RU2333126C1 - Method of open-line state control - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: AC current signal is fed into the rail circuit at its one end to control the signal variation at its other end depending upon the train bridge circuit coordinate. The reference voltage, that is, the voltage at the receiver input, is recorded with the following rail circuit cleared, previous rail circuit occupied and after a lapse of tolerable time interval. The threshold voltage of the track occupation and clearing is determined by multiplying the reference voltage by occupation and clearing factors, respectively. A complex character is set up for the rail circuit output end input resistance with a capacitance component. Here note that the train bridge circuit moving off the rail circuit under analysis causes a voltage burst at the receiver input to be used for the first redefining of the reference voltage. A complex character is set up for the rail circuit input end input resistance with an inductance component that rules out the voltage burst at the receiver input with the train bridge circuit approaching the rail circuit input end. The second redefining of the reference voltage is affected with the clearing of the following rail circuit and cleared previous rail circuit.

EFFECT: higher reliability of the rail circuit state control.

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Description

The invention relates to railway equipment, namely to railway automation and telemechanics for regulating the movement of trains.

A known method of controlling the freedom of the rail line (RL), which consists in the fact that the value of the current voltage at the input of the receiver is compared with the threshold values of occupation and release. The excess of the current voltage value over the release threshold voltage is recorded as the free state of the radar, the excess of the occupation threshold value over the current voltage value is recorded as the occupied state of the radar [Kotlyarenko N.F. Track lock and auto adjustment. - M.: Transport, 1983 (analogue on pages 37-38)].

The disadvantage of this method is that with a reduced insulation resistance, false monitoring of the state of the rail circuit (RC) is possible.

There is also a method of controlling the freedom of the rail line, which consists in the fact that an alternating current signal is supplied to the rail line at one end, and the signal change is controlled at the other end depending on the coordinate of the train shunt and the state of the radar is fixed by the nature of the voltage change [RF Patent No. 2248289 The method of controlling the freedom of the rail line, the author of the Field Yu.I., publ. March 20, 2005, BI No. 8].

The disadvantage of this method is that when you stop the tail of the outgoing train on the next radar station in the immediate vicinity of the connection point of the output end devices and approach the other end of the radar station of the head of a suitable train, false control of the release of the rail line is possible.

This technical solution is selected as a prototype.

The technical result is to increase the reliability of monitoring the state of the rail line.

The technical result is achieved by the fact that the method of controlling the freedom of the rail line, which consists in the fact that an alternating current signal is supplied to the rail line at one end and the signal change is monitored at the other end depending on the coordinate of the train shunt, with the free subsequent radar, after occupying the previous one RL and the expiration of the allowable time interval fix the reference voltage - the voltage at the input of the receiver, which is multiplied by the occupation coefficient, and determine the threshold occupation voltage, and then by the coefficient release and receive the release threshold voltage, set the input impedance of the output end of the rail line with the capacitive component in a complex manner, while removing the train shunt from the considered radar causes a surge in the input of the receiver, which is used for the first override of the reference voltage, and set the input impedance of the input end of the rail line with an inductive component, which eliminates the surge in the input of the receiver when approaching the train the first shunt to the input end of the rail line, when the next radar is released and the previous radar is free, a second redefinition of the reference voltage is performed.

Figure 1 shows a diagram of a rail circuit that implements the proposed method. Figure 2, 3 shows graphs of voltage changes at the receiving end of the considered radar line, reference voltage and threshold voltages, respectively, with an unchanged ballast state, weak and intense wetting of the ballast (decrease in ballast resistance). The vertical axis shows the voltage U _P at the input of the receiver of the considered RCZ rail circuit (receiver 16 in FIG. 1) as a percentage of the overload (100% corresponds to the permissible overload, for example, 1 B), and the horizontal coordinate of the train shunt X _W (graphs shown for a point shunt with regulatory resistance).

Figure 1 shows the generator (PG) 1, the current limiter of the supply end taking into account the resistance of the cable (R ₁ ) 2, the transformer of the supply end (T ₁ ) 3, the previous rail line (RL2) 4, the considered rail line (RL3) 5, adjacent rail line (RL1) 6, transformer of the first receiving end (T ₂ ) 7, resistor - equivalent cable resistance (R ₂ ) 8, filters (F1) 9 and (Ф2) 10, receivers (П1) 11 and (П2) 12 , the subsequent rail line (RL4) 13, the transformer of the second receiving end (T ₃ ) 14, the resistor is the cable resistance equivalent (R ₃ ) 15, filters (F3) 16 and (F4) 17, receivers (P3) 18 and (P4) 19, the first and second trains 20 and 21.

Figure 2 presents the dependence of the voltage at the input of the receiver of the RC from the coordinate of the shunt at complex input impedances at the ends with a capacitive component.

