RU2337029C1 - Railway car wheel pair roller axle abnormal heating control system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: railway car wheel pair roller axle box abnormal heating control system represents a decentralised system. Every separate check point is furnished with the hardware transceiving the data on abnormal heating of the axle box, its location and temperature. The communication line has several channels. That, those transmitting the data on abnormal axle box heating to the locomotive operator, and those transmitting the encoded data to the light signal on necessity to change the train speed. Note here that the communication line between the floor hardware and the light signal is combined with the rail circuit. The communication with the locomotive is via radio. The aforesaid control system incorporates also the data recording and storing devices.

EFFECT: reliability of tracing, simple operation, automation of control and decision-making ruling out human factor whatsoever.

7 dwg

Description

The invention relates to devices for railway automation and is intended for contactless automatic detection of overheated axle boxes of a train on its way.

A device for automatically detecting heating axle boxes. It contains a sensing element, an amplifier, a unit for storing signals from the axle boxes and a unit for their logical processing. In addition, it contains a wheel pair passage sensor installed on the way, connected via a counting trigger to a relay, whose contacts are connected to the amplifier output and memory cells of the signal box from the axle boxes, which memorizes the temperature state of axle boxes located on one side of the train / 1 /.

A device for automatically detecting overheating of carriage axle boxes is known. The device contains a sensing element, an amplifier, a unit for storing axlebox heating signals, wheel pair passage sensors installed in the path, a relay, a unit for storing axlebox heating signals with memory cells. The device contains a trigger device. The wheelset passage sensors are connected to a trigger, which is connected to trigger devices via a counting trigger. Triggers are connected to the relay. In the signal storage unit, the memory cells are connected in pairs, one capacitor of each pair is connected in parallel. The second capacitors of each pair and connected in parallel through the relay contacts are connected to the logic processing unit and simultaneously give signals to it about the temperature state of each of the compared axle boxes and their average temperature state / 2 /.

A device for automatically detecting overheated axleboxes of rolling stock is known. It consists of track reading chambers, wheel pair passage sensors, amplifiers, threshold elements, control units and the memory of the amplitudes of the thermal signals of the two axle boxes of the car. In addition, the device is equipped with an amplitude discriminator, an inverter amplifier with a calculated gain and an adder. Two inputs of the adder and amplitude discriminator are connected in parallel to the outputs of the memory block of the amplitudes of the thermal signals of the two axle boxes. The output of the amplitude discriminator is connected to the input of the amplifier-inverter, the output of which is connected to the third input of the adder, the output of which is connected to the input of the threshold element / 3 /.

A device for detecting overheated axle boxes is also known. It contains a receiver installed on each side of the vehicle with a converter of the thermal signals of the axle boxes to electric ones. The converter is connected through an amplifier of amplitudes with a gain control to a signal discriminator of overheated axle boxes. The device also has a wheel passage sensor connected to the axle counter of the vehicle. The device is equipped with an adder of amplitudes of signals from a given number of axle boxes passed and a unit for comparing the sum of amplitudes with a given one. In this case, the adder inputs are connected to the amplifier and the axis counter, and the output to the comparison unit, the output connected to the gain controller / 4 /.

The disadvantages of all the presented devices is that these devices are made on an outdated element base and are designed to control the thermal heating of only plain bearings. The identification of accidentally heated axleboxes on the hauls between stations made sense only when the rolling stock was equipped with sliding axle boxes, since the design of these axleboxes allowed car inspectors to open the axlebox cover and add grease. At the same time, the friction of the neck of the axis decreased, and its kink was prevented. For roller axle units having a reliable but non-separable design, it is impossible to change the mode of its thermal heating. It is possible to prevent its kink by reducing the speed of the train or stopping it. Information about the presence of an accidentally heated unit is needed only by the locomotive driver, who has constant radio communication with the dispatcher, can inform the dispatcher of the presence of a dangerously heated axle box in the train. The driver can take measures depending on the level of heating of the axle box unit to reduce the speed of the train or stop it. The existing temperature control systems for axle boxes in moving trains use an extremely sophisticated system for receiving, processing and transmitting information, which makes the equipment unreasonably expensive and does not allow you to set control points at optimal distances. It is necessary to transmit information directly to the one who needs it most - namely, to the driver of the controlled train, in addition, to transmit encoded signals to the traffic light to give the driver a warning or prohibit signal for the next block section to reduce the speed of the train or stop it, and then to all other services. This is not provided in existing systems. The existing equipment for controlling the axle box heating is characterized by increased complexity and requires constant maintenance. The old indicators of the equipment for detecting accidentally heated axleboxes and the reliability of the testimony of equipment for monitoring roller axles have lost their meaning, but they continue to be used in statistics by inertia. The correct indication is considered to be the detection not of an emergency heating axle box, but the detection of an axle box having increased heating. As shown by operational and theoretical studies / 7, 8, 9 /, serviceable axleboxes with increased heating are very common in operation, and some emergency heating axle boxes in the initial stage of emergency heating have a temperature below the operating temperature of these serviceable axleboxes.

