CN113125510A - Broken rail inspection method and system - Google Patents
Broken rail inspection method and system Download PDFInfo
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Abstract
The invention provides a broken rail inspection method and a broken rail inspection system. The current imbalance degree of the two steel rails is calculated by acquiring current signals of the upper steel rail and the lower steel rail; then judging whether the current unbalance is greater than a preset value; if yes, the rail is determined to be broken. According to the rail breakage detection method and the rail breakage detection system, the current of the upper steel rail and the current of the lower steel rail are consistent, and the current of the two steel rails is different after rail breakage occurs, so that whether rail breakage occurs on the steel rails is judged in a quantitative mode by referring to the current unbalance degree, and the purpose of accurately judging whether rail breakage occurs on the steel rails in a station and in an interval is achieved.
Description
Technical Field
The invention relates to the field of railway safety, in particular to a rail breakage inspection method and a rail breakage inspection system.
Background
The rail break poses great threat to the train running safety and is a direct cause of multiple derailment accidents of the passenger-cargo train. Therefore, early warning and real-time inspection of rail breakage become essential monitoring contents. At present, no matter an axis counting system, a satellite positioning system or communication positioning is adopted, the characteristic of whether a line is complete cannot be reflected in real time, and a track inspection vehicle inspects according to a specific period and does not have real-time performance. The track circuit utilizes the steel rail as a current path, and circuit structure changes, such as shunt, breakage and the like, occurring on the steel rail affect the receiving voltage of the receiver in real time.
However, at present, the rail circuit is adopted to realize rail break inspection, the impedance of a circuitous loop outside a steel rail needs to be ensured in a section, and a single choke or a disconnected choke central connecting line needs to be adopted in a station, so that the problems of unsmooth traction backflow, electric burn of an insulating joint and a rail head caused by circuit breaking when a wheel passes through a mechanical insulating joint and the like can be caused simultaneously.
Disclosure of Invention
In view of this, embodiments of the present invention provide a rail break detection method and system, which achieve the purpose of determining whether a rail is broken through a current imbalance.
In order to achieve the above purpose, the embodiments of the present invention provide the following technical solutions:
the invention discloses a broken rail detection method in a first aspect, which comprises the following steps:
acquiring current signals of an upper steel rail and a lower steel rail, and calculating the current unbalance degree of the upper steel rail and the lower steel rail;
judging whether the current unbalance is greater than a preset value or not; if yes, the rail is determined to be broken.
Preferably, the acquiring current signals of the upper and lower steel rails and calculating the current imbalance of the two steel rails includes:
obtaining the frequency shift signal current I of the upper and lower steel rails1、I2；
Based on the I1And said I2Calculating the degree of current imbalance betaThe values of, among others,
preferably, the acquiring current signals of the upper and lower steel rails and calculating the current imbalance of the two steel rails includes:
obtaining power frequency traction current I of upper and lower steel rails1、I2；
Based on the I1And said I2Calculating the degree of current imbalance
The value of (a), wherein,
preferably, before acquiring the current signals of the upper and lower steel rails, the method further includes:
detecting whether traction current exists in an upper steel rail and a lower steel rail or not;
the current signals of the upper steel rail and the lower steel rail are obtained, and the method comprises the following steps:
if the traction current exists in the steel rail, acquiring the power frequency traction current of the steel rail;
and if the steel rail has no traction current, acquiring the frequency shift signal current of the steel rail.
Preferably, the detecting whether the traction current exists in the steel rail comprises the following steps:
detecting whether the effective value of the rail surface current of the steel rail is less than 20A or not;
if the effective value of the rail surface current is less than 20A, the rail is considered to have no traction current;
and if the effective value of the rail surface current is not less than 20A, the rail is considered to have traction current.
Preferably, the preset value is 50%.
Preferably, after determining whether the current imbalance is greater than a preset value, the method further includes:
if not, the steel rail is judged to be in a normal adjusting working state.
The second aspect of the present invention discloses a broken rail inspection system, comprising:
the calculating module is used for acquiring current signals of the upper steel rail and the lower steel rail and calculating the current unbalance degree of the upper steel rail and the lower steel rail;
the judging module is used for judging whether the current unbalance is greater than a preset value or not; if yes, the rail is determined to be broken.
