RU2533942C2 - Electromagnetic compatibility optimiser for automatic cab signalling with backward electric-traction network - Google Patents

Electromagnetic compatibility optimiser for automatic cab signalling with backward electric-traction network Download PDF

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Publication number
RU2533942C2
RU2533942C2 RU2013109329/11A RU2013109329A RU2533942C2 RU 2533942 C2 RU2533942 C2 RU 2533942C2 RU 2013109329/11 A RU2013109329/11 A RU 2013109329/11A RU 2013109329 A RU2013109329 A RU 2013109329A RU 2533942 C2 RU2533942 C2 RU 2533942C2
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locomotive
automatic
inverting input
adder
programmable
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RU2013109329/11A
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Russian (ru)
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RU2013109329A (en
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Андрей Владимирович Пультяков
Юрий Анатольевич Трофимов
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Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования Иркутский государственный университет путей сообщения (ФГБОУ ВПО ИрГУПС)
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Abstract

FIELD: electricity.
SUBSTANCE: device comprises opposed locomotive receiver coils and locomotive decoders of the automatic cab signalling, two summators based on analogue operating amplifiers with non-inverting input of the first summator connected to the locomotive coils and with inverting input of the first summator through a phase shifter is connected to a programmable low-frequency filter, while output of this summator is connected to non-inverting input of the second summator. The inverting input of the second summator is connected through the second phase shifter to a programmable rejection filter. The automatic control device impacts the programmable rejection filter and programmable low-frequency filter acting as a useful signal frequency detector. Output of the second summator is connected to the receivers of the automatic cab signalling.
EFFECT: increased safety and clearance of train traffic.
1 dwg

Description

The invention relates to the field of railway automation and telemechanics and provides increased electromagnetic compatibility of locomotive receivers of automatic continuous locomotive signaling (ALSN) or a complex of locomotive safety devices (CLUB) with reverse traction network.

The problem of increasing the noise immunity and noise immunity of ALSN and KLUB receiving devices has become aggravated due to an increase in the weight and intensity of train traffic, especially when moving heavy trains in mountainous electrified areas and in traction substation areas. The measurements showed that at the output of the locomotive receiving coils powerful interference often occurs which locomotive filters cannot cope with [4].

As a result, at the input of locomotive decryption devices, interference appears above the permissible level, which leads to the appearance of malfunctions in the locomotive equipment of automatic locomotive signaling, which worsen the safety of train traffic. The number of such failures on the railway network is measured in hundreds of thousands.

A device for receiving signals of continuous automatic locomotive signaling comprising counter-connected locomotive receiving coils mounted under the bottom of the locomotive in front of the first wheelset and connected to locomotive equipment consisting of a filter, an amplifier with automatic gain control and a decoder unit with control and control elements [ one].

The counter inclusion of locomotive coils is designed to eliminate the negative effect of interference from reverse traction currents and the uneven magnetization of the rails along their length on the stability of the locomotive equipment. However, this happens only when the magnitude of the traction currents flowing in the rail threads or the dynamics of changes in the magnetic field strength of both rails under the receiving locomotive coils are the same.

There is also known a receiving device for signals of automatic locomotive signaling [2], which solves the problem of increasing the noise immunity of an automatic locomotive signaling with a useful signal frequency of 25 Hz, operated in areas with AC electric traction.

Under operating conditions, reverse traction currents include a wide range of harmonic components and are usually not the same, therefore the EMF induced by these currents in locomotive coils also differ. The difference of these EMFs in the form of noise is fed to the input of locomotive equipment. Since the difference in the traction currents in the rails can be an order of magnitude or more higher than the value of the coding current of the automatic locomotive signaling, the level of the interference signal at the input of the decrypting locomotive equipment can be much higher than the level of the useful signal.

In addition, in areas with AC electric traction, the uneven magnetization of the rails along their length has a great negative effect on the stability of the automatic locomotive signaling devices. Moreover, this applies both to rails laid in a way, and to rails prepared for replacement or not yet removed after replacement, laid in a rut or along the edges of sleepers [4].