In Fig. 1, a characteristic of heating the outer walls of the axlebox bodies is given, and graphs of the temperature distribution densities of serviceable and emergency axleboxes are shown.

Figure 2 gives the survivability characteristic of emergency warming axleboxes.

Figure 3 presents a method for determining a safe interval for a train to follow between control contactless automatic points at a maximum rate of emergency heating of the axle boxes. In this case, T _spur = 100 ° C is the threshold temperature of the necks of the axles of the axle boxes at which the bearing rollers jam (corresponds to the threshold temperature of the axle boxes at point 2, Fig. 1, equal to 80 ° C)

Figure 4 shows a structural diagram of a linear control point. The following designations are introduced: 1 - floor standing devices; 2 - relay cabinet with transmitting equipment; 3 - relay cabinet with receiving equipment; 4 - recording device; 5 - passing traffic lights; 6 - relay cabinets of signaling points of automatic blocking; l _RC is the length of the rail chain; K.S. - link.

Figure 5 presents a block diagram of a linear control point when combined with the equipment of the rail circuit and auto-lock. In figure 5, the following notation: 7 - left floor camera; 8 - the right floor camera; 9 - wheel passage sensor; 10 - left amplifier; 11 - the right amplifier; 12 - block auto-calibration and auto-adjustment; 13 - block logic; 14 - transmitter; 15 - receiver; 4 - registrar; 16 - device auto control; 17 - insulating joints; P - feeding end of the rail chain; P is the relay end of the rail circuit.

Figure 6 is a diagram of the most informative overview of the axle box with a thermal radiation receiver. In Fig.6 introduced the designation: NK - floor camera; PTI - receiver of thermal radiation; ZO - axle box inspection area.

Fig. 7 is a structural diagram of a tracking system for accidentally heating roller axle boxes of wheel sets of railway cars. In Fig. 7, the following designations are introduced: NTO - points of technical inspection of cars: VD - car depots; C - stations; KP - linear control points; DP - control and diagnostic points.

From figure 1 it can be seen that there is a temperature region located between points 1 and 2, in which at the same time there may be axle boxes both operational and emergency. The presence of a common temperature range is caused by a variety of types of axleboxes, individual characteristics of bearing parts, thermal inertia of axlebox parts, axle load, etc. In order to detect all emergency boxes, the threshold temperature of the boxes must be set below point 1. But then a lot of working boxes with normal increased heating will be detected. In order to avoid false train stops, it is necessary to set the threshold temperature of the axleboxes above point 2, but then many emergency axleboxes will be skipped. Currently, the threshold temperature of the axle box housings is set within the general temperature range, from point 1 to point 2, depending on the features of each particular station, i.e. at each station, they find such an optimal threshold temperature value for the axle boxes, at which the number of train stops does not cause sharp protests from movers. At present, checkpoints are placed at intervals of 20 ... 30 km. Data on the study of the distances traveled by trains from the beginning of emergency heating to a break in the neck of the axis are presented in figure 2. These data show that the existing intervals cannot ensure the complete exclusion of a break in the necks of the axes at an arbitrarily low threshold temperature of the axle boxes, since the train’s run from the start of emergency heating to a break in the axis of the axis in some cases is less than the distance between the control points. To reduce the number of breaks in the necks of the axles to a minimum, set the threshold temperature of the axle boxes closer to point 1 (Fig. 1), which leads to a large number of unjustified train stops. Wagon detachments for emergency heating of axleboxes are carried out only in 1 ... 3% of the stopped trains, the remaining trains are inspected by the wagon inspectors further, despite the increased heating of the axleboxes. This is a necessary measure to reduce the number of unjustified train delays. Car inspectors are liable, up to the criminal, for admission to the emergency axle box line and, of course, work with great reinsurance. Without stopping, they would have uncoupled much less, about 1% of the cars shown by the equipment. Studies have proven that existing equipment stops trains in vain in more than 99% of cases. But even with such a large number of false alarms, the equipment does not provide a high level of safety of train traffic, because allows a lot of breaks in the necks of the axes between the control points.

