CN211519525U - Urban rail transit rail break monitoring system - Google Patents
Urban rail transit rail break monitoring system Download PDFInfo
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- CN211519525U CN211519525U CN201921738770.0U CN201921738770U CN211519525U CN 211519525 U CN211519525 U CN 211519525U CN 201921738770 U CN201921738770 U CN 201921738770U CN 211519525 U CN211519525 U CN 211519525U
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Abstract
The utility model discloses an urban rail transit rail break monitoring system, which comprises at least one acquisition terminal and a server, wherein the server is respectively connected with each acquisition terminal; each acquisition terminal is divided into at least one group, each group comprises at least one acquisition terminal, each group of acquisition terminals comprises at least one sending terminal and at least one acquisition terminal, each acquisition terminal transmits power to a corresponding steel rail monitoring sub-interval and acquires load power, and the load power is transmitted to the corresponding sending terminal in a carrier mode by taking a power line as a carrier; the sending terminal receives the set data and sends the data to the server; the server comprises a rail break judging module used for judging whether rail break points exist in each steel rail monitoring sub-interval of each steel rail monitoring interval according to data sent by each sending terminal. The utility model provides an urban rail transit rail break monitoring system, the data that can real-time reception acquisition terminal gathered provides the condition for whether there is the rail break condition in real-time supervision urban subway rail.
Description
Technical Field
The utility model belongs to the technical field of the track traffic monitoring, a rail monitoring system is related to, especially relate to an urban rail transit rail break monitoring system.
Background
With the adoption of the CBTC system in urban rail transit, a rail circuit is not used any more, and the research on a real-time rail-breaking detection method in the future becomes more important and urgent. At present, the methods mainly adopted at home and abroad are as follows: the method comprises a traction reflux real-time rail break detection method, a quasi-rail circuit real-time rail break detection method, an optical fiber real-time rail break detection method, a stress real-time rail break detection method, a sound wave real-time rail break detection method and the like.
Performance comparison table for various real-time rail break detection methods
Because the running density of the urban rail transit train is far greater than that of the state railway, the time for the state railway to run the train again in a semi-automatic block interval needing rail break monitoring is at least more than 6 minutes, and the time between two trains in the busiest urban rail transit time interval is within 2 minutes. This cannot be achieved by using a method in which one interval is used as a monitoring unit, and the collected track bed data is not enough to ensure that the false alarm is not generated. The conventional common rail breakage detection mode cannot meet the detection requirement of the urban rail on rail breakage.
In view of the above, there is an urgent need to design a new rail break detection method to overcome the above-mentioned defects of the existing detection method.
SUMMERY OF THE UTILITY MODEL
The utility model provides a broken rail monitoring system of urban rail transit rail, the data that can real-time reception acquisition terminal gathered provides the condition for whether there is the broken rail condition in real-time supervision urban subway rail.
For solving the technical problem, according to the utility model discloses an aspect adopts following technical scheme:
the utility model provides an urban rail transit rail break monitoring system, rail break monitoring system includes: the system comprises at least one acquisition terminal and a server, wherein the server is respectively connected with the acquisition terminals;
dividing the steel rail to be monitored into at least one steel rail monitoring interval, wherein each steel rail monitoring interval comprises at least two steel rail monitoring sub-intervals, and each steel rail monitoring sub-interval forms a loop and is used as a load; each steel rail monitoring interval is distributed with at least one acquisition terminal, and each acquisition terminal is arranged in the corresponding steel rail monitoring sub-interval and is used for monitoring whether a rail breaking point exists in the corresponding steel rail monitoring sub-interval or not;
each acquisition terminal is divided into at least one group, each group comprises at least one acquisition terminal, each group of acquisition terminals comprises at least one sending terminal, each acquisition terminal transmits power to a corresponding steel rail monitoring sub-interval, collects load power and transmits the load power to the corresponding sending terminal in a carrier mode by taking a power line as a carrier; the sending terminal receives the set data and sends the data to the server;
the sending terminal comprises a communication module used for communicating with the server; the sending terminal communicates with the server directly or through a data transceiver terminal.
