Email this article Investigation of the possibility detection of defects in rail foot by mfl method
- Authors: Markov A.A.1, Mosyagin V.V.1, Antipov A.G.2, Ivanov G.A.3
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Affiliations:
- JSC «Radioavionica»
- St.Petersburg State University
- St. Petersburg Mining University
- Issue: No 1 (2024)
- Pages: 60–72
- Section: Electromagnetic methods
- URL: https://journals.rcsi.science/0130-3082/article/view/255543
- DOI: https://doi.org/10.31857/S0130308224010064
- ID: 255543
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Abstract
The article investigates the possibility of detecting defects in the form of transverse cracks in the rail foot at continuous inspection of rails during their operation. Magnetic method is chosen as an alternative to ultrasonic inspection. Computer modeling was carried out, based on the results of which a working model of the magnetization system and registration of control signals was developed and manufactured. Experimental studies of detection of crack models in the rail foot were carried out in laboratory conditions. The studies confirmed the results of computer modeling and proved the possibility of detecting such crack models. The minimum sizes of detectable crack models in rail foot in the zone of rail fasteners and between them have been estimated.
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About the authors
A. A. Markov
JSC «Radioavionica»
Email: george97ivanov@yandex.ru
Russian Federation, 190005, St.Petersburg, Troitskiy Avenue, 4b
V. V. Mosyagin
JSC «Radioavionica»
Email: george97ivanov@yandex.ru
Russian Federation, 190005, St.Petersburg, Troitskiy Avenue, 4b
A. G. Antipov
St.Petersburg State University
Email: george97ivanov@yandex.ru
Russian Federation, 199034, St.Petersburg, University embankment, 7/9
G. A. Ivanov
St. Petersburg Mining University
Author for correspondence.
Email: george97ivanov@yandex.ru
Russian Federation, 199106, St Petersburg, 21st Line, 2
References
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Supplementary files
Supplementary Files
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JATS XML
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Fig. 1. An example of a rail fracture due to a transverse crack developing in the sole.
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Fig. 2. Relative magnetic permeability of magnetic core and rail materials depending on the magnetic field strength used in the simulation.
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Fig. 3. The grid of points on the surface of the rail in the calculation by the finite element method.
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Fig. 4. Distribution of magnetic induction on the surface of the rail and on the surfaces of a two-way magnetizing system with co-directional magnets (a); in the cross section of the rail and magnetic circuit in the middle between the poles in the presence of a defect model (b).
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Fig. 5. Distribution of magnetic induction along the longitudinal coordinate of the sole of the rail (25 mm from the edge of the feather of the sole) when using a two-way magnetizing system: U-shaped electromagnet (a); graph of the distribution of magnetic induction (b).
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Fig. 6. Distribution of magnetic induction in the vicinity of defects in the sole of the rail: a, c, d — the crack model is located in the central part of the sole feather; b, d, e — on the edge of the sole feather; a, b — magnetic induction on the surface and in the cross section of the rail; c, d — distributions along the longitudinal coordinate of magnetic induction on the surface of the sole feather; e, e — distributions according to the longitudinal coordinate of the tangential component of magnetic induction in the air 2.5 mm above the surface of the sole feather.
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Fig. 7. Observation point (25 mm from the side face) for the magnitude of magnetic induction in the simulation process.
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Fig. 8. Distribution of magnetic induction in the cross section of the rail, cores, rail mounting (a) and on the upper face of the sole of the rail along the longitudinal coordinate, 25 mm from the side face (b).
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Fig. 9. Layout of the magnetization and information retrieval system.
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Fig. 10. Placement of Hall sensors on the surface of the sole feathers.
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Fig. 11. The dependence of the level of the relative amplitude of the signal on the defect model (9 mm high in the sole feather) when the gap between the poles of the electromagnet and the sole feather changes.
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Fig. 12. Graph of the dependence of the amplitude of the Hall sensor signal on the size of the gap between the Hall sensor and the surface of the sole feather.
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Fig. 13. Signals received from crack models when scanning with a layout: the upper part corresponds to one feather, the lower part corresponds to another feather of the sole of the rail (channel number corresponds to pos. DX in Fig. 9).
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