The aim of the creation of the claimed invention is to create a simple and reliable, optimal in its technical parameters automatic control system for thermal heating of axle boxes of wheel pairs with rolling bearings - roller axles.

This goal is achieved by the development of completely different principles for the construction of equipment for controlling the heating of axlebox units. Studies have shown that control systems for heating axle boxes with sliding bearings are not suitable for monitoring rolling bearings / 5, 6, 7 /. To reduce the number of false train stops when roller axle boxes have increased heating, but do not pose a direct threat to the safety of train traffic, continuous monitoring of axle box heating is required. To do this, checkpoints should be located very often. So that the cost of equipment does not exceed the cost of traditionally used control systems, the cost of a new control system should be low, for which the devices should be extremely simple. They should have as few functional units as possible, and transmit information only to those who are interested in this information - the locomotive driver and the input signal of the traffic light nearest to the location of the controlled train. The creation of simple information processing algorithms leads to a simplification of the hardware design. The equipment should be located on the hauls and should not require constant maintenance and special staff of maintenance personnel. It is best to install the equipment in relay cabinets next to the signaling system signaling equipment and instruct it to be serviced “in turn”, at a convenient time, ensuring the specified minimum availability factor. It is necessary to create not a centralized, but a decentralized control system for roller axle boxes. The system of single checkpoints is quite capable of playing this role. Since operations on dangerously heated axle boxes of a single control point will be very rare, one in several years, it makes no sense to fix the work of this point on paper. It is enough for control to store information for a long time on magnetic information carriers, and information can be displayed if necessary on electronic recorders (displays, digital indicators, etc.). Due to the rarity of transmitting disturbing information, it is advisable to transmit it over the air. The locomotive driver can only be informed about the fact that there is a dangerously warming axle box in the train, without notification of its address on the train / 8, 9 /. The calculation of the parameters of the optimal control system must be made based on a given level of traffic safety.

In the ideal case, it is necessary that the equipment does not allow unreasonable train stops at all (when car unhooks are not required) and fully ensure the safety of train traffic, excluding cases of breakage of axle necks between control points.

