RU2240243C2 - Train integrity checking device - Google Patents

Abstract

FIELD: railway transport; signaling and communication.

SUBSTANCE: invention is designed to improved reliability of checking of train integrity. Proposed device has locomotive pneumoelectric transducer, train state display unit and actuating unit. Device is furnished additionally with tail pneumoelectric transducer connected with transmitter which is connected by receiver of tail pneumoelectric transducer with transducer information processing unit to other input of which output of locomotive pneumoelectric transducer is connected. Output of transducer information processing unit is connected with input of train state display unit, input of external communication unit and actuating unit.

EFFECT: improved reliability of checking of train integrity.

4 cl, 4 dwg

Description

Technical field

The invention relates to the field of automation and telemechanics in railway transport and is intended to increase the reliability of monitoring the integrity of rolling stock.

State of the art

The main sections of roads are equipped with interval regulation systems that ensure the safety of trains on the stage automatically. At the same time, there are inactive sections of roads on which, due to the low traffic intensity, the use of interval regulation systems based on the use of a large number of outdoor equipment is not practical.

These sections are usually equipped with a semi-automatic lock [1], the distinguishing features of which is that this system cannot continuously monitor the location of the train, the integrity of the rail threads and the integrity of the train during its movement along the stage. These circumstances are a serious obstacle to increasing the throughput of road sections equipped with semi-automatic blocking.

1) Known devices for checking the integrity of rolling stock, based on the account of the number of axles of passing trains. Information about the implementation of the method of counting the number of axes is presented on p. 140 [4]. Devices that implement the method of counting the axes of the rolling stock can be equipped with a primary sensor of various types. On p. 18 [4] describes the design of the pedal rail self-regulating subsidence. On p. 20 [4] presents a transformer-compensation pedal of the TKP type (used at marshalling yards). On p. 21 [4] presents a magnetoelectronic sensor like MED and a non-contact magnetic pedal like PBM-56.

The disadvantages of the integrity control devices of the rolling stock that implement the method of counting the number of axles of the rolling stock are the following:

1) the need to place outdoor equipment, pulling communication lines and power;

2) low noise immunity of the control system from false alarms as a result of exposure to floor monitoring sensors of objects dragging behind the rolling stock, rolling stock vibrations, etc .;

3) the formation of a signal of the integrity of the composition is possible only at certain hard-set points on the path;

4) a sharp increase in the number of outdoor equipment with an increase in the number of integrity checks of rolling stock;

5) information from this device is not used on-board equipment;

6) low information content of the devices used;

7) floor equipment may become the object of vandalism.

2) A device for monitoring the integrity of rolling stock is known, consisting of a passive sensor mounted on the tail of a formed train and an outdoor active sensor mounted at a track point. Information on the device is given on p. 140 [4]. An active sensor of the inductor type is used in the device (basic information about the principle of operation of the inductor is given on page 20 [4] in the section “inductive sensors”).

The main disadvantages of the device for monitoring the integrity of rolling stock, consisting of a passive sensor mounted on the tail of the formed train, and an outdoor active sensor mounted at a control point on the track, are as follows:

1) the inductor made of metal has a significant mass, which complicates the maintenance of trains;

2) low noise immunity of the control system from false positives as a result of exposure to floor monitoring sensors dragging behind the rolling stock of objects;

3) the lack of control of the wholeness during the movement of the train on sections of the route located between the points of integrity control of the rolling stock, due to the lack of information from the inductor in those places where there is no floor receiving equipment;

4) information from this sensor is not used by the on-board equipment, but is used only by the control room;

5) low information content of the devices used.

Currently, trains, especially freight ones, are poorly equipped with autonomous devices for checking the integrity of the train.

In passenger trains, integrity control is carried out through linear wires of the electro-pneumatic brake and along the brake line. In trucks - only by the presence of pressure in the brake line (pressure loss means a break) [2].

3) A device for monitoring the integrity of rolling stock is known, comprising a locomotive pneumoelectric sensor, a display unit for the status of the rolling stock, and an actuating unit. The pneumoelectric sensor is a housing divided into two cavities by means of a membrane partition, equipped with a membrane position monitoring unit in the form of a micro switch and a coil. One cavity of the sensor communicates with the channel for additional discharge of the main part of the air distributor, the other with the channel of the brake cylinder. The node displaying the status of the rolling stock is a signal lamp, and the actuating node is the relay contacts [3].