Known locomotive receiver of automatic locomotive signaling for areas with AC electric traction [3], increasing the noise immunity of the receiving device of automatic locomotive signaling when exposed to powerful interference from alternating traction current and from the magnetic field of non-uniformly magnetized rails. However, this locomotive receiver of automatic locomotive signaling signals is structurally more complex and is applicable only on sections of railways with alternating current electric traction with a useful signal frequency of automatic locomotive signaling 25 or 75 Hz.

The aim of the invention is to increase the noise immunity and noise immunity of receiving devices of automatic locomotive signaling when exposed to powerful interference from direct or alternating reverse traction current and from a magnetic field that is non-uniformly magnetized along the length of the rails.

This is achieved by the fact that the device is equipped with a programmable low-pass filter and a notch filter, two phase shifters, two adders on analog operational amplifiers and an automatic control device acting as a detector of the useful signal frequency (coding current) f s connected to the input by locomotive receiving coils, and output - to locomotive decryption devices for automatic locomotive signaling.

The non-inverting input of the first adder, the input of a programmable low-pass filter and the input of an automatic control device are connected to locomotive coils. The inverting input of the first adder through the first phase shifter is connected to the output of a programmable low-pass filter. The non-inverting input of the second adder and the input of a programmable notch filter, the output of which is connected through the second phase shifter to the inverting input of the second adder, are connected to the output of the first adder. The outputs of the automatic control device are connected to the clock inputs of the programmable filters.

At the input of the device receives a mixture of signals of useful frequency and harmonic noise induced in the receiving locomotive coils. Further, this signal is divided into three parts, one part is fed to a programmable low-pass filter, the second is fed to the first adder, and the third to the input of the automatic control device. The task of the programmable low-pass filter is to pass only low-frequency harmonic noise to the inverting input of the first adder, for example, created by the negative influence of the non-uniform magnetic field of the rails. Thus, the output of the first adder will be a signal with a limited band of the frequency spectrum in the range of about (f s -2) ÷ 1500 Hz.

The signal from the output of the first adder is again divided in half and fed to the input of a programmable notch filter tuned to the frequency of the useful signal, and to the non-inverting input of the second adder. Thus, the inverting input of this adder will receive only the interference signal. Thanks to this structure, the effect of active noise reduction will be obtained.

The drawing shows a structural diagram of a device.

The device contains counter-connected locomotive receiving coils 1 of an automatic locomotive alarm, the signal from which is fed to the non-inverting input of the first adder 2, to the input of a programmable low-pass filter 3 and to the input of an automatic control device 5. The automatic control device 5 acts on the clock inputs of the low-pass filter 3 and a notch filter 7, as a result of which the amplitude-frequency characteristics and cutoff frequencies of these filters change. The output of the low-pass filter 3 is connected through the first phase shifter to the inverting input of the first adder 2, the output of which is connected to the non-inverting input of the second adder 6, the inverting input of which receives a signal through the second phase shifter 8 from the output of the programmable notch filter 7, connected by the input to the output of the first adder 2 .

A device for increasing the electromagnetic compatibility of an automatic locomotive alarm with reverse traction network works as follows.

Before starting up the device, the first phase shifter 4 is adjusted so as to compensate for the change in phase and amplitude introduced by the low-pass filter 3 into the interference signal, including the influence of the non-uniform magnetic field of the rails along their length. The second phase shifter 8 is adjusted so as to compensate for changes in phase and amplitude introduced by the notch filter 7 into the interference signal from the traction current output from the output of the first adder 2.

After the device is turned on, the EMF induced in the receiving coils 1, which includes the useful signal and the interference signal, is fed to the non-inverting input of the first adder 2, to the input of the low-pass filter 3 and to the input of the automatic control device 5. The useful frequency detector determines the frequency of the useful signal ( encoding current) and provides control actions u 1 (t) and u 2 (t) on the clock inputs of the programmable low-pass filters 3 and the notch filter 7, respectively. As a result, their amplitude-frequency characteristics and cutoff frequencies change. The low-pass filter 3 passes only harmonic interference with a frequency lower than the frequency of the useful signal, including those created by the negative influence of the uneven magnetic field of the rails. The signal from its output is phase-corrected by the first phase shifter and goes to the inverting input of the first adder 2. After summing, the adder outputs a signal with a limited frequency spectrum band (f c -2) ÷ 1500 Hz.

