KR101001712B1 - Detecting apparatus and the method of rail damage position - Google Patents

Abstract

The present invention relates to an apparatus and method for locating a cut in a rail; A first ground for measuring a passing time and a passing speed of the train, and a first current for measuring each current flowing in a return line for returning the tram line current to the overhead line in the middle of the first and second rails where the train moves; When the passing time and the passing speed of the train inputted from the ground person and the second current sensing means are input, the train is compared at the time when the current is not detected by comparing whether the current is measured through the first and second current sensing means. A broken position detecting device of a rail comprising a rail broken position detecting means for calculating a distance from a ground person to a rail broken point by using a passing time and a passing speed and an elapsed time of the; A first step of receiving, when the train moves the first and second rails, the passing time and the passing speed information of the train from the ground grounder; A second step of counting an elapsed time by driving a timer when the passing time and the passing speed are input; A third step of counting the elapsed time and monitoring a current flowing to the return line through the first and second rails; A fourth step of stopping driving of the timer if a current is not detected while checking the current through the third step; And a fifth step of calculating a distance from the ground person to the rail break point by using the passing time and passing speed of the ground person and the elapsed time of the timer after the fourth step. to provide.

According to the present invention, it is not necessary for the signal security officer to be directly put into the track to check the break point of the rail, and it is possible to quickly grasp the broken position of the rail which is difficult to visually check when the rail is broken, so that the maintenance can be performed quickly. There is an advantage.

Rail, broken position, return

Description

Detecting apparatus and the method of rail damage position

1 is a configuration diagram of a general catenary and track circuit,

2 is a diagram illustrating the flow of the catenary current during the operation of a general train;

3 is a view showing the flow of the catenary current in the state that the rail is normal,

4 is a view showing the flow of the catenary current in the state that the rail is broken;

5 is a configuration diagram of a broken position detecting device for a rail according to the present invention;

6 is a detailed configuration diagram of a broken position detecting device for a rail according to the present invention;

7 is a view showing a normal state in which the rail is not broken according to the present invention,

8 is a diagram illustrating a case where a train does not pass through a break point in a state where a rail break occurs according to the present invention;

9 is a diagram illustrating a case where a train passes through a break point in a state where a rail break occurs according to the present invention;

10 is a control flowchart for identifying the cutoff position of the rail according to the present invention.

*** Explanation of symbols for main parts of drawing ***

100: train 110: first rail

112: second rail 120: overhead line

130: return 140: ground man

150: first current sensing means 152: second current sensing means

160: rail cutting position detection means 161: timer

162: comparison operation unit 164: information sending unit

200: Machine room P: Rail breaking point

The present invention relates to a device for detecting a broken position of a rail and a method thereof, and more particularly, to a broken position detecting device for a rail capable of determining whether a rail is broken by measuring and comparing current values flowing in both rails at an input terminal of a return line. It is about a method.

In general, train tracks are equipped with a catenary system for supplying the starting power required for the train to operate and a signal system for operating the train safely and efficiently.

At this time, the signal equipment is a track circuit, which uses a rail in which the electric current of the tramline flows as a part of the electric circuit, and detects the presence of the train by shorting or opening the electric circuit by the axle of the train and operating the train. It will be able to transmit the necessary information from the ground to the vehicle. At this time, the track circuit is divided into various ways such as AC, DC, impulse, audio frequency and code according to the power source used.

On the other hand, the track circuit is the main function of the detection and control of the train, it is also very important to detect the loss of the rail in advance to promote the safe operation of the train.

Referring to FIG. 1, the track circuit is configured to be about 1 km, and a special facility called an impedance bond 10 is installed in the middle of the first and second rails 20 and 22 and flows through the tram line 30. The flow of the catenary current divides the signal section at regular intervals without interrupting it.

On the other hand, a return line 50 is provided for returning the tramline current passing through the first and second rails 20 and 22 to the processing branch line 40 at regular intervals (orbital circuit interval).

Accordingly, as shown in FIG. 2, when the train 1 occupies a part of the track circuit due to the configuration of the track circuit, the tramline current is the tram line 30, the first and second rails 20 and 22. , The retrace 50, the processing branch line 40 flows sequentially.

In this case, in a steady state in which the first and second rails 20 and 22 are not shorted, as shown in FIG. 3, the catenary current flowing through each of the first and second rails 20 and 22 has the same value. To have.

On the other hand, for example, when the first rail 20, which is one of the rails, is shorted, the catenary current value may flow to the second rail 22, which is the other rail, as shown in FIG.

In this case, the balance of the chariot line current of the impedance bond 10 due to the unbalance of the chariot line current affects the signal current of the trajectory circuit, thereby causing the trajectory relay (not shown) to fall.

