Removable diagnostic tools of the railway track and rails developed by INFOTRANS

Transcription

1 Removable diagnostic tools of the railway track and rails developed by INFOTRANS

2 Manual automated diagnostic complex RPI in the basic packaging RPI with established receiver GLONASS/GPS, spatial scanning system and video-camera 2

3 Manual automated diagnostic complex under the characteristics and structure of controllable parameters completely corresponds to the track measuring car KVL-P, the most mass and perfect model of the track measuring car on Russian and CIS railways. RPI advantage is the possibility in very compact device to realize measurement and an automatic estimation of all parameters which measure track measuring cars, in the same frequency range, and to realize the same estimation procedure, which used on track measuring cars KVL-P (TsP-515 or any other estimation procedure by request of the Customer). Thus, besides the monitoring of basic parameters of the rail track geometry (level, track gauge, horizontal and vertical deflection of rails) is available possibility of measurement of such parameters as a longitudinal profile of a railway, short irregularities on roll surface and lateral wear. All information received from RPI is attached to railway coordinates. The reports formed by RPI are identical completely to the reports formed by the track measuring car. If necessary, manual track measuring device can be equipped with a video-system which allows a video recording during the railway surveys. Also, it can be equipped with the data receiver of the satellite navigating systems (GPS/GLONASS). All control functions are carried out in an automated mode. At that the estimation of all parameters is carried out after reduction to the canonical form corresponding to the movement of track-measurement car, ascending stationing of the chord length of measurement of horizontal and vertical bending of the track rail forward. The list of systems and their parameters (with regard to the standard documentation of JSC Russian Railways ) are shown in Table 1. Table 2 shows the operating characteristics of RPI. RPI can be issued as in a variant under the fixed track gauge (Russian, European, Japanese or any another), and in a variant which allows to adapt easily under the given set of sizes for a track. The estimated parameters listed in the table can be easily adapted and scaled to the requirements of normative documents of the Customer (European Norms, the norms of the Deutsche Bahn Netz, etc.). If during the work on the railway track there is a need to lift the RPI (for example, for passing of trains) and then to continue the work, at that time RPI will automatically recognize the time of withdrawal of the railway track and set back on the railway track, sticks together the results of measurements (to this case RPI must be rolled back for some distance) and forms a contiguous file with data of the journey. 3

4 Systems and parameters of RPI Parameter Measurement range Table 1 Error Basic geometrical parameters of railway track (basic parameters) Relative position of both rails by height (level), mm ±150 ±1 Track width (gauge), mm ±1 Determination of sags of each rail in horizontal plane, relative to the chord when measured 21.5 m at a distance of 4.1 m from the end of the chord (adjustment of track), mm Determination of sags of each rail in vertical plane, relative to the chord when measured 17 m at a distance of 2.7 m from the end of the chord (sagging), mm Mileage, m ±225 ±1 ±50 ±1 ±2 per 1 km Monitoring system of longitudinal profile of track longitudinal profile of track, sm ±5 per 1 km grade of the longitudinal profile of track, ±40,0 ±0,25 Monitoring system of short irregularities on the active surfaces of rails short irregularities on the active surfaces of rails, mm: within the range of wave length (0,15m 0,30m) within the range of wave length (0,30m 1,20m) within the range of wave length (1,20m 2,40m) 0 3,0 0 3,0 0 3,0 ±0,05 ±0,1 ±0,1 single short irregularities of high amplitude till 5 mm within the range of wave length less 0,15 m (impulse irregularuies) Monitoring system of side wear of railhead side wear of railhead, mm 0 15 ±1 Video observation system (option) monitoring of the railway condition with possibility of fixing of the operator marks 4

5 Systems and parameters of RPI Parameter Measurement range Table 1 Error Monitoring system of clearances of structure approach, dimensions of bridges and tunnels, intertrack spaces (option) distance from centre line of a track till to constructive elements of bridges and tunnels, neighbouring path, m 0 10 ±1% circular development of measuring section in limits from 0 till 360 monitoring of track clearance infringements Monitoring system of the outlines of permanent way and road level (option) distance from centre line of a track till constructive elements of bridges and tunnels, m 0 30 ±1% Satellite navigation system GLONASS/GPS (option) Equipment set for installation on the RPI Reference station set Operational characteristics of RPI Characteristics basic Packaging Table 1 Full Weight with accumulator, kg, not over than Operating temperature range, С Autonomous operation time, hour, not less than 15 8 Dimensions, mm: ength 947 width (for track 1520) 1765 height

6 Fields of application RPI KVL-P2.1 GH (Rus) HP (Rus) HP (Rus) SPW (Rus) VP (Rus) VP (Rus) Km Picture 1 The comparison of measurements from RPI and KVL-P2.1 6