Preferably, the calculation module includes:
an acquisition unit for acquiring power frequency traction current I of the upper and lower steel rails1、I2；
A computing unit for calculating based on the I1And said I2Calculating the degree of current imbalance
The value of (a), wherein,
preferably, the method further comprises the following steps:
and the inspection module is used for detecting whether traction current exists in the upper steel rail and the lower steel rail.
From the above, the invention discloses a rail break inspection method and system, which includes obtaining current signals of an upper rail and a lower rail, and calculating current unbalance degrees of the two rails; then judging whether the current unbalance is greater than a preset value; if yes, the rail is determined to be broken. According to the rail breakage detection method and the rail breakage detection system, the current of the upper steel rail and the current of the lower steel rail are consistent, and the current of the two steel rails is different after rail breakage occurs, so that whether rail breakage occurs on the steel rails is judged in a quantitative mode by referring to the current unbalance degree, and the purpose of accurately judging whether rail breakage occurs on the steel rails in a station and in an interval is achieved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
Fig. 1 is a flowchart of a rail break detection method according to an embodiment of the present invention;
fig. 2 is a flow chart of current imbalance calculation according to an embodiment of the present invention;
FIG. 3 is a diagram illustrating a balanced state of a track circuit in an adjusted state according to an embodiment of the present invention;
FIG. 4 is a diagram illustrating an unbalanced state of a track circuit after a rail break according to an embodiment of the present invention;
fig. 5 is a diagram of a signal current generated by the center point of the grounding device after rail break according to the embodiment of the present invention;
fig. 6 is a flow chart of another current imbalance calculation according to an embodiment of the present invention;
FIG. 7 is a diagram illustrating an equilibrium state of a track circuit in a shunt state according to an embodiment of the present invention;
FIG. 8 is a diagram illustrating an unbalanced track circuit after a rail break according to an embodiment of the present invention;
fig. 9 is a diagram of the ground traction current generated at the center point of the grounding device after rail break according to the embodiment of the present invention;
FIG. 10 is a flow chart of an embodiment of the present invention for detecting whether a traction current exists between two rails;
FIG. 11 is a flow chart of how to detect whether a traction current exists between two rails according to an embodiment of the present invention;
FIG. 12 is a flowchart illustrating a case where the current imbalance is not greater than a predetermined value according to an embodiment of the present invention;
FIG. 13 is a flow chart of another rail break detection method according to an embodiment of the present invention;
FIG. 14 is a schematic view of another broken rail inspection system provided in the embodiment of the present invention;
fig. 15 is a comprehensive flowchart of rail break inspection according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In this application, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The embodiment of the invention provides a broken rail inspection method, and referring to fig. 1, fig. 1 is a schematic flow chart of the broken rail inspection method, and the broken rail inspection method at least comprises the following steps:
s101: and acquiring current signals of the upper steel rail and the lower steel rail, and calculating the current unbalance degree of the upper steel rail and the lower steel rail.
In step S101, the obtaining of the current signals of the upper and lower steel rails means obtaining current signals of the two steel rails at the same horizontal position of the rail bottoms of the two steel rails, because the current of the two steel rails at the same horizontal position is the same in the normal operating state of the two steel rails, the current signals of the two steel rails need to be obtained at the same horizontal position of the rail bottoms of the two steel rails, and then the current imbalance of the upper and lower steel rails is calculated.
The current unbalance degree is a value of the current vector difference of the two steel rails compared with the current vector sum of the two steel rails.
S102: judging whether the current unbalance is greater than a preset value or not; if yes, go to step S103.
S103: and judging the rail is broken.
In step S102, since the current values of the two rails are the same, and the current imbalance is a sum of the current vectors of the two rails compared to the current vector difference of the two rails, and when one of the two rails is broken, the current imbalance changes, it can be determined whether the two rails are broken by determining whether the current imbalance is greater than a preset value, and when the current imbalance is greater than the preset value, it is determined that the two rails are broken.
The broken rail is a rail of a current path necessary for a track circuit, and is broken by mechanical damage, stress accumulation, or the like, and is completely electrically disconnected.
