RU2706607C1 - Method of controlling integrity of rail threads by the ratio of current values in rails - Google Patents

Abstract

FIELD: monitoring systems.

SUBSTANCE: invention relates to railway automatics for control of rail threads integrity. In the method, the ends of the rail line are connected by shunts, and power is supplied by current of tone frequency. At that, shunts are represented by two locomotive sections wheel pairs, locomotive generator for rail line supply is connected to shunts via low-resistance buses, on one of locomotive sections receiving coils are installed, similar to CACS coils, which are switched on separately, under coils along rails between locomotive sections current flows from locomotive generator, thereby providing the EMF guidance in both coils, by the rails between the locomotive sections rails the rail integrity at the control section is controlled, i.e. between sections.

EFFECT: higher reliability of control of integrity of rail threads after passage of locomotive before entry of train cars in conditions of vibration, when alternating contact can be timely fixed.

1 cl, 4 dwg

Description

FIELD OF THE INVENTION

The invention relates to the field of railway automation and telemechanics and can be used to control the integrity of rail threads.

State of the art

A known method of monitoring the integrity of rail threads, which consists in measuring the current (voltage) of the receiving end of the rail circuit and comparing it with a threshold value. [Field Yu.I. Methods and devices for monitoring the location of an object in a rolling stock control system: dis .... doctor. tech. sciences / Yu.I. Field. - Samara: SamGUPS, 2013. - 454 s].

The disadvantage of this method is that with a kink of the rail thread and the absence of a stable galvanic gap, it is impossible to control the malfunction of the rail line.

A known method of monitoring the integrity of rail threads, which consists in monitoring the current current of the supply end and comparing it with a threshold value. Monitoring the integrity of rail threads, carried out by means of a rail line, the ends of which are shorted by shunts, and the power is supplied by the current of the tonal frequency [Patent 2173278 (RF). A method for monitoring the state of the track section of a two-frequency rail chain / Polevoy Yu.I., Gorelik A.V. - Publ. 11/2. 2018 Bul. No. 31, IPC B61L 23/16].

The disadvantage of this method is that with a fracture of the rail thread and the absence of a stable galvanic rupture, it is impossible to control the malfunction of the rail thread.

This technical solution is selected as a prototype.

Disclosure of invention

The technical result, the achievement of which the technical solution is aimed, is to increase the reliability of monitoring the integrity of rail threads during the passage of a locomotive, when intermittent contact can be detected in a timely manner. At the same time, the control result can be used to reduce the likelihood of a dangerous situation when the same train is moving.

The method of monitoring the integrity of the rail threads in relation to the current values in the rails consists in the fact that the ends of the rail line are connected by shunts, and the power is supplied by a tone frequency current, characterized in that

wheel shafts of two locomotive sections are used as shunts, a locomotive generator for powering the rail line is connected to shunts via low-resistance buses, receiving coils are installed on one of the locomotive sections, similar to ALSN coils, which are switched on separately, under the coils along the rails between the locomotive sections, current flows locomotive generator, due to which the emf is guided in both coils;

the voltage from the EMF of the first coil, which is a function of the current of the first rail, is applied to the input of the first filter, the output of which is applied to the input of the first amplifier, the output of which is applied to the input of the first rectifier, from the output of which an analog signal is fed to the input of the first analog-to-digital converter , the output of which a digital signal is fed to the input of a locomotive computer, which is designed to obtain information about the current value of the first rail;

the voltage from the EMF of the second coil, which is a function of the current of the second rail, is applied to the input of the second filter, the output of which is applied to the input of the second amplifier, the output of which is applied to the input of the second rectifier, from the output of which an analog signal is fed to the input of the second analog-to-digital converter, with the output of which a digital signal is fed to the input of a locomotive computer, which is designed to obtain information about the current value of the second rail;