7 1. The control of a rail track condition on ineffective railway sections (which practically are not checked or checked seldom by KVL-P) RPI measures and estimates the same railway parameters and in the same range, as KVL-P. The monitoring results of the same section of railway track received by RPI (left diagram) and KVL-P (right diagram), with the difference in time of about two weeks, shows on the Picture 1. Work of RPI and KVL-P is carried out in the general information environment: RPI and KVL-P use for work the uniform passport data, the uniform estimation technique and receive results in the uniform format, which can be processed and united by the same program complex for the track maintenance, introduced on a railways network. Thus, RPI together with KVL-P are obtained about railroad tracks condition, including railroad tracks, where it is impossible or irrationally to using the track measuring cars, with the subsequent transfer of this information to the track maintenance departments and the diagnostic centers for its inclusion in summary lists. 2. The acceptance of relaying railroad track and railroad track after repairs RPI allows to monitoring the quality of relaying railroad track or quality of machine correction after the end of works or during the course of their performance. It is possible to receive right now the actual maps of curved lines from accepted sections and to execute their certification, having brought it in the passport database. The estimation of railroad track geometry on compliance with the actual parameters of railroad track to its design values can be executed in the presence of design data. The certification results received with the aid of RPI for the new railway sections, can be used for work support of track measuring cars KVL-P, that further will essentially reduce time for creation of diagnostics system of railway track for these sections. The data received by RPI can be used by unbending cars within the limits of railroad track bearing system ( VPI-Navigator ) when the data from track measuring car are applied to calculation of machine shifts, that allows essentially (almost on a quarter) to raise productivity of unbending cars, to reduce quantity and duration of traffic intervals ( windows ) for bearing of a railroad track. 3. The perfection of technology of current maintenance functions of railways Now there are no modern devices for quality control of the executed works on repair and railway track bearing in local railway track units. Having received from the track measuring car the information about the revealed deviations, workers should find them on a railroad track, should organize elimination and check quality of repair, with the aid of primitive tools such as a rail-gauge template, a cable-chord, etc. After that, they are compelled to wait for the following KVL-P schedule passage, which will take place only in two weeks, to be convinced definitively about an efficiency of the spent maintenance functions. RPI application provides an exact finding of malfunction, reception of recommendations about its elimination and possibility of operative check of the executed works results in the same representation system of parameters and estimations, as the KVL-P does. The crew has a confidence, that malfunction is avoided and that it is not necessary to come back to it once again. 7

8 Picture 2 The detection of unstable places on the basis of the data comparison, which received by KVL-P and RPI ( splashing in front of the bridge) Picture 3 The graphic diagram of a longitudinal profile of the railroad track 8

9 As a result, the repair duration is decreased at high quality of the executed works, a residence time of crew on the railways is reduced. It becomes especially actual in the conditions of low level of equipment of crews and neighbourhoods, in the decreasing their general qualification. 4. Revealing of the weakened places of the top structure of a railroad track Nowadays there is no tooling for the automated quality assurance of fastenings, unstable cross ties, among used railroad track diagnostic tools, which influence stability of a rolling stock. RPI use gives unique possibility of revealing of the weakened places of the top structure of a railroad track by results of comparison between a record of the rail track parameters, which received under loading (with the aid of KVL-P) and without loading (with the aid of RPI). The distinctions in record of measurement parameters of the same section are estimated by KVL-P and RPI. The railroad track parameters, which measured with loading and without loading, differ poorly on a section with a stable condition of a rail track. On the disturbed section of a railroad track the difference will be considerable. There is the example of sections revealing with splashing on the basis of the comparative analysis of measurement results of vertical deflection of rails by RPI and the track measuring car, which counted in full-scale irregularities (see Picture 2). The distinctions in these zones make over 4 mm. The big distinctions in the measured horizontal deflection of rails or track gauge specify in an unsatisfactory condition of fastenings. The list of problem places and railroad track sections is formed by analysis results. 5. The measurement of a longitudinal profile of a railroad track RPI measuring system allows to provide measurement of a longitudinal profile of a railroad track with geodetic accuracy. So, the size of the maximum divergence in a longitudinal profile by results of two passages does not exceed 1 sm on a section in length of 1 km. RPI use for the measurement of a longitudinal profile gives the chance to simplify essentially technology of data acquisition on a longitudinal profile of a railroad track. It is especially important during the similar works within stations where it is not convenient to receive a longitudinal profile with the aid of track measuring cars, because of complexity of maneuvering on the station railroad tracks. There is a possibility of measurement of a longitudinal profile of double inclines. The comparison of the actual (executed) longitudinal profile of a railroad track to passport (design) longitudinal profile allows to estimate quality of the executed formation works of a longitudinal profile of a railroad track. There is the graphic diagram of a longitudinal profile of the railroad track, which received with the aid of RPI (see Picture 3). The high accuracy of measurement of a longitudinal profile of a railroad track opens real possibility of monitoring of dangerous places of a subgrade, which demanding the special attention. It will allow to reveal developing deformations of the subgrade in the beginning and to take timely measures. 9

