 automatic calibration on an ongoing basis automatically analyzes the external background and determines the level of "white noise", which is taken into account when determining a path defect.

 An adjustment unit 10 is provided in the device for comparing and adding path defects to the database, i.e. new defect patterns, which are further compared by processor 5 with the database of existing path defects. If the type of defect is determined by the template, information about it goes to module 7. If the type of defect is not defined and this noise is different from “white noise”, information about the new defect is automatically entered into the database, thus learning the database of path defects when the automatic calibration unit emits new noise that is different from the “white noise”, the correction unit writes it to the database, with the further qualification of this defect by the operator. The operator assigns the type of defect to this noise by the expert method and enters the path defects database, or determines that this type is not a defect and defines it as “white noise”.

Simultaneous processing by the processor 5 of information from the acoustic sensor and vibration sensor allows you to more accurately determine the type of rail track defect with identification and classification of the defect according to the templates from the database. The information from the temperature sensor, in turn, allows you to correctly determine the level of "white noise" that occurs during vehicle movement during the interaction of the wheel-rail system, which is created by the wheel-rail system during vehicle movement and has a different background when changing ambient temperature The mechanical properties of materials vary in different temperature conditions.

Claims (1)

An on-board device for diagnosing the condition of the rail track, comprising a communication module, a navigation module and a vibration sensor connected via an input signal converter to a processor to which a memory unit is connected, characterized in that a defect binding module with a coordinate and registration, an inertial positioning module, a memory module with a digital path map, a correction unit, an automatic calibration unit, an acoustic sensor and a temperature sensor, while the memory module is connected to a digital path map with an inertial positioning module, with a navigation module and a defect binding module with a coordinate and registration, the input of which is connected to the processor output, and the output is connected to the input of the communication module, the correction unit and the automatic calibration unit are connected to the memory unit in which the defect database is recorded path and level of acoustic noise, and an acoustic sensor and a temperature sensor are connected to the input signal converter.

Images