Therefore, entering the train is not allowed by detecting the loss of the first or second rails 20 and 22 in the track circuit.

Nevertheless, when one of the rails is disconnected, it is possible to determine the rail loss of the corresponding section, but it is difficult to determine exactly where the loss occurred.

Therefore, at present, a signal security officer is put into the track circuit section of about 1km, so that visual inspection of the rail breakage and abnormal conditions is performed by the naked eye. The recovery of the situation is not made.

In particular, when the track circuit is not used, such as a wireless train control system, it is difficult to accurately detect whether the rail is broken, and it is more difficult to grasp the location of the broken rail.

Therefore, the present invention is to solve these problems, the present invention is processed for the feedback of the conventional line current in order to enable rapid maintenance by quickly grasp the broken position of the rail difficult to visually check when the rail is broken. It is an object of the present invention to provide an apparatus and a method for locating a rail where the rail is broken by measuring a current flowing through the rail at a return line connected to a branch line at a predetermined interval.

The present invention for achieving the above object relates to a broken position detecting device of the rail;

A grounder for measuring the passing time and passing speed of the train; First and second current sensing means for measuring respective current values flowing in the return line for returning the tram line current to the overhead line in the middle of the first and second rails where the train moves; When the passing time and the passing speed of the train inputted from the ground person are input, the passing time and the passing speed of the train are compared with the current measured through the first and second current sensing means at the time when the current is not detected. Characterized in that it comprises a; rail cutting position detection means for calculating the distance from the ground to the rail breaking point using the elapsed time.

At this time, the first current detecting means is made of a current measuring sensor which is installed on the return line to measure the current returning to the return line from the first rail; The second current detecting means is installed on the return line is characterized in that the current measuring sensor for measuring the current returned to the return line from the second rail.

On the other hand, the rail cutting position detection means; Timer counting the elapsed time when the train passing time and the passing speed information is input from the ground person, and monitoring the presence or absence of current sensing through the first or second current sensing means, and the current in the first or second current sensing means. If is not detected, characterized in that it comprises a comparison operation unit for calculating the distance from the ground to the rail break point using the elapsed time of the timer.

At this time, the information transmitting unit for transmitting the distance information from the ground to the rail break point calculated by the comparison operation unit is characterized in that it further comprises.

On the other hand, the information transmitting unit is composed of a wireless transmitter for wirelessly transmitting the distance information from the ground to the rail breaking point to the equipment room, the equipment room is the distance information from the ground to the rail breaking point wirelessly transmitted through the wireless transmitter Characterized in that the radio receiver for receiving the.

In addition, the present invention relates to a method for determining the location of a cut in a rail;

A first step of receiving, when the train moves the first and second rails, the passing time and the passing speed information of the train from the ground grounder; A second step of counting an elapsed time by driving a timer when the passing time and the passing speed are input; A third step of counting the elapsed time and monitoring a current flowing to the return line through the first and second rails; A fourth step of stopping driving of the timer if a current is not detected while checking the current through the third step; And after the fourth step, a fifth step of calculating a distance from the grounder to the rail break point using the passing time and passing speed of the ground and the elapsed time of the timer.

At this time, after the fifth step, a sixth step of transmitting the distance information from the calculated ground to the rail break point to the equipment room; characterized in that it further comprises.

Hereinafter, the characteristics of the rail according to the present invention will be understood by the embodiments described in detail with reference to the accompanying drawings and the method for determining the location of the rail.

At this time, Figure 5 is a block diagram of the cut position detecting device of the rail according to the present invention, Figure 6 is a detailed configuration diagram of the cut position detecting device of the rail according to the present invention, Figure 7 is a cut of the rail according to the invention 8 is a view showing a normal state that does not occur, Figure 8 is a view showing a case in which the train does not pass through the break point in the state where the rail break according to the present invention, Figure 9 is a break of the rail according to the invention FIG. 10 is a diagram illustrating a case where a train passes through a break point in a state where it occurs, and FIG. 10 is a control flowchart for identifying a break position of a rail according to the present invention.

First, according to FIGS. 5 and 6, a retrace 130 is provided at a predetermined interval in the middle of the first and second rails 110 and 112 through which the train 100 moves to return the tramline current to the overhead processing line 120. .

The installation of such a return 130 serves to divide the signal section at regular intervals.