the voltage from the EMF of the coil of the current transformer, which is a function of the current flowing through the automatic coupler between the locomotive sections, is applied to the input of the third filter, the output of which is applied to the input of the third amplifier, the output of which is applied to the input of the third rectifier, from the output of which an analog signal is fed to the input of the third an analog-to-digital converter, from the output of which a digital signal is fed to the input of a locomotive computer, which is designed to obtain information about the magnitude of the current auto coupler and;

the voltage drop across the shunt included in the load circuit of the locomotive generator, which is a function of the generator current, is applied to the input of the fourth filter, the output of which is applied to the input of the fourth amplifier, the output of which is applied to the input of the fourth rectifier, from the output of which an analog signal is input the fourth analog-to-digital Converter, the output of which a digital signal is fed to the input of a locomotive computer, which is designed to obtain information about the magnitude of the current lock otivnogo generator;

There are two options for detecting rail malfunctions from moving rolling stock:

firstly, when installing an insulator in the automatic coupler design between locomotive sections of a diesel locomotive, to exclude current flow from the locomotive generator through automatic coupler, it is enough to control the ratio of the current of the first rail to the current of the second rail and the ratio of the current of the second rail to the current of the first, which should be within from 0.5 to 2; with electric traction, the locomotive generator is not installed, to control the integrity of the rails, the values of traction currents along the rails are used, their ratio should be within the same limits as with autonomous traction;

secondly, in the absence of an insulator in the design of the automatic coupling between the locomotive sections of the diesel locomotive, the frames of the locomotive sections are connected by a low-resistance jumper to exclude the influence of the floating electrical contact of the automatic coupling, the total current of the rails is determined by subtracting the current value of the automatic coupling between the sections of the locomotive from the generator current value, and compare it with threshold value, which must be at least a quarter of the current of the locomotive generator, otherwise the result of the fault detection will be small reliable, if there is a necessary excess, then the rail current ratios are monitored according to the method described above, the locomotive generator is not installed with electric traction, the rail current values are used to control the rail integrity, which are incommensurably higher than the locomotive generator current, therefore the above integrity control technique is presented above rail thread is acceptable in this case too; regardless of the location of the traction substation, traction current along the rails between the locomotive sections always flows, therefore, the presented technique for monitoring the integrity of the rail thread is acceptable in this case, i.e. it is universal;

if the rail is damaged, information about this is displayed on the locomotive navigator and transmitted by radio to the nearest stations, and the automatic speed control system is disabled.

Brief Description of the Drawings

In FIG. 1 shows a connection diagram of a locomotive generator to unsprung nodes (axle boxes); in FIG. 2 - power supply circuit of an electric locomotive from a traction substation; in FIG. 3 - connection diagram of the devices of the receiving ends and the locomotive computer - computer; FIG. 4 is a variant of the circuit of a control device without an insulator in the design of a locomotive automatic coupler.

The implementation of the invention

In FIG. 1, 2, 3 and 4 the following notation is given:

1, 2 - locomotive sections A and B, respectively;

3, 4 - the first and second rails;

5 - the first and second carts;

6 - the first and second wheelsets;

7 - the third and fourth wheelsets;

8 - automatic coupling;

9 - automatic coupling insulator (excludes the electric circuit between the locomotive sections A and B);

10 - section A bus for connecting a locomotive generator to axle boxes;

11-18 - axle boxes;

19 - jumper connecting the bus to the axle boxes;

20 and 21 - the first and second locomotive coils;

22 - traction substation TP;

23 - contact wire;

24 - section B bus for connecting a locomotive generator to the axle boxes;

25 and 26 - the first and second bandpass filters FP1 and FP2;

27 and 28 - the first and second amplifiers U1 and U2;

29 and 30 - the first and second rectifiers B1 and B2;

31 and 32 - the first and second analog-to-digital converters ADC1 and ADC2;

33 - locomotive electronic computer computer;

34 - GLONASS PGL receiver;

35 - navigator NAV;

36 - control system and automatic traffic control ACS;

37 - locomotive radio station RSL;

38 - current transformer;

39 - locomotive generator GL;

40 - shunt RS;

41 and 42 - the third and fourth bandpass filters FP3 and FP4;

43 and 44 - the third and fourth amplifiers U3 and U4;

45 and 46 - the third and fourth rectifiers B3 and B4;

47 and 48 - the third and fourth analog-to-digital converters ADC3 and ADC4.