As an implementation manner of the present invention, the collection terminal includes a power circuit, a constant current source circuit, a controller, a power line carrier circuit, a rail transmission power control circuit, and a power collection circuit; the controller is respectively connected with the power line carrier circuit, the steel rail transmission power circuit and the power acquisition circuit, the power supply circuit respectively provides electric energy for the constant current source circuit, the controller, the power line carrier circuit, the steel rail transmission power circuit and the power acquisition circuit, and a power line is connected between the power supply circuit and the power line carrier circuit;
the constant current source circuit is connected with the steel rail transmission power control circuit, the constant current source circuit is used for outputting current in a set range, the steel rail transmission power control circuit is connected with the corresponding steel rail monitoring sub-interval and is used for controlling the current output by the constant current source circuit to be transmitted to the steel rail monitoring sub-interval; the constant current source circuit is also used for acquiring the power of a set steel rail monitoring subinterval, and when the power in the steel rail monitoring subinterval is greater than a set threshold value, the constant current source circuit is switched off for a set time and then outputs a set low current;
the power acquisition circuit is connected with the steel rail transmission power control circuit and used for acquiring transmission power in real time, and performing data interaction on the acquired transmission power and the sending terminal in a power line carrier mode at set cycle intervals through the power line carrier circuit to transmit information data of the power acquisition circuit.
As an embodiment of the utility model, if the data that collecting terminal sent can not be set for in the settlement time to the sending terminal, broken rail judgement module judges that this collecting terminal has the trouble.
As an embodiment of the utility model, if data grow that collecting terminal sent is set for in the receiving of sending terminal is many times, broken rail judgement module judges that there is the train to pass through.
As an implementation of the present invention, each group of collection terminals is connected through a power line; and each steel rail monitoring sub-interval of each steel rail monitoring interval forms a loop through a short circuit line.
As an embodiment of the present invention, the rail transmission power control circuit includes a PWM control circuit for generating a setting signal for the rail; the acquisition terminal generates 500 HZ-10 KHZ signals to the steel rail through the PWM control circuit and outputs the signals to the steel rail.
As an implementation manner of the present invention, the communication module includes a 485 communication module, the sending terminal communicates with each of the collecting terminals once in a cycle period, and the power data collected by the collecting terminals is sent to the data transceiver terminal through the 485 communication module and then uploaded to the server; and the sending terminal synchronously or autonomously collects the power of the sending terminal and sends the power to the server.
As an implementation mode of the utility model, a short circuit line is arranged every 10-1000 m along the steel rail, and the steel rail is divided into a plurality of independent closed sections with the length of 10-1000 m; the acquisition terminal and the sending terminal are respectively arranged at the central position of each interval; the acquisition terminal carries out data transmission with the sending terminal through the power line carrier, and the sending terminal sends the received acquisition terminal data to the data receiving and sending terminal and sends the data to the server through the data receiving and sending terminal.
The beneficial effects of the utility model reside in that: the utility model provides an urban rail transit rail break monitoring system, the data that can real-time reception acquisition terminal gathered provides the condition for whether there is the rail break condition in real-time supervision urban subway rail. The utility model discloses an among the embodiment, but monitoring system real-time supervision city subway rail has the broken rail condition, and the real-time strong, the reliability is high.
Drawings
Fig. 1 is the utility model discloses an embodiment in the broken rail monitoring system's of urban rail transit rail composition schematic diagram.
Fig. 2 is the utility model discloses an embodiment in the broken rail monitoring system's of urban rail transit rail composition schematic diagram.
Fig. 3 is a schematic diagram of the components of the acquisition terminal according to an embodiment of the present invention.
Fig. 4 is a schematic diagram of a transmitting terminal according to an embodiment of the present invention.
Fig. 5 is a schematic view of a normal steel rail according to an embodiment of the present invention.
Fig. 6 is a schematic view of a broken rail of a steel rail according to an embodiment of the present invention.
Fig. 7 is a schematic circuit diagram of a PWM control circuit according to an embodiment of the present invention.
Fig. 8 is a schematic circuit diagram of a constant current source circuit according to an embodiment of the present invention.
Fig. 9 is a schematic circuit diagram of a power acquisition circuit according to an embodiment of the present invention.