The embodiment of the invention obtains current signals of an upper steel rail and a lower steel rail and calculates the current unbalance degree of the two steel rails; then judging whether the current unbalance is greater than a preset value; if yes, the rail is determined to be broken. According to the rail breakage detection method disclosed by the invention, because the current of the upper and lower steel rails is consistent, and the current of the two steel rails is different after rail breakage occurs, whether rail breakage occurs on the steel rail is judged in a quantitative mode by citing the current unbalance degree, so that the purpose of accurately judging whether rail breakage occurs on the steel rail in a station and in an interval is achieved.
It should be noted that, in order to ensure the accuracy of the rail break state judgment, it is necessary to determine to collect the frequency shift signal current I of two rails by judging whether the traction current exists on the rail1、I2Or collecting signal current I of two steel rails1、I2If no traction current is present on the rail, step S201 is executed, and if a traction current is present on the rail, step S401 is executed.
Specifically, as shown in fig. 2, in the process of executing step S1, the obtaining of the current signals of the upper and lower rails and the calculating of the current imbalance of the two rails includes the following steps:
s201: obtaining the frequency shift signal current I of the upper and lower steel rails1、I2。
S202: based on the I1And said I2And calculating the value of the current unbalance degree beta.
It should be noted that the value of the current imbalance β is the frequency shift signal current I1And a frequency-shifted signal current I2Is compared with the up-shift signal current I2And a frequency-shifted signal current I1The expression of the vector sum of (a) is formula (1).
It should be noted that, when the two rails are in the normal adjustment operating state, the topology of the whole rail current system is symmetrical with respect to the ground, as shown in fig. 3, in this state, the two rails as the signal conduction paths are in the symmetrical balanced state, that is, at the same position, the frequency-shifted signal currents in the upper and lower rails are in equal and opposite directions, and in this state, no signal current enters the ground through the track bed resistor.
Referring to fig. 4, when a certain rail is in a broken rail state, since the current path is cut off in one rail at the broken rail point and the other rail still normally carries current, the states of the two rails are no longer symmetrical, i.e. the currents of the upper and lower rails are not in equal and opposite directions, and an earth signal current I is generated at the earth point of the track circuit, i.e. the earth point of the earthing device, as shown in fig. 5N。
At the point of rail break, because the current flowing in the rail where the rail break occurs is zero, and the current still flows in the other rail, the current of the upper and lower rails is not in equal magnitude and reverse direction, i.e. I1＝0，I2Not equal to 0, the degree of unbalance β is 100%; in other positions of the rail break, β is a number between 0 and 100%.
Notably, on a broken rail, the ground signal current I generated at the ground point of the track circuitNFrequency shifted signals for two railsCurrent I1And a frequency-shifted signal current I2Wherein the expression is formula (2).
IN＝I1-I2 (2)
Thus, the current imbalance β can be expressed as:
specifically, as shown in fig. 6, in the process of executing step S1, the obtaining of the current signals of the upper and lower rails and the calculating of the current imbalance of the two rails specifically includes the following steps:
s601: obtaining power frequency traction current I of upper and lower steel rails1、I2。
S602: based on the I1And said I2Calculating the degree of current imbalance
The value of (c).
It should be noted that the current imbalance degree
The value of (A) is the traction current I1And a traction current I2Vector difference of (3) is compared with the pull-up current I2And a traction current I1The vector sum of (a) is expressed by formula (3).
It should be noted that, when the track circuit is in the normal shunt operation state, the power frequency traction current exists in the two rails as the signal transmission paths, as shown in fig. 7, in this state, the two rails are in a symmetrical balance state with respect to the traction current, that is, at the same position, the traction currents in the upper and lower rails are in the same direction.
Referring to fig. 8, when a certain rail is in a broken state, a current flows in one rail due to a broken rail pointThe path is cut off, and the other rail still normally flows current, so that the states of the two rails are not symmetrical, i.e. the traction currents of the upper and lower rails are not equal and same, and an earth signal current I is generated at the earth point of the track circuit, i.e. the earth point of the earthing device, as shown in FIG. 9N。
At the point of rail break, the current flowing in the broken rail is zero, while the current still flows in the other rail, so that the currents of the upper and lower rails are not equal in direction, i.e. I1＝0，I2Not equal to 0, degree of unbalance
At other positions of the broken rail,
between 0 and 100%.