49 - trolley section B.

The locomotive computer has the following inputs for receiving information: ВхР1 and ВхР2 - inputs for receiving information about the current values of the first and second rails; VkhP - input receiving information about the location of the locomotive; VkhA and VkhG - inputs of reception of information on values of current of the automatic coupler and the locomotive generator. The computer also has inputs for the exchange of information with a BxR locomotive radio station, a BxN navigator, and an ACS traffic control and management system.

A method for monitoring the integrity of rail threads in relation to the current values in rails can be implemented in several ways depending on the type of traction (electric or autonomous), on the number of locomotive sections (one or two), on the design of the automatic coupler between locomotive sections (regular, modernized - with an insulator ) The most difficult option is to implement the method for a two-section diesel locomotive with an automatic coupler. To exclude the effect of intermittent (floating) contact between the automatic coupler nodes of the locomotive sections, the housings of the locomotive sections are connected by a low-resistance jumper.

The modernization of the automatic coupler consists in the fact that between the nodes of the automatic coupler of two diesel sections, an insulator (automatic coupler insulator) is installed to electrically isolate the sections from each other.

- длина контрольного участка, алгоритм расчета и пороговые параметры) рассчитаны на скорость грузовых поездов Vг до 100 км/ч). При скорости грузовых поездов 90-100 км/ч и существующей конструкции пневматических тормозов достигается максимальная пропускная способность.Various embodiments of the control device are implemented by excluding certain nodes. The main parameters of the system (fк - frequency of the locomotive generator (control frequency),

- the length of the control section, the calculation algorithm and threshold parameters) are designed for the speed of freight trains Vg up to 100 km / h). At a freight train speed of 90-100 km / h and the existing design of pneumatic brakes, maximum throughput is achieved.

For high-speed trains, the parameters of the control device must be determined additionally.

The main criterion for determining the integrity of rail threads is (see [Polevoy Yu.I. Methods and devices for monitoring the location of an object in the rolling stock control system: dis .... Doctor of Engineering Sciences / Yu.I. Polevoy. - Samara: SamGUPS, 2013. - 454 p.]) The ratio of the EMF values in locomotive coils (analogs of ALS coils). Additionally, the EMF values of the coils can be taken into account to monitor the health of the control device itself.

The simplest method of processing EMF values is the conversion of analog to digital signals with further processing of the results in a locomotive computer - computer.

In FIG. 1 shows the connection diagram of the GL 39 locomotive generator (see Fig. 4) to the unsprung nodes of the locomotive. Locomotive sections A 1 and B 2, first 3 and second rails 4, bogies 5, wheel sets 6 and 7, automatic coupler 8, automatic coupler insulator 9, first bus for connecting the locomotive generator to axle boxes 10, axle boxes 11 - 18, jumper 19 are also shown there. (in Fig. 1 shows one of the eight jumpers), the first and second locomotive coils, respectively 20 and 21.

The locomotive generator with one output terminal (not shown in Fig. 1) is connected via bus 10 (Figs. 1 and 2) to all axle boxes (positions 11-18) of the wheel pairs of section A 1 of the locomotive, and with the other output terminal through bus 24 - to axle boxes section B 2 (in Figs. 1 and 2, these axle boxes of section B are not displayed). The current from the locomotive generator through tires 10 and 24, jumpers 19, axle boxes 11-18, wheel sets 6 and 7 (sections A) (and wheel sets of section B in Figs. 1 and 2 are not shown) flows along rail sections on a section of the path between extreme wheelsets (close to each other) of locomotive sections (current along the rail segments between sections).

The track section between the locomotive sections is a control section, on which the integrity of rail threads is monitored. The current of the control section has the greatest value relative to the currents along the segments of the rails between the other wheelsets of the locomotive. Due to the fact that the automatic coupling 8 has an insulator 9, the control section is not shunted by the automatic coupling and the housings of the locomotive sections.