The disadvantages of this device for monitoring the integrity of rolling stock are:

1) low information capacity;

2) lack of additional diagnostic functions;

3) control of the integrity of the composition from only one end of the brake line does not ensure traffic safety, as there may be situations when a break in the brake line when releasing the tail car does not lead to automatic braking of the composition.

The latter is characteristic of long trains, the most prone to cliffs of the tail [3]. Given the deterioration of the fleet of wagons, situations are also possible when two adverse events occur during one trip: a blockage or clogging of the brake line and subsequent breakdown of a wagon or a group of wagons located further from the place of the first malfunction, from head to tail of the train.

Of the known analog devices, the closest in essence is a rolling stock integrity control device containing a locomotive pneumatic-electric sensor, a rolling stock status display unit and an actuating unit [3].

SUMMARY OF THE INVENTION

The structural diagram of the claimed device is presented in figure 1.

The device consists of the following two parts: a part placed at the tail of a train 1 and a part placed at a locomotive 2. A part placed at a tail of a train consists of a tail pneumoelectric sensor 3 and a transmitter 4. A part placed at a locomotive consists of a locomotive pneumoelectric a sensor 5, a signal receiver of the tail sensor 6, a sensor information processing unit 7, a rolling stock status display unit 8, an external communication organization unit 9 and an actuating unit 10. The output of the node 5 is connected to one of the inputs of the node 7. B the output of node 3 through node 4 is connected to the input of node 6, the output of which is connected to another input of node 7. One of the outputs of node 7 is connected to the input of node 8, the other output is connected to the input of node 9, and the third to the input of node 10.

The device operates as follows. When the brake system of the formed train is brought into working condition, compressed air starts to be pumped into the brake line from the locomotive side. At this moment, the locomotive pneumoelectric sensor 5 begins to record the pressure at the inlet to the brake line, transmitting information to the input of the sensor information processing unit 7. The tail pneumoelectric sensor 3 will begin to transmit pressure information after some time, during which the wave of compressed air, the speed of which does not exceed speed of sound, will cover the distance from the point of attachment of the locomotive pneumoelectric sensor to the point of connection of the tail. The pressure recorded by the tail pneumoelectric sensor 3 will differ from the pressure recorded by the locomotive pneumoelectric sensor 5. The difference in pressure and rate of change of pressure at the control ends of the brake line is determined by the length of the train, air leaks through the leaks of the brake line, local resistance and for a particular train has a random character. The signal about the pressure value in the rear part of the brake line enters the transmitter 4, from where it is transmitted to the input of the receiver of the signals of the tail sensor 6. From the output of node 6, the signal goes to the second input of the sensor information processing unit 7. Unit 7 remembers the technical condition of the brake line (data generated tail and locomotive pneumatic-electric sensors) and in the process of train movement along the route continuously compares with it the current characteristics of the brake line. The diagnostic results are displayed in the display unit of the state of the rolling stock 8, while the input of the external communication organization node 9 receives a signal confirming the operability of the pneumatic part of the brake equipment of the rolling unit and the integrity of the composition, and the actuating unit 10 is in the off state.

If the characteristics of the brake line exceed the specified limits in the following cases:

1) pressure mismatch and pressure difference given - in the case of a breakdown of the tail car or a sharp increase in leaks in violation of the technical condition of the pneumatic part of the brake equipment;

2) inconsistencies in the difference in the speed of pressure changes at the control points of the brake line - with a sharp increase in local resistance as a result of a sharp decrease in the cross section of the brake line in the interval between the control points from clogging;

3) the simultaneous mismatch of the parameters listed in items 1, 2 as a result of the breakage of the tail part and replenishment of the dangling part from local reservoirs or without it, an alarm signal is sent to node 8, while node 9 does not generate the next integrity signal and (or ) operability, and the node 10 is activated, including the automatic braking of the train.

The above pneumoelectric sensor shown in figure 2, contains a primary pneumoelectric sensor Converter 11, the output of which is connected to the input node of the preliminary processing of the pressure signal 12, which is a digital circuit. Therefore, the output signal of the pneumoelectric sensor is a digital code.