Solving the problem of eliminating unreasonable stops is simple. It is necessary to set the threshold temperature of the axle box housings above point 2 (Fig. 1), i.e. where there are no longer any normally warming axle boxes. For roller bearings, this temperature will be equal to the jamming temperature of the bearing rollers, it is equal to 100 ° C. The temperature of the outer walls of the axle box housings will be equal to 80 ° С. At a threshold temperature of axle box bodies equal to or greater than 80 ° С, there will be no unjustified train stops. At the same time, the reduction in the number of stops will be very significant - not less than a hundred times. The number of train stops will be equal to the number of axle boxes that went into emergency heating, which ends with a break in the axis of the neck. There are no more than 1000 such axle boxes per year on all Russian railways. At a threshold temperature of axle box bodies of 80 ° C and above, all control automatic stations will stop no more than 1000 trains per year. This event will be very rare, on each railway no more than 1 ... 3 times a week. At a high threshold temperature of the axlebox bodies equal to or more than 80 ° С, a significant part of the emergency axleboxes will be skipped in the initial stage of their heating. But at the same time, it is possible to prevent breaks in the necks of the axles. Figure 2 shows that even under the most unfavorable conditions, the axle box assembly can pass from the beginning of emergency heating to a fracture of the neck of the axis for at least 18 km, since the axle box has high survivability. There is a condition under which, at the highest rate of emergency heating of the axis of the axis, its kink can be excluded. Figure 3 presents a graph of the development of the temperature of the neck of the axis from the start of emergency heating to a break in the neck of the axis with a minimum mileage of the train to break the neck of the axis of 18 km. A break in the axis of the axis occurs at a temperature of 800 ° C. At a temperature of the neck of the axis (400 ... 600) ° С, the axle box unit is still able to fulfill its main function and allow the train to continue moving without destroying the neck of the axis. Let us consider the most unfavorable case when the neck of the axis began to warm up accidentally at point 0 on the train mileage scale in front of the first equipment placement point. The equipment of this item is configured to detect axle box bodies with a temperature exceeding 80 ° C. Suppose that the temperature of the axis of the axis when the train passes through the first point is slightly lower than the threshold, and the equipment of the first point passes it to the line. With further movement of the train, the temperature of the axis of the axis will increase rapidly at a rate of about 40 ° C per kilometer. The control task is for the next checkpoint to detect this axle box in time. It is also necessary to warn the driver about the presence of an emergency box in the train and to regulate its actions. We take for the boundary such a temperature of the axis of the axis, which should not be exceeded (such a temperature is a temperature of 500 ° C). This is the fracture temperature of the axis of the neck. But the neck of the axis with it still has a margin of safety, allowing accidentally to follow the train, and if necessary, to make emergency braking, eliminating a break in the neck of the axis. In this case, the distance between adjacent points will be about 10 km. Thus, the arrangement of control points at intervals of 10 km and the introduction of a high threshold temperature for monitoring the axlebox bodies at 80 ° C will solve the problem of ensuring complete safety of trains with roller axle boxes with a small number of train stops for uncoupling a wagon with an emergency axle box. In the second control point, due to the omission of emergency axleboxes in the first paragraph, only a small number of axleboxes will have a temperature of the axle journals of 500 ° C, only a few pieces on all Russian railways per year. The average value of these temperatures will be about 250 ° C (see figure 2), which will not cause difficulties to bring the train at reduced speed to the nearest station for uncoupling the emergency car. The actions of the driver in the presence of an overheated axle in the train should be reduced to reducing the speed of the train by turning off the traction engines and moving by inertia to a safe speed at which the neck temperature of the emergency axis will not increase. At the nearest station, the car is uncoupled. All linear control points with the equipment located on them in the non-stop train section are combined into a single network using a communication line with the central post at the technical inspection point (NTO). At the central post, all suspicious axle boxes are identified and then carefully examined at the NTO. At the central post, additional control of the detected emergency axle box is carried out. At the same time, the speed regime of the train to the next control points is adjusted. All loaded railway lines in Russia are equipped with auto-lock, and the railway line is divided into block sections up to 2 km long. At the beginning of each block section there is a traffic light with the help of which the train is given permission or prohibition to occupy this block section. Opening or closing of traffic lights occurs automatically as a result of the action of moving trains on the rail chains of block sections. The length of the rail chain l _RC corresponds to the length of the block section (figure 4). At the boundary points of the rail chains, in addition to the traffic lights 6, relay cabinets 5 are installed to accommodate the automatic blocking equipment. For reasons of cost savings on the installation and maintenance of equipment for monitoring axleboxes it must be territorially combined with the equipment auto-lock (figure 4). At the beginning of the block section, it is advisable to place floor devices 1 and the relay cabinet 2 with the transmitting part of the axlebox monitoring equipment, and at the end of the block section, it is advisable to place the relay cabinet 3 with the receiving part of the axlebox monitoring equipment. The recording devices 4 of the axlebox control equipment are best installed on the mast of the traffic light. It is possible to combine self-locking power sources and axlebox control equipment, to combine information transfer devices to a locomotive. It is advisable to combine communication lines between the beginning and the end of the block section. It is possible to combine the axlebox control equipment with the equipment of the automatic brake control system (SAUT), automatic train management system, etc.