Then this signal is divided in half and fed to the input of the programmable notch filter 7, tuned to the frequency of the useful signal, and to the non-inverting input of the second adder 6. The signal from the output of the notch filter 7 with a range from 1 ÷ (f c ÷ 2) to (f c + 2) ÷ 1500 Hz is phase-corrected by the second phase shifter 8 and fed to the inverting input of the second adder 6. After summing, the output of the second adder will only have a useful signal.

Thus, the use of a device for increasing the electromagnetic compatibility of an automatic locomotive signaling system with reverse traction network ensures the active suppression of powerful interference from traction currents arising at the output of locomotive receiving coils during the movement of heavy trains, especially in mountainous areas and in areas of traction substations, and also provides suppression of interference from the unevenness of the magnetic field of the rails. This ensures a decrease in the intensity of failures in the operation of automatic locomotive signaling and as a result, an increase in the safety and uninterrupted movement of trains is achieved.

Literature

1. Automatic locomotive alarm and auto adjustment. // A.M. Bryleev, O. Pope, B.C. Dmitriev et al., Moscow: Transport, 1981, 320 pp.

2. Utility Model No. 59010 Ul, B61L25 / 06. Receiver for automatic locomotive alarm. // Shamanov V.P., Pultyakov A.V., Trofimov Yu.A.

3. Utility model No. 94944 U1, B61L 25/06. Locomotive signal receiver for automatic locomotive signaling for sections with AC electric traction. // Shamanov V.I.

4. Shamanov V.I., Pultyakov A.V., Trofimov Yu.A. The influence of operating conditions on the stability of the ALSN. // Railway transport. - 2009. - No. 5. - S. 46-50.

Claims (1)

  1. A device for increasing the electromagnetic compatibility of an automatic locomotive signaling system with a reverse traction network, comprising counter-connected locomotive receiving coils and locomotive decoding devices for automatic locomotive signaling, characterized in that, in order to increase the noise immunity and noise immunity of the receiving devices of automatic locomotive signaling when exposed to powerful interference from traction currents, arising on locomotive receiving coils when moving heavy trains in and suppressing interference from the non-uniform magnetic field of the rails along their length, it is equipped with two adders on analog operational amplifiers, the non-inverting input of the first of which is connected to locomotive coils, and the inverting input of which through the first phase shifter is connected to a programmable low-pass filter, and the output of this adder is connected with a non-inverting input of the second adder, the inverting input of which is connected through a second phase shifter with a programmable notch filter, to the clock input of which, and t Also, the clock input of the programmable low-pass filter is affected by an automatic control device that acts as a detector of the useful signal frequency (coding current), and the output of the second adder is connected to the receivers of the automatic locomotive signaling.
RU2013109329/11A 2013-03-01 2013-03-01 Electromagnetic compatibility optimiser for automatic cab signalling with backward electric-traction network RU2533942C2 (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA1197309A1 (en) *
RU59010U1 (en) * 2006-07-05 2006-12-10 Государственное образовательное учреждение высшего профессионального образования Иркутский государственный университет путей сообщения (ИрГУПС) Receiver for automatic locomotive signaling
RU2347705C2 (en) * 2007-04-09 2009-02-27 Закрытое акционерное общество "Рязанская радиоэлектронная компания" Receiver of automatic locomotive signalling system multi-digit signals (als-en)
RU94944U1 (en) * 2009-11-26 2010-06-10 Государственное образовательное учреждение высшего профессионального образования "Московский государственный университет путей сообщения" (МИИТ) Locomotive receiver of automatic locomotive signals signals for sections with electric ac ac

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA1197309A1 (en) *
RU59010U1 (en) * 2006-07-05 2006-12-10 Государственное образовательное учреждение высшего профессионального образования Иркутский государственный университет путей сообщения (ИрГУПС) Receiver for automatic locomotive signaling
RU2347705C2 (en) * 2007-04-09 2009-02-27 Закрытое акционерное общество "Рязанская радиоэлектронная компания" Receiver of automatic locomotive signalling system multi-digit signals (als-en)
RU94944U1 (en) * 2009-11-26 2010-06-10 Государственное образовательное учреждение высшего профессионального образования "Московский государственный университет путей сообщения" (МИИТ) Locomotive receiver of automatic locomotive signals signals for sections with electric ac ac

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