CN117601924A - A rail fracture testing method - Google Patents
A rail fracture testing method Download PDFInfo
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- CN117601924A CN117601924A CN202311649096.XA CN202311649096A CN117601924A CN 117601924 A CN117601924 A CN 117601924A CN 202311649096 A CN202311649096 A CN 202311649096A CN 117601924 A CN117601924 A CN 117601924A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
- B61K9/10—Measuring installations for surveying permanent way for detecting cracks in rails or welds thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- Automation & Control Theory (AREA)
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- Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
Abstract
本发明提供了一种钢轨断裂测试方法，包括有如下步骤：步骤一：通过车辆走行部轴箱端部的振动传感器,采集车辆走行部对钢轨施加的振动位移；步骤二：振动传感器将采集机械振动位移转换为电信号，传输给测试设备的信号采集仪；步骤三：信号处理单元通过力学原理，通过公式对钢轨的挠曲变形进行计算和推导；步骤四：通过公式计算当段钢轨的弯曲刚度；步骤五：测试设备根据采集的钢轨的挠曲位移数据与弯曲刚度数据，通过公式进一步计算出钢轨的竖向振动位移和变化率；步骤六：测试设备将根据得到的数据，自动完成对钢轨的检测、分析与判断；解决了传统的探伤车测试时需要用户手动操作识别的问题，无需专门安排天窗时间进行测试，提高了测试的效率。
The invention provides a rail fracture testing method, which includes the following steps: Step 1: Collect the vibration displacement exerted by the vehicle running part on the rail through a vibration sensor at the end of the axle box of the vehicle running part; Step 2: The vibration sensor collects the mechanical The vibration displacement is converted into an electrical signal and transmitted to the signal collector of the test equipment; Step 3: The signal processing unit calculates and derives the deflection deformation of the rail through formulas based on mechanical principles; Step 4: Calculates the bending of the rail section through formulas Stiffness; Step 5: The test equipment further calculates the vertical vibration displacement and change rate of the rail through formulas based on the collected flexural displacement data and bending stiffness data of the rail; Step 6: The test equipment will automatically complete the comparison based on the obtained data. Detection, analysis and judgment of rails; it solves the problem that traditional flaw detection vehicles require manual operation and identification by users during testing. There is no need to specially arrange skylight time for testing, which improves the efficiency of testing.
Description
Technical Field
The utility model belongs to the technical field of rail detection, and particularly relates to a rail fracture testing method.
Background
Along with the development of railway traffic, the steel rail is an important component for railway transportation, a working surface for supporting, running and guiding is provided for the wheels of a train, and maintaining the steel rail in good condition is a necessary condition for ensuring the safe running of the train; however, under the load of the train, various damages to the steel rail inevitably occur, wherein the rail breakage is the most serious damage affecting the running safety of the train, and the rail must be found and disposed of in time.
According to the utility model, as in the Chinese patent with the patent number of 202321351872.3, a steel rail damage detection mechanism and a steel rail flaw detection vehicle are provided, wherein the steel rail flaw detection vehicle is provided with a tractor and a detection vehicle, the detection vehicle is pulled by a power running part of the tractor when in use, and the detection vehicle carries out ultrasonic detection and electromagnetic detection on the steel rail through an electromagnetic probe mechanism and an ultrasonic detection wheel mechanism, so that the detection accuracy is improved; however, the traditional flaw detection trolley has a certain limitation, needs to be placed on a steel rail by utilizing a skylight period of a line, then performs detection, and also needs to be manually operated by a user, so that the normalized monitoring of the steel rail cannot be realized, and the detection efficiency is reduced.
Disclosure of Invention
In order to solve the technical problems, the utility model provides a steel rail fracture test method, which aims to solve the technical problems that in the prior art, a user is required to manually operate during the conventional flaw detection vehicle test, a skylight period of a line is utilized to place the flaw detection vehicle on a steel rail, the normalized monitoring of the steel rail cannot be realized, and the detection efficiency is reduced.