Notably, on a broken rail, the ground-in traction current I generated at the ground point of the track circuitNFrequency-shifted signal current I for two rails1And a frequency-shifted signal current I2Wherein the expression is formula (4).
IN＝I1+I2 (4)
Further, referring to fig. 10, before performing step S101, that is, before acquiring current signals of the upper and lower rails, the method further includes the following steps:
s100: and detecting whether traction current exists in the upper steel rail and the lower steel rail.
It should be noted that, in order to improve the accuracy of determining rail breakage, it is necessary to detect whether a rail has a traction current, and when it is detected that a rail has a traction current, step S1001 needs to be executed when step S101 is executed; when it is detected that there is no traction current in the rail, step S1002 needs to be executed when step S101 is executed.
Step S1001: obtaining power frequency traction current I of an upper steel rail and a lower steel rail1、I2。
Step S1002: obtaining the frequency shift signal current I of the upper and the lower steel rails1、I2。
Further, referring to fig. 11, in the process of executing step S100 of fig. 10, that is, detecting whether a traction current exists in the steel rail, the method specifically includes the following steps:
s1101: detecting whether the effective rail surface current value of the steel rail is smaller than 20A, and if the effective rail surface current value is smaller than 20A, executing a step S1102; if the effective value of the rail surface current is not less than 20A, executing step S1103.
S1102: considering said rail to be free of traction current;
s1103: the rail is considered to have a traction current.
The method includes that traction current is provided for a contact net by a traction substation through a power supply device and is used as power for train traction after being converted, whether traction current exists in a steel rail can be judged by detecting whether a rail surface current effective value is smaller than 20A, and if the rail surface current effective value is smaller than 20A, the steel rail can be considered to have no traction current; if the effective value of the rail surface current is not less than 20A, the rail is considered to have traction current.
It should be further noted that the 20A is a value set by a technician according to a working condition, and the technician in the art can make a change according to an actual requirement, and is not limited to the 20A.
Specifically, the preset value is 50%.
It should be noted that the preset value is a value set by a technician according to a working condition, and the technician in the art can change the preset value according to actual needs, and the preset value is not limited to 50%.
Further, referring to fig. 12, after the step 102 of fig. 1 is completed, that is, after the determining whether the current imbalance is greater than the preset value, if the current imbalance is not greater than the preset value, the method further includes the following steps:
s104: and judging that the steel rail is in a normal adjustment working state.
It should be noted that, when it is determined that the current imbalance is not greater than the preset value, it can be considered that the current magnitudes at the same horizontal position of the upper and lower rails are the same, and therefore, it can be determined that the rails are in a normal adjustment state.
The adjustment working state refers to the state that the track section is idle, the equipment is complete, and the track receiving relay is reliably sucked up.
Preferably, the present invention further provides another broken rail inspection method, referring to fig. 13, the broken rail inspection method including the steps of:
s1301: and acquiring current signals of an upper steel rail and a lower steel rail and the grounding current of grounding equipment.
The grounding current in step S1301 is a current value obtained by detecting a grounding device by a detection device.
S1302: and calculating the current unbalance degree of the two steel rails based on the current signals of the upper and lower steel rails and the grounding current.
It should be noted that the execution manner and the specific process of step S1302 are the same as the manner of calculating the current imbalance of the two rails in step S101, and are not described herein again.
S1303: judging whether the current unbalance is greater than a preset value or not; if yes, go to S1304; if not, go to step S1305.
It should be noted that the execution manner and the specific process of step S1303 are the same as those of step S102, and are not described here again.
S1304: and judging the rail is broken.
S1305: it is determined as a normal adjustment state.
According to the embodiment of the application, the current signals of the upper steel rail and the lower steel rail and the grounding current are obtained, and then the current unbalance degree of the two steel rails is calculated based on the current signals of the upper steel rail and the lower steel rail and the grounding current; and finally, judging whether the current unbalance is greater than a preset value, if so, judging the rail break, otherwise, judging the rail break to be in a normal adjustment state, and judging whether the rail break occurs or not by quoting the current unbalance and quantitatively judging the current unbalance of the rail by the aid of the rail break inspection method because the current sizes of the upper and lower rails are consistent and the current sizes of the two rails are different after the rail break occurs through the rail break inspection method disclosed by the above, so that the aim of accurately judging whether the rail break occurs in a station and in an interval is fulfilled.