Fig. 10 is a circuit diagram of a controller according to an embodiment of the present invention.
Detailed Description
The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
For further understanding of the present invention, preferred embodiments of the present invention will be described below with reference to examples, but it should be understood that these descriptions are only for the purpose of further illustrating the features and advantages of the present invention, and are not intended to limit the claims of the present invention.
The description in this section is for exemplary embodiments only, and the present invention is not limited to the scope of the embodiments described. The same or similar prior art means and some technical features of the embodiments are mutually replaced and are also within the scope of the description and the protection of the invention.
In the specification, the connection may be a direct connection or an indirect connection through other components. The former acquisition terminal refers to the preceding acquisition terminal (i-1 st acquisition terminal) of the current acquisition terminal (i-th acquisition terminal) among the plurality of acquisition terminals arranged in the set order, and the former acquisition terminal refers to the preceding two acquisition terminals (i-2 nd acquisition terminals) of the current acquisition terminal (i-th acquisition terminal) among the plurality of acquisition terminals arranged in the set order.
The utility model discloses an urban rail transit rail break monitoring system, and fig. 1 and 2 are schematic diagrams of the urban rail transit rail break monitoring system in an embodiment of the utility model; referring to fig. 1 and 2, in an embodiment of the present invention, the rail breakage monitoring system includes: the system comprises at least one acquisition terminal 3 and a server 1, wherein the server 1 is respectively connected with the acquisition terminals 3.
Dividing the steel rail to be monitored into at least one steel rail monitoring interval, wherein each steel rail monitoring interval comprises at least two steel rail monitoring sub-intervals, and each steel rail monitoring sub-interval forms a loop and is used as a load; each steel rail monitoring interval is distributed with at least one acquisition terminal 3, and each acquisition terminal 3 is arranged in the corresponding steel rail monitoring sub-interval and is used for monitoring whether a rail break point exists in the corresponding steel rail monitoring sub-interval.
Each acquisition terminal 3 is divided into at least one group, each group comprises at least one acquisition terminal 3, each group of acquisition terminals 3 comprises at least one sending terminal 5, each acquisition terminal 3 transmits power to a corresponding steel rail monitoring sub-interval and acquires load power, and the load power is transmitted to the corresponding sending terminal 3 in a carrier mode by taking a power line 7 as a carrier; the transmitting terminal 5 receives the setting data and transmits the data to the server 1.
Fig. 3 is a schematic diagram of the acquisition terminal according to an embodiment of the present invention; referring to fig. 3, in an embodiment of the present invention, the collecting terminal 3 includes a power circuit 301, a constant current source circuit 302, a controller 303, a power line carrier circuit 304, a steel rail transmission power control circuit 305, and a power collecting circuit 306; the controller 303 is respectively connected with the power line carrier circuit 304, the steel rail transmission power circuit 305 and the power acquisition circuit 306, the power supply circuit 301 respectively provides electric energy for the constant current source circuit 302, the controller 303, the power line carrier circuit 304, the steel rail transmission power circuit 305 and the power acquisition circuit 306, and a power line 7 is connected between the power supply circuit 301 and the power line carrier circuit 304.
The constant current source circuit 302 is connected with a steel rail transmission power control circuit 305, and the constant current source circuit 302 is used for outputting a current within a set range; the steel rail transmission power control circuit 305 is connected to the corresponding steel rail monitoring sub-section, and is used for controlling the current output by the constant current source circuit to be transmitted to the steel rail monitoring sub-section. The constant current source circuit 302 is further configured to obtain power for setting a rail monitoring subinterval, and when the power in the rail monitoring subinterval is greater than a set threshold, the constant current source circuit 302 is turned off for a set time, and then outputs a set low current. In an embodiment of the present invention, the rail transmission power control circuit 305 includes a PWM control circuit for generating the setting signal for the rail.
The power acquisition circuit 306 is connected to the steel rail transmission power control circuit 305, acquires transmission power in real time, performs data interaction with other acquisition terminals 3 and the transmission terminal 5 through the power line carrier circuit 304 in a power line carrier manner at a set cycle interval, and transmits information data of itself.