The utility model discloses a steel rail fracture testing method, which aims at achieving the following specific technical means:
the rail fracture test method comprises a rail and a train, wherein the train comprises a vehicle running part, the top of the rail is contacted with the vehicle running part, vibration sensors are arranged at two ends of an axle box of the vehicle running part, a carriage is arranged at the top of the vehicle running part, test equipment is arranged in the carriage, and two groups of vibration sensors are electrically connected with the test equipment;
the test method comprises the following steps:
step one: when the train runs on the steel rail, the wheels of the running part of the vehicle can apply load to the steel rail to generate vibration and displacement, and the vibration sensor arranged at the end part of the axle box of the running part of the vehicle can collect the vibration displacement applied to the steel rail by the running part of the vehicle;
step two: the vibration sensor can convert collected mechanical vibration displacement into an electric signal, the vibration sensor is connected with the test equipment by adopting a data line or is in wireless connection, the test equipment comprises a signal collecting analyzer, the vibration sensor transmits the converted electric signal to the signal collecting analyzer through a connecting wire, and the signal collecting analyzer collects, amplifies and encodes the electric signals input in each path and then transmits the electric signals to a signal processing unit in the test equipment;
step three: the signal processing unit calculates and deduces the deflection deformation of the steel rail by using a formula according to the mechanical principle that the steel rail generates deflection deformation when being subjected to load;
step four: the rigidity of each section of the steel rail is different, so that the numerical value of the bending rigidity of the steel rail is obtained by calculation through a formula;
step five: the testing equipment calculates according to the acquired deflection displacement data and bending stiffness data of the steel rail through a formula, and can further calculate the vertical vibration displacement of the steel rail;
step six: after the displacement change of the vertical vibration position of the steel rail is obtained through the first step to the fifth step, the testing equipment analyzes the obtained data, automatically completes the detection and judgment of the steel rail, and completes the detection of the steel rail.
As a further aspect of the present utility model, in step three, the derivation formula is:
wherein u represents the deflection displacement of the steel rail, E represents the elastic modulus of the steel rail, I represents the moment of inertia of the steel rail, and y (x) represents the vertical vibration displacement of the steel rail.
In the third step, when the steel rail is broken or damaged, the moment of inertia I is reduced, the generated vertical displacement is increased, and the complete condition of the steel rail can be primarily deduced by comparing the deflection deformation of the steel rail under the same power action with a normal value.
In the fourth step, the formula is a bending stiffness formula, and the bending stiffness of the steel rail is calculated based on the material of the steel rail, wherein the bending stiffness represents the resistance of the steel rail to bending deformation, so that when the bending stiffness is larger under the action of the same external force bending moment, the bending deformation generated by the steel rail is reduced, and the resistance to bending deformation is also higher.
As a further aspect of the present utility model, the bending stiffness formula is:
wherein k represents the bending rigidity of the steel rail, u represents the flexural displacement of the steel rail, E represents the elastic modulus of the steel rail, and I x Representing the vertical moment of inertia experienced by the rail.
As a further aspect of the present utility model, in the fifth step, the formula is a flexural deformation equation, and a differential equation of the equation is solved as follows:
y(x)＝C 1 e kx coskx+C 2 e kx sinkx+C 3 e -kx coskx+C 4 e -kx sinkx
the steel rail is rigidly and fixedly paved on a line, and has constraint conditions, so that the calculation accords with the actual use condition, and therefore, the deflection deformation equation is as follows:
wherein y (x) represents the vertical vibration displacement of the rail, k represents the bending stiffness of the rail, and u represents the deflection displacement of the rail.
In the sixth step, when the displacement variation calculated by the test device is less than 10% of the standard value, the section of the steel rail does not need to pay attention.
In the sixth step, when the displacement calculated by the testing device is 10% -30% of the standard value, the testing device compares the historical data of the section of the steel rail, and marks the historical data.
As a further aspect of the present utility model, when the displacement variation of the marked rail is continuously increased to 30% or more of the standard value, the test apparatus performs waveform analysis on the marked rail and then issues a rail breakage warning.
Compared with the prior art, the utility model has the following beneficial effects:
1. compared with the prior art, through the setting of test equipment, install test equipment on conventional operation train to through test equipment's signal acquisition appearance and signal processing unit, automatic data acquisition and record analysis have solved traditional flaw detection car and have detected the problem that needs the manual operation of user, do not need to arrange the skylight time specially and test, and whole process does not need manual operation, have saved the cost of labor, and realize the real-time of monitoring, in time discover problem and report to the police, improved detection efficiency.