The structural diagram of the primary pneumoelectric transducer is shown in Fig.3.

The device is a converter of air pressure in the brake line into an electrical signal and contains the following nodes. The fitting 13 for attaching the device to the brake line. An air intake pipe from the brake line 14 is connected to the fitting 13. An adjusting throttle 15 is inserted into the air intake pipe section to adjust the air pressure (the pipe itself can perform its function, since its diameter is a natural restrictor of air flow). The other end of the tube is connected to a nozzle 16 located inside the turbine housing 17. The turbine rotor is an impeller 18, fixedly mounted on the shaft 19 and freely rotating inside the housing 17. The turbine shaft is rigidly connected to the shaft of the generator 20. The generator 20 is a primary transducer. Its output is connected to the input of the pressure signal preprocessing unit.

The device operates as follows. When the brake system is brought into working condition, air from the brake line through the connecting valve through the fitting 13 enters the air intake pipe 14.

Passing through the tube, the air flow is limited by the adjusting throttle 15. Then the air enters the nozzle 16, from where it flies out under pressure. Coming out of the nozzle, the jet stream, with a pressure proportional to the pressure in the brake line, exerts pressure on the blades of the turbine 18, forcing the latter to rotate with an angular velocity ω, which is proportional to the pressure P in the brake line. The shaft 19, rigidly connected to the impeller, also rotates at a speed ω. Considering that the generator rotor is fixedly mounted on the turbine shaft 19, forming a single system with the impeller, rotation of the impeller with an angular velocity ω leads to rotation of the generator rotor at the same speed. When the rotor of the generator 20 is rotated, an electromotive force (EMF) is induced in the stator winding of the latter, the magnitude of which is proportional to the angular velocity of rotation of the rotor of the electric machine.

The main advantages of the device are:

1) an active transducer (generator) is used, which does not require third-party power sources, the signal of which can, among other things, be used to power the electronic filling of the pneumoelectric sensor and transmitter;

2) lack of floor devices;

3) the increased information content of the primary pneumoelectric sensor-transducer (analog signal) allows not only high-quality control (dynamic control) of pressure in the brake line, but also general diagnostics of brake equipment by on-board means in real time, directly in the train route;

4) low air consumption;

5) small dimensions.

Additional compensation of the inertia of the rotating masses of the turbine and generator rotor, and therefore, the device’s speed is increased by using 17 channels of a special configuration in the design of the turbine housing, creating an oncoming air flow in the rotational zone of the blades. The advantage of this method of braking the impeller is the absence of parts subject to wear.

Some of the nodes listed above can be integrated into each other. For example, the generator and the turbine can be combined in one device in which the rotor of the generator will simultaneously be the impeller of the turbine, and the casing will be the stator of the generator.

The block diagram of the pressure signal preprocessing unit is shown in Fig. 4.

The device consists of the following nodes. The rectification and filtering unit 21, the input of which is the input of the device. The output of the node 21 is connected to the input of the sensitivity adjustment node 22. The output of the node 22 is connected to the input of an analog-to-digital converter (ADC) 23. The output of the ADC is connected to one of the inputs of the node converting the parallel code to serial 24. The output of the constant memory is connected to the other inputs of the node 24 devices 25. The output of the control unit 26 is connected to the control input of node 24, the input of which is synchronized from the clock generator 27. Electronic nodes, with the exception of nodes 21 and 22, are connected via a power supply circuit to a power source 28.

The device operates as follows. Initially, the variable EMF, taken from the output of the primary pneumatic-electric sensor-converter, enters the rectification and filtering unit 21, where the alternating current is converted into direct current, and the constant component of the signal is isolated. Next, the signal enters the sensitivity adjustment unit 22 of the device. This node allows you to accurately set the thresholds of the sensitivity of the device. The signal is measured and converted to digital form in the ADC 23, the input signal for which is the output signal of the node 22. From the output of the node 23, the signal is digitized and parallel code is sent to the node converting the parallel code to serial 24. In this node, the signal is connected that came from the output of the ADC with the code received from the read-only memory 25. The code recorded in the read-only memory 25 is a sensor identification code. In addition to the above function, the node 24 converts the parallel code into a serial one (the latter is necessary for transmission over a communication channel). The serial code is then fed to the input of the transmitter. The operation algorithm of the electronic part of the device is implemented by block 26, and the synchronization of the nodes using a clock generator 27. The electronic part of the device is powered by a power source 28, which can be implemented as a galvanic power source, or in the form of a voltage regulator connected to the output of the pneumatic transducer, or in the form of a combined power source, including a charger and a galvanic cell.