In an embodiment of the present invention, the constant current source circuit 302 is connected to the controller 303, the controller 303 is connected to the power acquisition circuit 306, and the controller 303 acquires the power for setting the rail monitoring subinterval through the power acquisition circuit 306 and sends the power to the constant current source circuit 302; because the power of the set steel rail monitoring subinterval is obtained, when the power in the steel rail monitoring subinterval is greater than the set threshold, the constant current source circuit 302 is turned off for a set time (the turn-off time can be set according to requirements, such as several seconds, several milliseconds, or even microsecond), and then outputs a set low current. And the transmission power of the steel rail monitoring subinterval is greater than a set first threshold value, which indicates that a short circuit condition occurs, and outputs a set low current.
In an embodiment of the present invention, the sending terminal 5 includes a communication circuit 307 for communicating with a server; the transmitting terminal 5 communicates with the server 1 directly or through a data transceiving terminal. The transmitting terminal 5 may be one of each set of acquisition terminals 3, which may have the respective circuits of the acquisition terminals. In another embodiment of the present invention, the sending terminal 5 does not have a part or all of the circuits of the collecting terminal, and only receives and sends data.
The utility model discloses an in the application, server 1 includes disconnected rail judgement module for whether there is disconnected rail point between each rail monitoring subinterval of each rail monitoring interval according to the data judgement each transmitting terminal sent. If the data of the acquisition terminal sent by the sending terminal is in the set threshold interval, the broken rail judgment module judges that no broken rail point exists in the steel rail monitoring sub-interval corresponding to the acquisition terminal (as shown in fig. 5); if the data of the acquisition terminal sent by the sending terminal is not in the set threshold interval (usually, lower than the set second threshold) for the set number of times, the rail break determination module determines that a rail break point exists in the rail monitoring sub-interval corresponding to the acquisition terminal (as shown in fig. 6). The utility model discloses an in the embodiment, if data that 3 sending of collection terminal can not be set for in the settlement time to sending terminal 5, broken rail judgement module judges that this collection terminal has the trouble. The utility model discloses an in the embodiment, if data grow that transmission terminal received to set for acquisition terminal to send is many times, broken rail judgement module judges that there is the train to pass through.
The utility model discloses an in the embodiment, the data that acquisition terminal gathered are load power, are less than when load power and set for the second threshold value, then think that there is the broken rail point between the corresponding rail monitoring subinterval.
The utility model discloses an in the embodiment, disconnected rail judgement module utilizes the resonance principle to carry out disconnected rail and judges.
As shown in fig. 1 and 2, in an embodiment of the present invention, each group of collection terminals 3 is connected through a power line 7; and each steel rail monitoring sub-interval of each steel rail monitoring interval forms a loop through a short circuit line 9.
The utility model discloses an in the embodiment, collection terminal 3 produces 500HZ ~ 10KHZ signal output to the rail through PWM control circuit on, on sending terminal produced 500HZ ~ 10KHZ signal output to the rail through PWM control circuit.
As a part of the rail transmission power control circuit 305, the PWM control circuit includes a frequency selection circuit, a PWM push-pull circuit, and a coupling circuit. Fig. 7 is a schematic circuit diagram of a PWM control circuit according to an embodiment of the present invention; referring to fig. 7, in an embodiment of the present invention, the PWM control circuit is described with reference to fig. 7.
Fig. 8 is a schematic circuit diagram of a constant current source circuit according to an embodiment of the present invention; referring to fig. 8, in an embodiment of the present invention, a constant current source circuit as described in fig. 8 is adopted. As shown in fig. 8, the constant current source circuit further includes a transmission power amplifying circuit and a detection circuit. The constant current source circuit specifically includes a fourth chip a U4A, a sixth triode Q6, an eighth triode Q8, a seventh diode D7, a twelfth triode D10, a plurality of capacitors, and a plurality of resistors, and the specific connection relationship of each element can be referred to the description of fig. 4. Of course, the constant current source circuit is a technology which is relatively common in the art, and other circuit structures can be designed according to the function of the constant current source circuit in the invention.