2. By arranging the vibration sensor and the vehicle running part, when the test method is used, the vibration sensor can collect vibration displacement data of the steel rail, data input is provided for subsequent calculation, and then the deflection displacement, bending rigidity and vertical vibration displacement of the steel rail are calculated by utilizing a formula; judging the integrity of the steel rail according to the displacement change, and judging that the steel rail is damaged when the displacement change reaches a certain degree, so that the steel rail needs to be concerned and maintained; the test method avoids the trouble of manual inspection, can monitor the condition of the steel rail in real time, and effectively improves the safety.
3. By setting the threshold value, when the test method is used, the steel rail parameters are obtained through a theoretical calculation formula and are compared with the standard value, so that the health condition of the steel rail can be accurately judged; if the displacement change is within 10%, judging that the steel rail is normal; between 10-30% care is required; if the number of the steel rail is more than 30%, judging that the steel rail is damaged and repairing is needed; the quantitative judgment can furthest reduce the probability of false alarm and improve the accuracy of the test result.
Drawings
FIG. 1 is a computational flow chart of a rail break test method of the present utility model;
FIG. 2 is a schematic illustration of the increase in vertical displacement of a rail caused by a crack in a rail break test method of the present utility model;
fig. 3 is a schematic diagram of the variation trend of the vertical displacement y (x) and the moment of inertia I in the rail break test method of the present utility model.
Detailed Description
For a further understanding of the present utility model, preferred embodiments of the utility model are described below with reference to the drawings and examples, but it is to be understood that these descriptions are merely intended to illustrate further features and advantages of the utility model and are not limiting of the utility model as claimed.
Examples:
the testing method comprises the following steps:
step one: when the train runs on the steel rail, the wheels of the running part of the train vibrate and apply displacement acting force on the steel rail, the wheels of the running part of the train are in direct contact with the steel rail, and the steel rail is deformed in a flexing way when the wheels roll over; in order to collect the deflection, vibration sensors are arranged at two ends of an axle box of the vehicle running part, vibration can be transmitted to the vibration sensors through the vehicle running part, the vibration sensors can detect mechanical vibration and displacement applied to the steel rail by wheels of the vehicle running part in real time, the trouble of manually checking the steel rail is avoided, and the detection efficiency and safety are improved;
step two: the vibration sensor can detect the mechanical vibration displacement of the steel rail and convert the mechanical vibration displacement into corresponding electric signals, the electric signals are collected and processed through connecting wires between the vibration sensor and test equipment, and the test equipment also can be transmitted through wireless signals, and the test equipment comprises a signal collector for collecting, amplifying and encoding the electric signals output by the vibration sensor; the signal acquisition instrument is provided with a plurality of signal input ports, can acquire output signals of the vibration sensors at the same time, firstly filters and amplifies each input signal, eliminates interference signals, then encodes the signals, and then sends the encoded digital signals to a signal processing unit in test equipment, thereby realizing acquisition, transmission, processing and analysis and judgment of the mechanical vibration displacement signals of the steel rail;
step three: the signal processing unit internally comprises material parameters and a mechanical calculation model of the steel rail, when the train runs, the external force applied to the steel rail by the wheels can cause the steel rail to generate deflection deformation, and the signal processing unit can calculate the theoretical deflection deformation of the steel rail under the action of the external force by utilizing a mechanical principle and a related formula according to the input steel rail parameters, so that the detection precision and reliability are ensured;
step four: the rigidity of the steel rail refers to the deformation resistance of the steel rail, is related to the material properties and structural geometric dimensions of the steel rail, and is inevitably deformed locally in the laying and using processes due to the longer length of the steel rail, so that the rigidity of each section of steel rail is different, and if the difference is not considered, a unified theoretical calculation model is directly adopted, so that the error of a detection result is likely to be caused; therefore, in order to improve the detection precision, when the signal processing unit calculates the theoretical deflection, rigidity calculation is needed to be carried out on the steel rails of different sections respectively to obtain the bending rigidity value of the steel rail of each section, then the actual stress effect is substituted into the calculation model of the corresponding section, so that the more accurate theoretical deflection can be obtained, the steel rail is calculated through a formula, and the accuracy of the calculation result is further improved;
step five: in the process of detecting the steel rail, the testing equipment not only collects the flexural deformation data of the steel rail, but also obtains the bending stiffness values of the steel rail in different sections; the testing equipment can calculate through a formula, calculates the vertical vibration displacement of the steel rail according to the input flexural displacement data and bending stiffness data, and if the actual flexural deformation exceeds a certain range of a theoretical calculation value, the abnormal vibration displacement is indicated to exist, and the abnormal vibration displacement is likely to be caused by structural damage;
step six: through the steps, the testing equipment obtains the displacement changes of the vertical vibration positions of different sections of the steel rail, compares the displacement changes with a threshold value, judges whether the structure of the steel rail is complete, and completes the detection of the steel rail; the test equipment can comprehensively judge the group test data and the historical data, so that false report situations are avoided as much as possible, meanwhile, the long-term state of the steel rail is also monitored through big data analysis, the detection precision is improved, and the method can provide powerful guarantee for guaranteeing railway operation safety.