10 Picture 4 The graphic diagram of short irregularities on a roll surface of rails 6. Creation of large-scale plans of railway stations RPI (completed): satellite navigation system GLONASS/GPS, video observation system, spatial scanning system, allows to measure the characteristics of the track infrastructure necessary for creation of large-scale plans of railway stations. At this time, the time which is required for field works significantly (4-5 times) less than the time for traditional, manual geodetic measurements. Specially designed software reduces the time required to cameral processing to a minimum. Spatial scanning system can provide data on the adjacent railway track even when there is a train. 10

11 7. The estimation of short irregularities on a roll surface of rails RPI allows measurement and estimation of short irregularities on a roll surface of rails for the purpose of the task specification for rail grinding trains, and also for quality control of their work. There are the graphic diagrams and reports, which received by results of the control of short irregularities (see Picture 4 and Picture 5). The estimation of short irregularities is performed according to the approved specifications. Thus, the recommendations about necessary quantity of passages of rail grinding trains at the set measurement size of metal during one passage issue for sections with short irregularities. Picture 5 The output reports of estimations system of short irregularities on a roll surface of rails 11

12 8. The complex spatial scanning system The complex spatial scanning system, installed on the RPI solves two tasks: the control of clearances of structure approach, dimensions of bridges and tunnels, intertrack spaces; the control of outlines of the permanent way and road level. Under the decision of the first part of tasks, there is the automated monitoring of errors in a given dimension (nominal dimensions) of structure and objects of the railway infrastructure, determined by the eccentricity of bridges and tunnels, and a number of other parameters. Intertrack space is defined on both sides of the controlled railway track. Under the decision of the second part of tasks, there is filtration of the received data, from them are removed the objects that do not belong to the permanent way and road level (columns, pillars, trees, shrubs, grass, etc.). There is evaluation of the geometry of the ballast section, main ground, excavations and, as far as possible, embankments. There is an example of the spatial scanning system (see Picture 6 and Picture 7). There is an example of the output reports (see Picture 8). Picture 6 The data from the spatial scanning system 12

13 Picture 7 The data from the spatial scanning system Picture 8 The output reports from the spatial scanning system 13

14 Cross section profile and switches profilograph (PRS-02) PRS -02 is designed for statistic measurements of cross section profile in switches (diameters, blades, crossings, frame rails and check rails) in given sections, and also for receiving information, which used for work planning of rail grinding cars, rail grinding equipment and quality control. PRS -02 provides: Information reception about sizes of cross section profile in various sections of switch in accordance with TsP -774, including: 1) measurement of track width in any place, including switch; 2) measurement of width of chases; 3) measurement of blade step (distance between working side of stock rail head and a non working side of blade) against the first tie rod; 4) distance measurement between offtaken blade and a stock rail; 5) distance measurement between front end faces of movable cores of blunt crossings; 6) fit measurement of blade and movable (rotary) cores; 7) fit measurement of blade to stock rails, and also movable (rotary) cores to crossing with wing rail; 8) measurement of transmission curves ordinates of switches; 9) measurement of wear of stock rails, blades and crossings, including: Vertical wear of core of collection crossings and unit cast crossings, Vertical wear of collecting crossings with wing rail and unit cast crossings with wing rail, Vertical wear of movable (rotary) cores of sharp and blunt crossings, Side wear of stock rails, Mutual bracing of blade and stock rails, Side wear of blade; Definition of real profile and representation of measured section on screen of portable computer (laptop); Introduction of comment and co ordinate of measured section; Wireless control of product work from laptop and data transmission on Wi Fi technology; Post processing mode review and analysis of the measurement results at the computer work station using special software coming with delivery package. Thus, during post processing for user are available: Possibility of combination with standard profile in given coordinate system; 14

15 Cross section profile and switches profilograph (PRS -02) Calculation and representation of wear concerning the model; Accumulation and storage of graphical forms of profiles and calculated values of parameters in computer database; Print of measuring results and analysis in graphic, tabular presentations, and in reports. PRS- 02 includes: rigid batten, which is equipped with geometrics sensor system; platform, which is fixed on the batten and moved along the batten, including the laser displacement meter and mechanical motion transducer, working in profilograph mode (2D vertical and horizontal axis); automated data acquisition and handling system on the portable mode (notebook), equipped with the cordless Wi Fi send/receive set. 15

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