Fig. 9 is a schematic circuit diagram of a power acquisition circuit according to an embodiment of the present invention; referring to fig. 9, in an embodiment of the present invention, a power collecting circuit as described in fig. 9 is adopted. As shown in fig. 9, the power collecting circuit includes a fourth B chip U4B, a ninth diode D9, a sixth capacitor C6 and a plurality of resistors, and the connection relationship of the elements can be seen in fig. 9.
Fig. 10 is a schematic circuit diagram of a controller according to an embodiment of the present invention; referring to fig. 10, in an embodiment of the present invention, the controller and the peripheral circuit shown in fig. 10 are used. In one embodiment, the controller chip is selected from the model of PIC18F45K 80.
The power line carrier circuit utilizes a power line carrier driving chip to realize power line carrier communication, and the technology belongs to the prior art in the field and is not a core improvement of the application, and is not described herein again.
The utility model discloses an in the embodiment, collection terminal work has three kinds of states: actively sending a data countdown state, a data information receiving state, collecting the power of the self and sending a data information state.
As an example, a first-time power-on autonomous transmission time point is set when the acquisition terminal is powered on, the time point is only counted down once and is not used any more later, when the first-time power-on autonomous transmission time counting down is finished, the acquisition terminal autonomously transmits data information once, and after the transmission is finished, the acquisition terminal formally enters an active data transmission counting down state; in the state, if the countdown is not reached, the acquisition terminal is basically in an idle state and is in a state of receiving information data of other acquisition terminals; under the condition that the data information of other acquisition terminals cannot be received, the acquisition terminal circularly transmits the data information of the acquisition terminal to other acquisition terminals and the transmission terminal at set intervals.
When the acquisition terminal is in an active data transmission countdown state, receiving data information of a previous acquisition terminal or the previous acquisition terminal, and enabling the acquisition terminal to enter a data information receiving state; in this state, the acquisition terminal receives the data information of the previous acquisition terminal or the previous acquisition terminal and does not store the data information in the buffer area, but the countdown time counter of the autonomous transmission data is changed according to the received data of the previous acquisition terminal or the previous acquisition terminal, so that the data is correspondingly sent in advance, namely, the data is sent immediately by the following acquisition terminal and the preceding acquisition terminal.
After a countdown counter for autonomously sending data is modified, entering a data information sending state when countdown is finished; and the acquisition terminal acquires the self sending level and stores the data in the corresponding buffer area in the state, and clears or sets the corresponding data bit according to the state, and the carrier module is started to send out the data information after finishing the data arrangement.
In an embodiment of the present invention, the communication module includes a 485 communication module, the sending terminal communicates with each of the collecting terminals once in a cycle period, and sends the power data collected by the collecting terminals to the data transceiver terminal through the 485 communication module and then uploads the power data to the server; and the sending terminal synchronously or autonomously collects the power of the sending terminal and sends the power to the server.
In an embodiment of the present invention, the center frequency of the power line carrier communication of the monitoring system may be 13.5K; of course other frequencies may be selected as the center frequency.
In an embodiment of the utility model, a short circuit line is arranged every 10-1000 m along the steel rail, and the steel rail is divided into a plurality of independent closed sections with the length of 10-1000 m; the acquisition terminal and the sending terminal are respectively arranged at the central position of each interval; the acquisition terminal carries out data transmission with the sending terminal through the power line carrier, and the sending terminal sends the received acquisition terminal data to the data receiving and sending terminal and sends the data to the server through the data receiving and sending terminal.
The utility model discloses still disclose an urban rail transit rail break monitoring method, monitoring method includes following step:
dividing a steel rail to be monitored into at least one steel rail monitoring interval, wherein each steel rail monitoring interval comprises at least two steel rail monitoring sub-intervals, and each steel rail monitoring sub-interval forms a loop and is used as a load; at least one acquisition terminal is distributed in each steel rail monitoring interval, and each acquisition terminal is arranged in a corresponding steel rail monitoring sub-interval;
each acquisition terminal transmits power to a corresponding steel rail monitoring sub-interval, acquires load power and transmits the load power to a corresponding sending terminal in a carrier mode by taking a power line as a carrier; the acquisition terminal outputs current in a set range through the constant current source circuit, the steel rail transmission power control circuit is connected with the corresponding steel rail monitoring sub-interval, and the current output by the constant current source circuit is controlled to be transmitted to the steel rail monitoring sub-interval; the constant current source circuit obtains the power of a set steel rail monitoring sub-interval, and when the power in the steel rail monitoring sub-interval is larger than a set first threshold value, the constant current source circuit is turned off for a set time, and then a set low current is output. In an embodiment of the present invention, the rail transmission power control circuit includes a PWM control circuit for generating a setting signal for the rail; the acquisition terminal generates 500 HZ-10 KHZ signals to the steel rail through the PWM control circuit and outputs the signals to the steel rail, and the transmission terminal generates 500 HZ-10 KHZ signals to the steel rail through the PWM control circuit and outputs the signals to the steel rail.