Corresponding to the above-mentioned broken rail inspection method, an embodiment of the present application further provides a corresponding broken rail inspection system, and referring to fig. 14, the broken rail inspection system provided by the present application includes:
a calculating module 1401, configured to obtain current signals of an upper steel rail and a lower steel rail, and calculate a current imbalance of the two steel rails;
a determining module 1402, configured to determine whether the current imbalance is greater than a preset value;
a first determining module 1403, configured to determine that the rail is broken if the current imbalance is greater than a preset value.
Specifically, the computing module 1401 includes:
an acquisition unit for acquiring power frequency traction current I of the upper and lower steel rails1、I2；
A computing unit for calculating based on the I1And said I2Calculating
The value of (a), wherein,
specifically, the computing module 1401 includes:
a first acquisition unit for acquiring the frequency shift signal current I of the upper and lower steel rails1、I2；
A first calculation unit for calculating a first calculation amount based on the I1And said I2And calculating the value of beta, wherein,
specifically, the computing module 1401 includes:
a second acquisition unit for acquiring power frequency traction current I of the upper and lower steel rails1、I2；
A second calculation unit for calculating a second calculation amount based on the I1And said I2Calculating
The value of (a), wherein,
further, the broken rail inspection system further comprises:
a detection module 1404, configured to detect whether a traction current exists in the steel rail;
the computing module is used for acquiring power frequency traction current I of the upper and lower steel rails if the steel rails have traction current1、I2(ii) a And if the steel rail has no traction current, acquiring frequency shift signal current I of the upper and lower steel rails1、I2。
Specifically, the detecting module 1404 includes:
the detection unit is used for detecting whether the effective value of the rail surface current of the steel rail is less than 20A or not;
the first determining unit is used for considering that the steel rail has no traction current if the effective value of the rail surface current is less than 20A;
and the second determining unit is used for considering that the traction current exists in the steel rail if the effective value of the rail surface current is not less than 20A.
Further, the broken rail inspection system further comprises:
a second determining module 1405, configured to determine that the steel rail is in a normal adjustment state if the current imbalance is not greater than a preset value.
It should be noted that, for the specific execution process and the execution principle of each module and unit of the broken rail inspection system disclosed in the foregoing embodiment of the present invention, reference may be made to corresponding parts of the broken rail inspection method disclosed in the foregoing embodiment of the present invention, and details are not described here again.
The embodiment of the invention obtains current signals of an upper steel rail and a lower steel rail and calculates the current unbalance degree of the two steel rails; then judging whether the current unbalance is greater than a preset value; if yes, the rail is determined to be broken. According to the rail breakage detection method disclosed by the invention, because the current of the upper and lower steel rails is consistent, and the current of the two steel rails is different after rail breakage occurs, whether rail breakage occurs on the steel rail is judged in a quantitative mode by citing the current unbalance degree, so that the purpose of accurately judging whether rail breakage occurs on the steel rail in a station and in an interval is achieved.
To facilitate understanding of the above, the present application is further described below with reference to fig. 1 to 15.
The invention provides a broken rail detection method, which is a comprehensive judgment method for imbalance of frequency shift signals and traction currents.
Judging imbalance of signal currents on two sides of a steel rail:
when the track circuit is in a normal adjustment working state, the topology of the whole track circuit system is symmetrical to the ground, as shown in fig. 3. In this state, the two rails as signal transmission paths are in a symmetrical balance state, that is, at the same position, the frequency-shifted signal currents in the upper and lower rails are in equal and opposite directions, and in this state, no signal current enters the ground through the track bed resistor.
When the track circuit is in a broken rail state, because the current path is cut off in one rail at the broken rail point, and the other rail still normally carries current, the states of the two rails are not symmetrical any more, as shown in fig. 4, the characteristic of generating unbalance is represented as:
(1) the current of the upper and lower steel rails is not equal and reverse.