Wherein, the derivation formula in the third step is:
wherein u represents the deflection displacement of the steel rail, E represents the elastic modulus of the steel rail, I represents the moment of inertia of the steel rail, y (x) represents the vertical vibration displacement of the steel rail, the test equipment can calculate the theoretical deflection displacement of the steel rail by using a derivation formula, a basis is provided for judging the structural integrity, and the bending rigidity of the corresponding section is selected, so that the calculation precision can be improved, and the result can more accurately reflect the actual state of the steel rail.
As shown in fig. 3, when the steel rail is broken or damaged, the section size and the moment of inertia I of the steel rail are reduced, and under the same external force, the rigidity of the structure is reduced, and the generated deflection deformation and vibration displacement are increased; when the test equipment detects the steel rail, the same detection condition and the same power action are selected, the deflection displacement data of the steel rail are collected, then the collected data are compared with theoretical calculation values or historical data in a normal state, if the collected data are obviously larger than the normal value, the deformation quantity generated by the steel rail is increased, the structural rigidity is reduced, and the deformation quantity is probably caused by the reduction of the section size or the moment of inertia I under the same external force action, so that the damage or the breakage of the structure of the steel rail possibly occurs, and attention is required. If the difference value between the acquired data and the normal value is within the allowable range, the steel rail is shown to be good in structure; under the same dynamic action, the deformation response of the structure is not changed significantly, which means that the cross-sectional dimension and the moment of inertia I are not reduced, and the rigidity of the structure is not reduced. The structural integrity of the steel rail can be preliminarily judged, and attention is not required; therefore, the test equipment adopts a method of detecting the steel rail for multiple times under the same detection condition and power action and comparing the steel rail with a normal value, so that the integrity of the steel rail structure can be effectively judged, and the railway safety driving protection navigation is realized.
In the fourth step, as shown in fig. 2, the formula is a bending stiffness formula, wherein the bending stiffness represents the resistance of the steel rail to bending deformation, and the larger the value is, the stronger the resistance to bending deformation, and under the action of the same external force bending moment, the larger the bending stiffness is, the smaller the bending deformation generated by the steel rail is, and the stronger the resistance to bending deformation is; the test equipment can calculate the theoretical bending stiffness of different sections according to the materials and the section size of the steel rail, if the deflection deformation amount generated by the steel rail is larger than the theoretical calculation value under the same external force bending moment, the bending stiffness of the section is possibly reduced, the resistance deformation capability is weakened, cracks are possibly generated on the steel rail, and the vertical displacement caused by the cracks has a specific steady-state waveform shape, so the test equipment can judge whether the bending stiffness of different sections of the steel rail is changed or not by comparing the steady-state waveform shape of the steel rail with the theoretical calculation value, and the method can avoid the error of a single detection result and improve the judgment accuracy.
The bending stiffness formula is:
wherein k represents the bending rigidity of the steel rail, and the larger the bending rigidity is, the stronger the steel rail is resistant to bending deformation; u represents the deflection displacement of the steel rail, and under the same external force, the larger the bending rigidity k is, the smaller the deflection displacement u is; e represents the elastic modulus of the steel rail, and the larger the elastic modulus is, the higher the rigidity of the material is, and the stronger the deformation resistance is; i x The vertical moment of inertia of the steel rail is shown, and the larger the moment of inertia is, the stronger the resistance of the section to bending deformation is; therefore, according to a bending stiffness formula, the bending stiffness k of the steel rail is positively related to the elastic modulus E and the moment of inertia I; the greater the modulus of elasticity E and the moment of inertia I, the higher the bending stiffness k, and the greater the resistance of the rail to bending deformation.