The power acquisition circuit is connected with the steel rail transmission power control circuit, acquires transmission power in real time, and carries out data interaction on the acquired transmission power and a sending terminal in a power line carrier mode at set cycle intervals through the power line carrier circuit to transmit information data of the power acquisition circuit;
the sending terminal receives the information data transmitted by the corresponding acquisition terminal of the group in a power line carrier mode through the power line carrier circuit; after receiving the data, sending the received information data transmitted by the group of acquisition terminals or/and the data acquired by the group of acquisition terminals to the server through a communication module, or sending the received information data and/or the data acquired by the group of acquisition terminals to the server through a data receiving and sending terminal;
the server judges whether rail break points exist in each steel rail monitoring sub-interval of each steel rail monitoring interval according to the data sent by each sending terminal; if the data of the acquisition terminal sent by the sending terminal is in a set threshold interval, judging that no rail break point exists in a steel rail monitoring sub-interval corresponding to the acquisition terminal; if the data of the acquisition terminal transmitted by the transmitting terminal is not in the set threshold interval (usually lower than the set second threshold) for the set times, judging that the rail monitoring sub-interval corresponding to the acquisition terminal has a rail break point.
To sum up, the utility model provides an urban rail transit rail break monitoring system, the data that can real-time reception acquisition terminal gathered provide the condition for whether there is the rail break condition in real-time supervision urban subway rail. The utility model discloses an among the embodiment, but monitoring system real-time supervision city subway rail has the broken rail condition, and the real-time strong, the reliability is high.
The utility model is used for urban rail transit rail break monitoring because urban rail transit is equipped with power and power line, is convenient for the utility model discloses directly utilize.
As a monitoring mode, a plurality of monitoring sections are arranged, each monitoring section is provided with a monitoring terminal, signals of front equipment are received through rear equipment, whether rail breakage exists or not is judged according to the strength of the signals, and the using effect is poor under the condition that only one section or two sections exist; in addition, if the rail break occurs in the front, the signal transmitted by the device in the rear is influenced to be received, so that the rail break in the rear cannot be monitored.
The scheme of the utility model adopts the modes of power transmission and power collection, monitoring intervals can be freely set as required, and each monitoring interval has no influence on each other, thereby improving the monitoring accuracy; and simultaneously, the utility model discloses a monitoring distance can freely be adjusted, and the suitability is stronger.
The description and applications of the present invention are illustrative and are not intended to limit the scope of the invention to the embodiments described above. Variations and modifications of the embodiments disclosed herein are possible, and alternative and equivalent various components of the embodiments will be apparent to those skilled in the art. It will be clear to those skilled in the art that the present invention may be embodied in other forms, structures, arrangements, proportions, and with other components, materials, and parts, without departing from the spirit or essential characteristics thereof. Other variations and modifications of the embodiments disclosed herein may be made without departing from the scope and spirit of the present invention.