At this time, the device for determining the location of the rail according to the present invention is a grounder 140 for measuring the passing time and the passing speed of the train 100, and flows from the first and second rails 110 and 112 to the retrace 130. First and second current sensing means 150 and 152 for measuring current, respectively, and when the passing time and the passing speed of the train 100 input from the ground person 140 are input, the first and second current sensing means ( Comparing whether the current is measured through 150, 152 to calculate the distance from the grounder 140 to the rail break point using the passing time and passing speed and elapsed time of the train 100 at the time when the current is not detected Rail cutting position detection means 160 is configured.

Hereinafter, the configuration of the cut position detecting device of the rail according to the present invention will be described in more detail.

First, the grounder 140 is installed on the ground to measure the train passing time and passing speed when the train 100 passes, and is transmitted to the rail cutting position detection means 160 to determine the location of the cutting loss It becomes basic information.

Next, the first current detecting means 150 is installed on the retrace 130 to measure a current measuring sensor known from the first rail 110 to return to the retrace 130. I use it.

In addition, the second current detecting means 152 uses the same current measuring sensor as the first current detecting means 150 and measures the current returned from the second rail 112 to the retrace 130. .

Next, the rail cutting position detecting means 160 includes a timer 161 for counting the elapsed time when the train passing time and the passing speed information are input from the ground person 140 and the first or second current detecting means ( If the current is not sensed by monitoring the presence or absence of current sensing through the 150 and 152, the rail is broken from the ground person 140 using the elapsed time of the timer 161. Comparative operation unit 162 for calculating the distance to the point, and information transmission unit for transmitting the distance information from the ground person 140 calculated by the comparison operation unit 162 to the rail break point to the ground equipment room 200 ( 164).

At this time, the comparison operation unit 162 compares the presence or absence of current sensing through the first and second current sensing means 150 and 152 when the train passing time and the passing speed information are input from the ground person 140.

That is, for example, when no current is detected from any one of the current sensing means 150 and 152, the comparison operation unit 162 uses the elapsed time of the timer 161 until the time when the current is not detected. By using the passing speed to calculate the moving distance from the grounder 140, it is possible to determine the distance from the grounder 140 to the rail break point.

On the other hand, the information transmitting unit 164 is composed of a wireless transmitter 164a for wirelessly transmitting the distance information from the ground person 140 to the rail break point to the remote device room 200.

Of course, the device room 200 is also provided with a wireless receiver 200a for receiving the distance information from the paper box 140, which is wirelessly transmitted through the wireless transmitter 164a to the rail break point (P).

In this case, when no break occurs in the first or second rails 110 and 112, the amount of current flowing through the first and second rails 110 and 112 becomes the same, and thus, the first and second current sensing means. There is no unbalance between the current values measured through 150 and 152, and the track circuit operates normally so that the track relay does not fall.

Therefore, the problem does not occur when the current flowing in the return line is the same even in a section without a track circuit such as a train control system using wireless.

On the other hand, as shown in FIG. 8, for example, when a break occurs at a specific position of the first rail 110, the track circuit may not operate normally due to the catenary current unbalance, and the track relay falls.

However, even when a break occurs in this way, when the train 100 does not pass through the rail break point P, the first and second current sensing means 150 and 152 in the retrace 130 still have the same current. Flow.

In this case, the first or second rail (110, 112) is broken and can not operate the train 100, but if such a rail break is a small crack due to aging, train operation to determine the rail break position can do.

Therefore, even in a section without a track circuit, such as a train control system using wireless, the current flowing through the retrace 130 is the same, so that the train continues to track the rail breakage position.

In addition, as shown in FIG. 9, for example, when a break occurs at a specific position of the first rail 110, the track circuit may not operate normally due to the catenary current unbalance, and the track relay falls.

In addition, when passing through the break point P of the first rail 110, no current flows through the first current sensing means 150 in the retrace line 130, and amplified by the second current sensing means 152. Current flows

In this case, when the first or second rails 110 and 112 are broken, the train 100 may not be operated. However, when the first or second rails 110 and 112 are broken due to aging, the rail is broken. I think you can run a train for that.

Therefore, since the change in the current flowing through the retrace line 130 can be checked even in a section without a track circuit such as a train control system using wireless, the rail breakage position can be confirmed.

Hereinafter, the process of determining the cut position of the rail according to the present invention will be described in detail with reference to FIGS. 5 to 10.

In the case of normal operation, most of the rail breaks are caused by small cracks, so the test train 100 is allowed to pass. Therefore, the test train 100 is placed at the point at which the track relay (not shown) fell due to the rail break. Pass at constant speed.

When the train 100 moves the first rail 110 and the second rail 112, the grounder 140 installed on the ground measures the passing time and passing speed of the train 100, and the measured passing time and The passing speed is input to the comparison operation unit 162 of the rail cutting position detecting means 160 (S100).