If the first rail 3 is damaged in the control section, the current (I1) through it from the generator practically does not flow. In this case, the current along the second rail 4 (I2) increases. In this case, the ratio of currents I1 / I2 tends to zero, and the ratio of currents I2 / I1 tends to some finite value. With this ratio of currents, it is possible to identify the place of damage to the rail thread, even if we take into account that when the locomotive moves, the ends of the damaged rail may have intermittent contact.

The EMF values of the locomotive coils K1 20 and K2 21 (Fig. 3) are applied to the inputs of the bandpass filters FP1 25 and FP2 26, respectively, which is amplified by the amplifiers U1 27 and U2 28, rectified by rectifiers B1 29 and B2 30, converted by analog-to-digital converters ADC1 31 and ADC2 32 and is fed to the inputs of a locomotive computer - computer 33. This computer can process signals using any algorithm [Field Yu.I. Methods and devices for monitoring the location of an object in a rolling stock control system: dis .... doctor. tech. sciences / Yu.I. Field. - Samara: SamGUPS, 2013. - 454 s] included in the program, including the ratio of currents for detecting rail damage, and also compare the EMF values with threshold values that are entered into the computer to evaluate the health of the entire signal path of the signal reception system . A different algorithm for monitoring the integrity of rail lines and the serviceability of the signal receiving path can be incorporated into the computer.

When a rail line malfunction is detected by a signal from the GLONASS PGL 34 receiver, the computer 33 records the coordinate of the malfunction of the rail thread, provides information to the NAV 34 locomotive navigator, disables the ACS 36 automatic traffic control and control system, which puts the train in standby mode, and In addition, it transmits information using a locomotive radio station PC L 37 to the next train station. D. station about the coordinate of the place of damage to the rail. The coasting mode is the safest when overcoming a damaged rail.

The computer memory stores information about the parameters of the track and train. This makes it possible to distinguish a train passage of a damaged rail from a passage of an insulating joint (coordinates of insulating joints are known).

When using the system on a site with electric traction, a locomotive generator and devices connecting it to the axle boxes are not needed. Traction currents in rails are used as control signals. In conditions of autonomous traction, bandpass filters FP1 25, FP2, FP3 41 and FP4 42 are not needed.

However, in some cases filters may be needed. When the carriage stopped and the carriages were idle for a long time (during the crisis, the second railway lines occupied by the carriages were closed), the rail heads and carriage ties were rusted, shunts from the rolling stock were not felt; in addition, on the railway bridges (a bridge over the Amu Darya river with a length of 1775 m) with a suspension on the consoles of high-voltage lines with a voltage of 500 kV and high current, EMFs are created in the locomotive coils of the ALS, equivalent to 10-15 A currents in each of the rails. In the cases mentioned, situations could arise where damage to the rail (in the absence of galvanic contact) might not have been recorded by the control device.

In FIG. 4 shows a variant of the control device circuit for the case when there is no insulator in the design of a locomotive automatic coupler. The computer 33 receives information about the current through the automatic coupler design due to the induced EMF in the current transformer 38, through an FP3 41 bandpass filter, an U3 43 amplifier, a B3 45 rectifier and an analog-to-digital converter ADC3 47. Information about the generator current is received in the same computer, which is proportional to the voltage drop across the RSh 40 resistor, through an FP4 42 bandpass filter, an U4 44 amplifier, a V4 46 rectifier, and an ADC4 48 analog-to-digital converter. The current from the upper output of the GL 39 generator flows to the lower end of the circuit through the RSh resistor and then through three circuits : per Single circuit is completed through the automatic coupler 8, the second and third - section B via the bus 24, the pairs of wheel section B 2, in parallel connection of the first and second rails 3 and 4 on the wheel pairs 6 and 7 of Section A 1 via bus 10.