Claims (6)
1. The utility model provides an urban rail transit rail break monitoring system which characterized in that, the rail break monitoring system includes: the system comprises at least one acquisition terminal and a server, wherein the server is respectively connected with the acquisition terminals;
dividing the steel rail to be monitored into at least one steel rail monitoring interval, wherein each steel rail monitoring interval comprises at least two steel rail monitoring sub-intervals, and each steel rail monitoring sub-interval forms a loop and is used as a load; each steel rail monitoring interval is distributed with at least one acquisition terminal, and each acquisition terminal is arranged in the corresponding steel rail monitoring sub-interval and is used for monitoring whether a rail breaking point exists in the corresponding steel rail monitoring sub-interval or not;
each acquisition terminal is divided into at least one group, each group comprises at least one acquisition terminal, each group of acquisition terminals comprises at least one sending terminal, each acquisition terminal transmits power to a corresponding steel rail monitoring sub-interval, collects load power and transmits the load power to the corresponding sending terminal in a carrier mode by taking a power line as a carrier; the sending terminal receives the set data and sends the data to the server;
the sending terminal comprises a communication module used for communicating with the server; the sending terminal communicates with the server directly or through a data transceiver terminal.
2. The urban rail transit steel rail broken rail monitoring system according to claim 1, characterized in that:
the acquisition terminal comprises a power supply circuit, a constant current source circuit, a controller, a power line carrier circuit, a steel rail transmission power control circuit and a power acquisition circuit; the controller is respectively connected with the power line carrier circuit, the steel rail transmission power circuit and the power acquisition circuit, the power supply circuit respectively provides electric energy for the constant current source circuit, the controller, the power line carrier circuit, the steel rail transmission power circuit and the power acquisition circuit, and a power line is connected between the power supply circuit and the power line carrier circuit;
the constant current source circuit is connected with the steel rail transmission power control circuit, the constant current source circuit is used for outputting current in a set range, the steel rail transmission power control circuit is connected with the corresponding steel rail monitoring sub-interval and is used for controlling the current output by the constant current source circuit to be transmitted to the steel rail monitoring sub-interval; the constant current source circuit is also used for acquiring the power of a set steel rail monitoring subinterval, and when the power in the steel rail monitoring subinterval is greater than a set threshold value, the constant current source circuit is switched off for a set time and then outputs a set low current;
the power acquisition circuit is connected with the steel rail transmission power control circuit and used for acquiring transmission power in real time, and performing data interaction on the acquired transmission power and the sending terminal in a power line carrier mode at set cycle intervals through the power line carrier circuit to transmit information data of the power acquisition circuit.
3. The urban rail transit steel rail broken rail monitoring system of claim 2, characterized in that:
the steel rail transmission power control circuit comprises a PWM control circuit used for generating a set signal for the steel rail; the acquisition terminal generates 500 HZ-10 KHZ signals to the steel rail through the PWM control circuit and outputs the signals to the steel rail.
4. The urban rail transit steel rail broken rail monitoring system according to claim 1, characterized in that:
each group of acquisition terminals is connected through a power line; and each steel rail monitoring sub-interval of each steel rail monitoring interval forms a loop through a short circuit line.
5. The urban rail transit steel rail broken rail monitoring system according to claim 1, characterized in that:
the communication module comprises a 485 communication module, the sending terminal is communicated with each acquisition terminal once in a cycle period, and power data acquired by the acquisition terminals are sent to the data receiving and sending terminal through the 485 communication module and then uploaded to the server; and the sending terminal synchronously or autonomously collects the power of the sending terminal and sends the power to the server.
6. The urban rail transit steel rail broken rail monitoring system according to claim 1, characterized in that:
the monitoring system comprises a plurality of short circuit lines, wherein one short circuit line is arranged every 10-1000 m along the steel rail, and the steel rail is divided into a plurality of independent closed sections with the lengths of 10-1000 m; the acquisition terminal and the sending terminal are respectively arranged at the central position of each interval; the acquisition terminal carries out data transmission with the sending terminal through the power line carrier, and the sending terminal sends the received acquisition terminal data to the data receiving and sending terminal and sends the data to the server through the data receiving and sending terminal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921738770.0U CN211519525U (en) | 2019-10-15 | 2019-10-15 | Urban rail transit rail break monitoring system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921738770.0U CN211519525U (en) | 2019-10-15 | 2019-10-15 | Urban rail transit rail break monitoring system |
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| Publication Number | Publication Date |
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| CN211519525U true CN211519525U (en) | 2020-09-18 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201921738770.0U Active CN211519525U (en) | 2019-10-15 | 2019-10-15 | Urban rail transit rail break monitoring system |
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