When the passing time and the passing speed are input through the step S100, the timer 161 is simultaneously driven to count the elapsed time.

The elapsed time is counted through the step S102, and the retrace 130 is provided through the first rail 110 and the second rail 112 from the first and second current sensing means 150 and 152 installed in the retrace 130. The current flowing in is measured through the first and second current sensing means 150 and 152. (S104)

The current measured by the first and second current sensing means 150 and 152 through the step S104 is input to the comparison operation unit 162 of the rail cutting position detecting means 160 to monitor whether the current is continuously measured. (S106)

In step S106, the current is continuously checked through the first and second current sensing means 150 and 152, and if the current is not detected by the first or second current sensing means 150 and 152, the timer 161 is driven. It stops (S108).

After the step (S108), the comparison operation unit 162 is a rail break point (P) from the grounder 140 by using the passing time and the passing speed of the grounder 140 and the elapsed time of the timer 161. To calculate the distance to (S110).

Then, the device room 200 through the information transmitting unit 164 of the rail cut position determining means 160 for the distance information from the ground person 140 calculated through the step (S110) to the rail cut point (P). By transmitting to the radio receiver 200a of the, it is possible to quickly grasp the position of the loss of the rail in the equipment room 200 to perform a recovery operation and the like quickly (S112).

Although the preferred embodiment of the present invention has been described above, the scope of the present invention is not limited thereto, and the scope of the present invention extends to the scope of the present invention to be substantially equivalent to the embodiment of the present invention. Various modifications can be made by those skilled in the art without departing from the scope of the present invention.

As described above, according to the present invention, the signal security officer does not need to be directly put into the track to check the broken point of the rail, and it is possible to quickly grasp the broken position of the rail, which is difficult to visually check when the rail is broken, so that it can be quickly maintained. There is an advantage to repair.

In addition, it can be applied even in the section where the track circuit is not installed, it is possible to accelerate the practical use of the radio type train control system to reduce the ground equipment, there is an advantage that makes it easier to maintain the signal equipment.

Claims (8)

A grounder for measuring the passing time and passing speed of the train; The first and second rails on which the train moves are connected with a return line for returning the tram line current to the overhead line, and the first and second rails for measuring respective current values flowing from the first and second rails to the return line. Current sensing means; When the passing time and the passing speed of the train inputted from the ground person are input, the passing time and the passing speed of the train are compared with the current measured through the first and second current sensing means at the time when the current is not detected. And a rail cutting position determining means for calculating the distance from the ground person to the rail breaking point using the elapsed time. The rail cutting position detecting means; Timer counting the elapsed time when the train passing time and the passing speed information is input from the ground person, and monitoring the presence or absence of current sensing through the first or second current sensing means, and the current in the first or second current sensing means. Is not detected by the comparison operation unit for calculating the distance from the ground to the rail break point using the elapsed time of the timer, characterized in that the broken position detecting device of the rail. A grounder for measuring the passing time and passing speed of the train; The first and second rails to which the train moves are connected to a return line for returning the tram line current to the overhead line, and is provided on the return line and made of a current measuring sensor for measuring the current returned to the return line from the first rail. Second current sensing means comprising: a first current sensing means and a current measuring sensor provided on the retrace to measure a current returned from the second rail to the retrace; When the passing time and the passing speed of the train inputted from the ground person are input, the passing time and the passing speed of the train are compared with the current measured through the first and second current sensing means at the time when the current is not detected. And a rail cut position detecting means for calculating a distance from a ground person to a rail cut point using an elapsed time. delete The method of claim 1, And a data transmitting unit for transmitting the distance information from the grounder calculated by the comparison operation unit to the rail breaking point to the equipment room. The method of claim 4, wherein And the information transmitting unit comprises a wireless transmitter for wirelessly transmitting distance information from the ground person to the rail breaking point to the equipment room. The method of claim 5, And the equipment room is provided with a radio receiver for receiving distance information from a grounded person that is wirelessly transmitted through the radio transmitter to a rail break point. A first step of receiving, when the train moves the first and second rails, the passing time and the passing speed information of the train from the ground grounder; A second step of counting an elapsed time by driving a timer when the passing time and the passing speed are input; A third step of counting the elapsed time and monitoring a current flowing to the return line through the first and second rails; A fourth step of stopping driving of the timer if a current is not detected while checking the current through the third step; After the fourth step, a fifth step of calculating a distance from the ground person to the rail break point using the passing time and passing speed of the ground and the elapsed time of the timer; Location method. The method of claim 7, wherein And a sixth step of transmitting the calculated distance information from the calculated grounder to the rail breakage point to the machine room after the fifth step.

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