This feature is most pronounced at the point of rail break, since zero current flows in the rail where the rail break occurs, while current still flows in the other rail, and an imbalance is introduced to measure the degree of imbalance between the two currents, which is defined as follows:
before rail break, the currents in the upper and lower rails are in equal and opposite directions, I2＝I1，β＝0；
At the point of rail break, I1＝0，I2Not equal to 0, the degree of unbalance β is 100%; in other positions, β is a number between 0 and 100%.
(2) At the grounding point of the track circuit, an earth current is generated.
In a grounding point, the imbalance of the steel rail is also reflected in the ground current of the grounding point. Under the balanced state, the current of the upper rail and the lower rail is symmetrical, and the grounding point grounding current is 0 according to kirchhoff's current law.
After rail break, the rail is in unbalanced state, and the current of upper and lower rails is no longer symmetrical, thus resulting in ground current in the grounding point, INIt is the difference between the upper and lower unbalanced current vectors on both sides, as shown in fig. 5.
At this time, the expression of the degree of unbalance of the grounding point position of the rail surface of the receiving end is as follows:
(3) and (3) judging the rail:
if the above 3 signal currents of the receiving end rail surface satisfy the following relationship, rail breakage can be judged.
Traction current imbalance determination method:
when the track circuit is in a normal shunt operating state, the two rails serving as signal conduction paths have power frequency traction currents, as shown in fig. 7, in this state, the two rails are in a symmetrical balance state to the traction currents, that is, at the same position, the traction currents in the upper and lower rails are in the same direction.
When the rail is in the broken state, the current path is cut off in one rail at the broken point, and the other rail still normally carries current, so that the states of the two rails are not symmetrical any more, as shown in fig. 8, and the characteristic of generating unbalance is represented as follows:
(1) the traction currents of the upper and lower steel rails are not equal in direction.
At the rail break point, the current flowing in the rail of the broken rail is zero, while the current still flows in the other rail, and similarly to the case of 6.1, an unbalance degree is introduced to measure the unbalance degree of the traction current in the two rails, which is defined as follows:
before rail break, the currents of the upper and lower rails are in the same direction, I2＝I1，
At the point of rail break, I1＝0，I2Not equal to 0, degree of unbalance
In other positions, is a number between 0 and 100%.
(2) At the grounding point of the track circuit, an earth current is generated.
At the grounding point, the imbalance of the steel rail is also reflected in the ground current of the grounding point, as shown in fig. 9. If the external steel rail is broken, and the current of the grounding central point is as follows: i isN＝I2+I1≠0
After rail break, the rail is in unbalanced state, and the current of upper and lower rails is no longer symmetrical, thus leading to wire current I1≠I2Earth current INJust is the sum of the unbalanced current vectors on the upper side and the lower side of the two sides, at the moment, the unbalanced degree expression of the grounding point position of the receiving end rail surface is as follows:
(3) and (3) judging the rail:
if the 3 traction currents of the grounding point of the receiving end rail surface satisfy the following relation, the rail breakage can be judged.
The scheme of the invention is realized as follows: signal and traction current imbalance comprehensive judgment method.
According to the first scheme: the lead wire signal current imbalance judgment method can judge broken rails, but the precision in acquisition is influenced by the traction current and harmonic waves, so that the judgment accuracy is greatly influenced;
according to the scheme II: the lead wire traction current imbalance judgment method can judge rail breakage, but when the traction current is small or no traction current exists, the method is invalid;
in order to improve the precision of judging rail break, therefore, the first scheme and the second scheme are integrated, a method of comprehensively judging imbalance of signal current and traction current is provided, and the realized principle is explained as follows:
(1) when the effective value of the rail surface current is less than 20A, the rail is considered to have no traction current, the first scheme is adopted to judge rail break, the frequency shift signal current is demodulated from a frequency domain, and when the unbalance degree beta of the signal current is more than 50%, the rail break is judged;
(2) when the effective value of the rail surface current is more than 20A, the traction current exists on the steel rail, the second scheme is adopted to judge the rail break, the 50Hz power frequency current is demodulated from the frequency domain, and when the power frequency current is not balanced, the unbalance degree is reached
If the value is more than 50%, the rail is judged to be broken.