An example of a specific implementation of a single control point is the device shown in Fig.5. Here is a block diagram of a linear checkpoint when combining its devices with the auto-lock rail circuit equipment. The tracking system for accidentally heating roller axle boxes of wheel sets of railway cars contains sensors for passing wheel sets or cars 9 and a system of single control points for gearbox heating of roller axle boxes. Control points include: floor-mounted devices 1, equipped with cameras with heat radiation detectors 7 and 8 from heated axle box nodes of trains following through the control point of the gearbox, devices for receiving 3 and transmitting 2 information about the temperature of axle boxes to the locomotive. In contrast to the currently existing axle box heating control systems, the proposed tracking system for accidentally heating axle box units is decentralized. Each single control point KP has the said receiving device 3 and transmitting 2 information about the presence of an accidentally heated axle box, its location and temperature. A communication line (not shown) has several channels: communication channels that provide information about the presence of an accidentally heated axle box to a locomotive driver, and communication channels that provide encoded information to a traffic light 5. To a traffic light 5, depending on what the thermal heating of the axle boxes in controlled train, the following commands are transmitted about the need to change the speed of this train: stop it, reduce the speed of the progress or skip further. In this case, the communication line between the outdoor device and the traffic light 5 is combined with the rail circuit 18. Communication with the locomotive of the controlled train is carried out by radio signal. The tracking system also includes recording devices for recording and storing controlled information (not shown).

The rail circuit 18 is bounded on both sides by insulating joints 17. At the beginning of the rail circuit (along the train), a track relay P is connected, at the end of the rail price its power supply is connected P. When the rail circuit is free from rolling stock, relay P is energized, and when the rail circuit of relay P is de-energized. At the beginning of the rail chain, track control devices, floor cameras 7 and 8 and a wheel pair passage sensor 9 are installed. Floor devices 1 contain heat signal receivers for non-contact temperature measurement of axle box housings. The wheel passage sensor fixes the addresses of the emergency axle box in the train, and also ensures the normal operation of the self-locking device. These track devices are sufficient for the normal operation of the axlebox monitoring equipment. They make it possible to determine both the fact of the presence of emergency heating axle boxes and their address on the train (side of the train, serial number of the wheelset from the head or tail of the train). Due to the rarity of the occurrence of emergency axleboxes (1 ... 2 per year on a track section of 250 ... 300 km, 1 for several years on a track section controlled by one point), the axle count will completely satisfy the car inspectors. Track devices are connected by short cable lines to the relay cabinet, which houses the amplifiers of the axle boxes 10 and 11, the unit for automatic calibration and adjustment of the receiving-amplifying paths 12, the logic unit 13 and the signal transmitter 14. The automatic calibration and adjustment of the receiving-amplifying paths 12 is necessary to automatically maintain the average level of amplitudes of the axle box signals at the output of the amplifiers within specified limits when weather conditions change, the transparency of the air channel between the housing sy and outdoor camera, as well as under the influence of other disturbing factors. This block will be quite sufficient if it provides adjustment of the required average signal level with a coefficient of variation of not more than 0.1. The logic unit 13 contains threshold logic elements (not shown) that are triggered by signals from emergency axle boxes, train axle counters (not shown), health monitoring devices for receiving and amplifying paths (not shown) and a wheel passage sensor 3, as well as information encoders (not shown) ) The encrypted information is transmitted to the transmitter 14 and transmitted via the communication channel KS to the far end of the rail circuit 18 to the receiving part of the equipment. Transmission can be carried out both via wired and wireless communication channels. When the train approaches the track devices, the equipment of the checkpoint is prepared for operation by the track relay of the rail circuit. The same relay sets the equipment to its original state when the train is removed from the control point. The receiver 15 receives and decrypts the transmitted signals. The decrypted information is recorded on the recorder 4. It is necessary to transmit and register the serial number of the wheelset and the side of the train with the emergency axle box. For the timely detection and elimination of malfunctions that have occurred, in order to increase the availability factor of the equipment, it is necessary to transmit and record information on the health or malfunction of the equipment and its individual parts on the recorder. The registrar can be made in the form of a light board mounted on the mast of the traffic light (figure 4). Documentation of the results of the work and the technical condition of the equipment of the checkpoint is provided by the autocontrol unit 16, which contains elements of read-only memory (for example, magnetic tape). When placing the control point in front of the station, the receiving part of the equipment is located directly at the station, and the recording device is located at the station duty officer. Almost all technical solutions regarding the blocks of the circuit shown in figure 5, are developed and tested in operation in our country or abroad. That is, the linear control points depicted in the diagrams of Figures 4 and 5 are technically feasible and operational. Having equipped the locomotives with receiving and recording equipment, all the necessary information from the control point can be transmitted over the air directly to the locomotive. This will allow to exclude the receiving part from the control point and to simplify the equipment of the linear point even more. Reliability and quality of work of the checkpoint depend on the characteristics of the track devices: floor cameras and wheel pair passage sensors. Optimum for monitoring roller axle boxes is a floor camera, oriented to the overview of the lower part of the axle boxes. Such a floor camera can be attached to the rail and does not require the construction of a foundation (Fig. 6). The angle between the horizontal plane and the optical axis of the thermal radiation detector in such an outdoor camera can be made approaching 90 °. This completely eliminates the harmful effects of solar interference. Optimal can be considered angles of sight from 60 to 80 °. At such angles, in addition to the lower part of the body, you can inspect the more informative rear side part and, in addition, avoid direct entry of dirt and rain into the floor chamber through its entrance window.