In step five, as shown in fig. 3, the equation is a flexural deformation equation, and the differential equation of the equation is solved as follows:
y(x)＝C 1 e kx coskx+C 2 e kx sinkx+C 3 e -kx coskx+C 4 e -kx sinkx
however, the rails are rigidly fixed laid on the line, with constraints such that the calculation is in line with the actual use, and the test equipment uses the following flexural deformation equation:
where y (x) represents the vertical vibration displacement of the rail, k represents the bending stiffness of the rail, and u represents the deflection displacement of the rail. According to the equation, the change of the vertical displacement of the steel rail from the generation of cracks is a 3-time exponential change process; by adopting the analysis of the calculated flexural deformation equation, the relation between the crack expansion proportion and the displacement change proportion is obtained, and the vertical displacement change is small at the initial stage of the crack, and the displacement change is gradually increased and the sensitivity is increased along with the increase of the crack expansion.
In the sixth step, when the displacement change of the steel rail calculated by the testing equipment is 10% of the standard value, the section of steel rail is smaller in deflection deformation and stronger in bending deformation resistance, so that the section of steel rail does not need to pay attention to; the section of steel rail has larger bending rigidity and can bear the action of the same external force bending moment, thereby reducing the deflection deformation generated by the section of steel rail; in actual use, the test equipment can automatically judge the complete condition of the steel rail according to the calculated displacement change and perform corresponding processing and early warning, thereby ensuring the running safety of the train.
In the sixth step, when the displacement of the steel rail calculated by the testing equipment is 10% -30% of the standard value, the testing equipment takes further measures to evaluate the condition of the steel rail; in order to judge the health state of the steel rail more accurately, the testing equipment is used for comparing and analyzing the historical data of the section of steel rail; the test equipment can detect whether potential problems or abnormal changes exist in the steel rail or not through comparison with historical data; meanwhile, the testing equipment marks the steel rails with potential problems so as to facilitate subsequent monitoring and maintenance, and can remind related personnel to observe and pay close attention to the steel rails and take necessary repair or replacement measures; through timely marking and processing, the faults and fracture risks of the steel rail can be effectively prevented and reduced, and the safety and reliability of railway transportation are ensured.
When the displacement change of the marked steel rail is continuously increased and reaches or exceeds 30% of the standard value, the testing equipment carries out waveform analysis on the marked steel rail; the test equipment can further know the vibration characteristics and the deformation mode of the steel rail by carrying out waveform analysis on the marked steel rail, further analyze the waveform of the displacement of the steel rail according to fig. 2, and judge whether the steel rail has cracks according to the characteristics of the displacement waveform. By combining the rail displacement change test and the waveform analysis, the cracking of the rail is identified from multiple angles, so that the rail cracking can be predicted more accurately, and when the rail is cracked, the moment of inertia I is reduced along with the increase of the vertical displacement y (x), so that the rail is likely to crack; once the testing equipment confirms that the rail is broken through waveform analysis, the testing equipment immediately sends out an early warning signal for producing broken rails; this warning signal will be sent to the relevant maintenance personnel or monitoring system so that they can immediately take corresponding emergency measures, such as limiting the speed of the train, emergency repair or replacement of damaged rails, to ensure the safety of the train running.
The above embodiments are only for illustrating the technical solution of the present utility model, and not for limiting the same; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model, and are intended to be included in the scope of the present utility model.
Claims (9)
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311649096.XA CN117601924A (en) | 2023-12-05 | 2023-12-05 | A rail fracture testing method |
| PCT/CN2024/093955 WO2025118489A1 (en) | 2023-12-05 | 2024-05-17 | Rail fracture testing method |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311649096.XA CN117601924A (en) | 2023-12-05 | 2023-12-05 | A rail fracture testing method |
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| CN117601924A true CN117601924A (en) | 2024-02-27 |
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Cited By (1)
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| WO2025118489A1 (en) * | 2023-12-05 | 2025-06-12 | 上海铁院轨道交通科技有限公司 | Rail fracture testing method |
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