The flow chart of the rail break logic process is shown in fig. 15:
the invention has the advantages that:
the novel track circuit broken rail inspection is used for inspecting broken rails through a current detection method, meanwhile, the limitation on interval intervals and station inner blocking is not required for guaranteeing the broken rail inspection of the track circuit, and the adaptability of the track circuit to the external environment is improved.
The key points of the invention are as follows:
on the premise of detecting rail break without an external excitation source, a novel rail break detection technology-a signal and traction current imbalance comprehensive judgment method is provided based on a rail circuit system: in order to ensure the accuracy of judging the rail breaking state, when the sensor detects that the steel rail has traction current, the unbalance degree of the traction current is adopted to judge the rail breaking. And if no traction current is detected, judging the unbalance degree by adopting the frequency shift signal current of the steel rail.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, the system or system embodiments are substantially similar to the method embodiments and therefore are described in a relatively simple manner, and reference may be made to some of the descriptions of the method embodiments for related points. The above-described system and system embodiments are only illustrative, wherein the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A rail break inspection method is characterized by comprising the following steps:
acquiring current signals of an upper steel rail and a lower steel rail, and calculating the current unbalance degree of the upper steel rail and the lower steel rail;
judging whether the current unbalance is greater than a preset value or not; if yes, the rail is determined to be broken.
2. The method for detecting rail break according to claim 1, wherein the obtaining current signals of an upper rail and a lower rail and calculating the current imbalance of the two rails comprises:
obtaining the frequency shift signal current I of the upper and lower steel rails1、I2；
Based on the I1And said I2And calculating a value of the current imbalance beta, wherein,
3. the method for detecting rail break according to claim 1, wherein the obtaining current signals of an upper rail and a lower rail and calculating the current imbalance of the two rails comprises:
obtaining power frequency traction current I of upper and lower steel rails1、I2；
Based on the I1And said I2Calculating the degree of current imbalance
The value of (a), wherein,
4. the rail break inspection method according to claim 1, further comprising, before acquiring the current signals of the upper and lower rails:
detecting whether traction current exists in an upper steel rail and a lower steel rail or not;
the current signals of the upper steel rail and the lower steel rail are obtained, and the method comprises the following steps:
if the traction current exists in the steel rail, acquiring the power frequency traction current of the steel rail;
and if the steel rail has no traction current, acquiring the frequency shift signal current of the steel rail.
5. The method of claim 4, wherein the detecting whether the rail has a traction current comprises:
detecting whether the effective value of the rail surface current of the steel rail is less than 20A or not;
if the effective value of the rail surface current is less than 20A, the rail is considered to have no traction current;
and if the effective value of the rail surface current is not less than 20A, the rail is considered to have traction current.
6. The rail break inspection method according to claim 1, wherein the preset value is 50%.
7. The rail break detection method according to claim 1, wherein after determining whether the current imbalance is greater than a predetermined value, the method further comprises:
if not, the steel rail is judged to be in a normal adjusting working state.
8. A broken rail inspection system, comprising:
the calculating module is used for acquiring current signals of the upper steel rail and the lower steel rail and calculating the current unbalance degree of the upper steel rail and the lower steel rail;
the judging module is used for judging whether the current unbalance is greater than a preset value or not; if yes, the rail is determined to be broken.
9. The broken rail inspection system of claim 8, wherein the computing module comprises:
an acquisition unit for acquiring power frequency traction current I of the upper and lower steel rails1、I2；
A computing unit for calculating based on the I1And said I2Calculating the degree of current imbalance
The value of (a), wherein,
10. the broken rail inspection system of claim 8, further comprising:
and the inspection module is used for detecting whether traction current exists in the upper steel rail and the lower steel rail.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110430301.8A CN113125510A (en) | 2021-04-21 | 2021-04-21 | Broken rail inspection method and system |
| PCT/CN2021/126018 WO2022222400A1 (en) | 2021-04-21 | 2021-10-25 | Rail breakage checking method and system |
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| CN202110430301.8A CN113125510A (en) | 2021-04-21 | 2021-04-21 | Broken rail inspection method and system |
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| WO (1) | WO2022222400A1 (en) |
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|---|---|---|---|---|
| WO2022222400A1 (en) * | 2021-04-21 | 2022-10-27 | 北京铁路信号有限公司 | Rail breakage checking method and system |
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