The technical effect of the inventive tracking system for emergency heating axle boxes is its absolute reliability, ease of execution, elimination of unjustified train stops, automation of the control and decision-making process, which excludes the influence of the human factor on the control process. The use of such a system will make it possible to abandon rather complex and expensive devices for marking the passage of physical cars.

Information sources

1. A.S. USSR No. 222446 from 06/09/1967, MKI B61F.

2. A.S. USSR No. 228063 from 07.15.1967, MKI B61F.

3. A.S. USSR No. 432029 from 09/10/1971, MKI B61K 9/06, B61L 3/06.

4. A.S. USSR No. 647164 dated 06/02/1976, MKI V61K 9/04.

5. Samodurov V.I. "Infrared systems for detecting overheated axle boxes", Sverdlovsk, publishing house of the Ural Electromechanical Institute of Railway Engineers Transport, 1980, 57 p.

6. Samodurov V.I., Kukharenko T.V. “Optimization of the placement of PONAB devices in non-stop train sections” in the collection “Improving the reliability of railway automation and telemechanics devices”, Sverdlovsk, 1980, publishing house of the Ural Electromechanical Institute of Railway Engineers, p.128-141.

7. Samodurov V.I. “Study of the mechanism of thermal fracture of necks of axles of wheelsets” in the collection “Actual problems of safety in railway transport”, publishing house of the Ural State Academy of Railways, 1994, pp. 23-39.

8. Ivashov V.A., Orlov M.V., Samodurov V.I. “Prospects for the automatic control system of axlebox carriages in ensuring safe train traffic” in the collection “Actual problems of safety in railway transport”, publishing house of the Ural State Academy of Railways, 1994, pp. 40-47.

9. Ivashov V.A., Orlov M.V., Samodurov V.I. “Prospects for the use of thermal control of axle boxes”, “Railway Transport”, 1991, No. 6, p. 42-44.

Claims (1)

A tracking system for accidentally warming roller axle box units of railway carriage wheel sets, containing wheel pair or carriage passage sensors and a system of single points for monitoring heating of axle box assemblies, monitoring stations include outdoor devices equipped with cameras with heat radiation detectors from heated axle boxes of trains passing through control point, device for receiving and transmitting information about the temperature of axle boxes to a locomotive, characterized in that the tracking system is decentral each individual control point has the mentioned devices for receiving and transmitting information about the presence of an emergency heated axle box, its location and temperature, the communication line has several channels - communication channels that provide information about the presence of an emergency heated axle box to the locomotive driver, and channels communication, providing the transmission of encoded information to the traffic light about the need to change the speed of the controlled train: stop it, reduce the speed of tracking or skip further, while the communication line between the outdoor device and the traffic light is aligned with the rail circuit, and the communication with the locomotive of the controlled train is carried out by radio signal, the tracking system also contains recording devices for recording and storing the controlled information.

Images