It should be noted that part of the nodes listed above can be integrated into each other, ROM can be a set of jumpers in the simplest case, the control unit can be made on the basis of a rigid logic circuit, and buffer RAM can be made on the basis of a group of separate registers.

List of drawings

FIG. 1. Structural diagram of a device for monitoring the integrity of rolling stock.

1. Part of the device placed in the tail of the train.

2. Part of the device placed on the locomotive.

3. Tail pneumoelectric sensor.

4. The transmitter.

5. Locomotive pneumoelectric sensor.

6. The receiver of the signals of the tail sensor.

7. The node information processing sensors.

8. The node display the status of the rolling stock.

9. The node of external communication.

10. Executive node.

FIG. 2. The structural diagram of the tail pneumoelectric sensor.

11. Primary pneumoelectric transducer.

12. The node pre-processing the pressure signal.

FIG. 3. The structural diagram of the primary pneumoelectric transducer.

13. The fitting.

14. Air intake pipe.

15. The throttle is adjusting.

16. Nozzle.

17. The housing of the turbine.

18. Impeller of the turbine.

19. Val.

20. The generator.

FIG. 4. The structural diagram of the node pre-processing the pressure signal.

21. Straightening and filtering unit.

22. Node sensitivity adjustment.

23. An analog-to-digital converter.

24. Node converting parallel code to serial.

25. Permanent storage device.

26. The control unit.

27. The clock generator.

28. Power source.

Evidence of industrial applicability

All principles of functioning and units used in the device are known from the level of science and technology and are used in various industries.

Sources of information

1. Phillipov M.M., Uzdin M.M. Railways: General course. - M .: Transport, 1991, p. 172-173, 181.

2. Smagin B.V. Auto brakes and train safety. student benefits - M.: RGOTUPS, 1997, p. eleven.

3. Inozemtsev VG Brakes of railway rolling stock. - M .: Transport, 1979, p. 242-243.

4. Ustinsky A.A., Stepensky B.M., Tsybulya N.A. Automation, telemechanics and communications in railway transport. - M .: Transport, 1985, p. 17-23, 139-140.

Claims (4)

1. A device for monitoring the integrity of the rolling stock, comprising a locomotive pneumoelectric sensor, a node for displaying the status of the rolling stock, and an actuator assembly, characterized in that it contains a tail pneumoelectric sensor connected to a transmitter, which is connected via a signal receiver of the tail pneumoelectric sensor to a sensor information processing unit, to the other input of which is connected to the output of a locomotive pneumoelectric sensor, and the output of the sensor information processing unit is connected of the input node mapping rolling condition input node external communication and actuator assembly. 2. The device according to claim 1, characterized in that each pneumoelectric sensor contains a primary pneumoelectric sensor converter, the output of which is connected to the input of the pressure signal preprocessing device. 3. The device according to claim 2, characterized in that the primary pneumatic-electric transducer contains a fitting to which an air sampling tube is connected, into which an adjusting throttle is inserted, and which ends with a nozzle entering the turbine housing, in which there is a turbine impeller mounted on the shaft to which the generator is connected. 4. The device according to claim 2, characterized in that the pressure signal pre-processing device comprises a rectification and filtering unit, the output of which is connected to the input of the sensitivity adjustment unit, to the output of which an analog-to-digital converter is connected, the output of which is connected to one of the inputs of the conversion unit parallel code to serial, to the other input of which is connected the output of the read-only memory device, and to the control input of the node for converting the parallel code to serial - one and from the outputs of the control unit, to the input of which the output of the clock generator is connected, while all of the listed units, with the exception of the rectification and filtering unit and the sensitivity adjustment unit, are interconnected by inputs of the power circuits connected to the outputs of the power source.

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