By the value of the current of the generator IG and the current of the automatic coupling IA, it is possible to determine the current flowing along the rails of the control section IK = 12 + 12 = IG-IA. If the current IK is greater than the permissible current ID (Id> 0.1⋅Ig), then by the ratios of currents I1 / I2 and I2 / I1, it is possible to determine the serviceability / malfunction of rail threads, otherwise, for small values of currents in rails in the control section, the ratio of currents can give an erroneous result.

Claims (10)

A method of monitoring the integrity of rail threads in relation to the values of currents in rails, which consists in the fact that the ends of the rail line are connected by shunts, and the power is supplied by a tone frequency current, characterized in that wheel shafts of two locomotive sections are used as shunts, a locomotive generator for powering the rail line is connected to shunts via low-resistance buses, receiving coils are installed on one of the locomotive sections, similar to ALSN coils, which are switched on separately, under the coils along the rails between the locomotive sections, current flows locomotive generator, due to which the emf is guided in both coils; the voltage from the EMF of the first coil, which is a function of the current of the first rail, is applied to the input of the first filter, the output of which is applied to the input of the first amplifier, the output of which is applied to the input of the first rectifier, from the output of which an analog signal is fed to the input of the first analog-to-digital converter , the output of which a digital signal is fed to the input of a locomotive computer, which is designed to obtain information about the current value of the first rail; the voltage from the EMF of the second coil, which is a function of the current of the second rail, is applied to the input of the second filter, the output of which is applied to the input of the second amplifier, the output of which is applied to the input of the second rectifier, from the output of which an analog signal is fed to the input of the second analog-to-digital converter, from the output of which a digital signal is fed to the input of a locomotive computer, which is designed to obtain information about the current value of the second rail; the voltage from the EMF of the coil of the current transformer, which is a function of the current flowing through the coupler between the locomotive sections, is applied to the input of the third filter, the output of which is applied to the input of the third amplifier, the output of which is applied to the input of the third rectifier, from the output of which an analog signal is input the third analog-to-digital converter, from the output of which a digital signal is fed to the input of a locomotive computer, which is designed to obtain information about the magnitude of the current auto coupler ki; the voltage drop across the shunt included in the load circuit of the locomotive generator, which is a function of the generator current, is applied to the input of the fourth filter, the output of which is applied to the input of the fourth amplifier, the output of which is applied to the input of the fourth rectifier, from the output of which an analog signal is input the fourth analog-to-digital Converter, the output of which a digital signal is fed to the input of a locomotive computer, which is designed to obtain information about the magnitude of the current lock otivnogo generator; There are two options for detecting rail malfunctions from moving rolling stock: firstly, when installing an insulator in the automatic coupler design between locomotive sections of a diesel locomotive, to exclude current flow from the locomotive generator through automatic coupler, it is enough to control the ratio of the current of the first rail to the current of the second rail and the ratio of the current of the second rail to the current of the first, which should be within from 0.5 to 2; with electric traction, the locomotive generator is not installed, to control the integrity of the rails, the values of traction currents along the rails are used, their ratio should be within the same limits as with autonomous traction; secondly, in the absence of an insulator in the design of the automatic coupling between the locomotive sections of the diesel locomotive, the frames of the locomotive sections are connected by a low-resistance jumper to exclude the influence of the floating electrical contact of the automatic coupling, the total current of the rails is determined by subtracting the current value of the automatic coupling between the sections of the locomotive from the generator current value, and compare it with threshold value, which must be at least a quarter of the current of the locomotive generator, otherwise the result of the fault detection will be small reliable, if there is a necessary excess, then the relationship of the rail currents is monitored according to the above method, the locomotive generator is not installed with electric traction, the values of the traction currents in rails that are incommensurably higher than the current of the locomotive generator are used to control the integrity of the rails, therefore, the above method for monitoring the integrity of the rail thread acceptable in this case too; regardless of the location of the traction substation, traction current along the rails between the locomotive sections always flows, therefore, the presented technique for monitoring the integrity of the rail thread is acceptable in this case, i.e. it is universal; if the rail is damaged, information about this is displayed on the locomotive navigator and transmitted by radio to the nearest stations, and the automatic speed control system is disabled.

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