Figure 3 presents a similar dependence for complex input impedances at the ends with a capacitive component at the output end (left end) and an inductive component at the input (right end).

The line ABCDZEFGOHKLM in figure 2 and the line ABCZEFGOHKLM in figure 3 reflect the dependence of the voltage at the input of the receiver from the coordinate of the shunt at the inductive and capacitive components of the complex resistance of the input end of the radar, respectively.

The points in FIGS. 2 and 3 (marked equally) represent the following:

A is the value of the current voltage at the input of the receiver of the RLZ rail line (the receiver and the generator can be at either end of the RLZ, it is important that the output end has an input complex resistance with a capacitive component) at the time of occupation of the RL1;

B - the same with the occupation of RL2;

D is the value of the current voltage at the input of the RL3 receiver at the moment of moving the train shunt (passage of the train head) of the point with the maximum voltage value when the train approaches the considered RL;

Z is the voltage when the head of the train is at the point where the occupation is recorded (PZ is the occupation threshold voltage);

E is the voltage when the head of the train is at the point where the RC devices are connected;

F is the minimum voltage;

G is the voltage when the head of the train is at the point where the RC devices are connected,

О - release voltage (PZ - release threshold voltage);

N is the value of the current voltage at the input of the receiver RL3 at the moment of movement of the train shunt (passage of the tail of the train) point with the maximum value of the surge voltage when the train leaves the considered RL,

K, L, M - voltage at the input of the receiver RC3 after the train leaves.

In addition, in Fig.2 marked the following points:

C is the value of the current voltage at the input of the receiver of the rail line RL3 before the surge;

X ₁ - the coordinate of the tail of the first train;

X ₂ - the coordinate of the head of the second train.

Это достигается за счет соответствующих входных сопротивлений приемников 11, 12, 18, 19 с учетом сопротивления кабеля (резисторы 8 и 15). Упомянутые приемники осуществляют цифровую обработку сигнала по заданному алгоритму.Scheme RC (figure 1) works as follows. From the generator 1 through the resistor 2, the transformer 3, the rail line 4, the transformer 7, the resistor 8 and the filter 10 (the filter 10 for the frequency of the generator PG 1 has a slight attenuation), the power is supplied to the input of the filter 9, and through it to the input of the receiver 11. From the same generator 1, power is also supplied to the input of the receiver 18 via the rail line 5. The receivers 12 and 19 receive signals from the rail lines 6 and 13, respectively. It should be especially noted that the input impedances at the ends of the radar are complex with a capacitive component

This is achieved due to the corresponding input resistances of the receivers 11, 12, 18, 19, taking into account the cable resistance (resistors 8 and 15). Mentioned receivers carry out digital signal processing according to a given algorithm.

The line passing through the points ABCDZEFGOHKLM in figure 2, and the line ABCZEFGOHKLM in figure 3 is the current voltage at the input of the receiver of the third rail line RL3 (U _P ), the line PZ is the occupation threshold voltage, the line PO is the release threshold voltage.

When approaching the head of the train (figure 2) to RL3 and the tail of the train 20 moves away from this rail line, two bursts occur, which are characterized by segments of CD and NK, respectively. With the participation of these surges in the prototype, voltage correction was performed and the release of the radar was controlled. However, a surge when leaving the train (NK) appears in a situation where the tail of the first train 20 stops at a point with coordinate X ₁ , and the head of the second 21 passes a point with coordinate X ₂ (this is not taken into account in the prototype). Therefore, there is a false correction of the reference voltage and false control of the release of the radar.

To exclude the mentioned situation, the nature of the complex resistance of the input end is changed from capacitive to inductive, the first surge (CD) does not occur, the second surge can only occur when the train leaves (it is impossible to confuse the bursts).

Analysis of the operation of the RC on a computer showed that the proposed method will allow to monitor the condition of the rail line even if the insulation resistance is lower than 0.06 Ohm · km, which significantly increases the safety of train traffic, and most importantly, the control of the release of the radar is reliable.

Claims (1)

A method for controlling the freedom of a rail line, namely, that an alternating current signal is supplied to the rail line at one end and a signal change is monitored at the other end depending on the coordinate of the train shunt, with the free next radar station remaining after occupying the previous radar station and the elapsed time interval has elapsed fix the reference voltage - the voltage at the input of the receiver, which is multiplied by the occupation coefficient and determine the occupation threshold voltage, and then - by the release coefficient and get the threshold voltage release, set the input impedance of the output end of the rail line with a capacitive component in a complex manner, while removing the train shunt from the considered radar causes a surge in the input of the receiver, which is used for the first redefinition of the reference voltage, characterized in that it sets the input impedance of the input end in a complex manner rail line with an inductive component, which eliminates the surge in the input of the receiver when the train shunt approaches the input end of the relay owl line, upon release the next RL and RL operate free previous second override the reference voltage.

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