RU2714829C1 - Method for monitoring track section conditions - Google Patents

Abstract

FIELD: railway automatics.

SUBSTANCE: invention relates to the field of railway automatics for control over track sections condition. In the method, control of block-section release is carried out by interaction of track and car inductors, and occupation is due to short tonal rail circuit, wherein the obtained information is transmitted to the Computer Based Interlocking (CBI) position for generating ACS signals, characterized in that the rail threads health is monitored by the rail threads integrity control trackers, which track the rail threads irregularities caused by the rail breaks, wherein in fixing rail damage using microprocessor device installed in anti-vandal housing on tail car, wherein, by means of rod, car inductor is withdrawn from track, interaction of inductors does not occur and signal of block section release control is not transmitted, at that, in this case, stop signal is transmitted to locomotive through radio channel, wherein the absence of the signal is also considered as a stop signal, and in the opposite case, information on the number of free block sections and the number of the receiving or sending path is transmitted to the locomotive through a radio channel.

EFFECT: safer train movement.

1 cl, 2 dwg

Description

FIELD OF THE INVENTION

The invention relates to the field of railway automation and can be used to regulate the movement of trains on the stage.

State of the art

A known method of monitoring the progress of a train in its entirety (a method of controlling the release of a section) consisting in the fact that when following a tail carriage with a wagon inductor above a control point, the release of a section is recorded [Kotlyarenko N.F. et al. Track lock and auto adjustment. - M .: Transport, 1983 (p. 241-242, Fig. 11.6)].

The disadvantages of this method are: the need to use a fairly complex carriage inductor (frequency converter); lack of control over the occupation of the site; lack of integrity control of rail threads; the complexity of applying this method in areas with heavy traffic.

A known method of monitoring the conditions of the route section, which consists in the fact that the occupation of the route section is carried out by a 20 m rail circuit at a frequency of 4555 Hz, the serviceability of rail threads by a 500 m rail chain at a frequency of 780 Hz, and information is transmitted to a locomotive by a 500 m rail chain at a frequency of 375 Hz, the release of the track section due to the interaction of the carriage and track inductors [RF Patent No. 2649107 Method for monitoring the conditions of the track section of the authors Polevoy Yu.I., A.V Gorelik A.V., publ., March 29, 2018. Bull. No. 10].

The disadvantages of this method is that a large number of track devices for the rail chain are used, as well as the small length of the block sections.

This technical solution is selected as a prototype.

Disclosure of Invention

The technical result is to increase the safety of train traffic, the reliability of the autolocking (AB), reduce construction costs, expand the value of the automatic locomotive signaling system, which is carried out using radio channels.

The technical result is achieved due to the way of monitoring the state of the track section, which consists in the fact that the release of the block section is controlled by the interaction of the track and wagon inductors, and the lesson is due to the short tone rail circuit, and the information is transmitted to the EC station for generating ALS signals, while monitoring the health of rail threads is carried out by runners to monitor the integrity of rail threads, which track irregularities of rail threads that have arisen during a fracture of a rail b, while fixing the damage to the rail, they use a microprocessor device installed in the anti-vandal housing on the tail carriage, and the car inductor is removed from the track inductor by the rod, there is no interaction between the inductors and the signal to control the release of the block section is not transmitted, in this case, over the air a stop signal is transmitted to the locomotive, and the absence of a signal is also regarded as a stop signal, and in the opposite case, information on the quantity ve free block sites and the number of the route of reception or departure.

Brief Description of the Drawings

In FIG. 1 shows a device for monitoring occupation of a track section; FIG. 2 - a device for controlling the release of the track section and a device for monitoring the integrity of rail threads.

The implementation of the invention

In FIG. 1 designations are given:

1 - the first rail line RL1;

2 - the second rail RL2 (not equipped with a rail chain);

3 - the first transformer (supply end) T1;

4 - second transformer (receiving end) T2;

5 - the first linear wire of the supply end LPPT1;

6 - the second linear wire of the supply end LPPT2;

7 - the first linear wire of the receiving end) LPR1;

8 - the second linear wire of the receiving end LPR2.

In FIG. 2 shows the notation:

9 - the first linear wire from the traveling inductor LPI1;

10 - the second linear wire from the traveling inductor LPI2;

11 - rail (end view and side view);

12 - rail head;

13 - the neck of the rail;

14 - the sole of the rail;

15 - the plane of the wheel;

16 - wheel flange;

17 - an axis of a wheel;

18 - microprocessor unit for monitoring the integrity of both rails behind the tail of the train;

19 - the first sensor D1 monitoring the integrity of the upper surface of the head of the first rail;

20 - rod with the core of the first sensor;

21 - slider control the upper surface of the rail head of the first;

22 - the second sensor D2 integrity control of the lateral surface of the first rail;

23 - rod with the core of the second sensor;

24 - slider control the lateral surface of the head of the first rail;

25 - an electromagnet (EM) controlling the movement of a locomotive inductor;

26 - core with an electromagnet rod;

27 - wagon inductor;

28 - track inductor;

29 and 30 - wires for communication of the first sensor D1 of the first rail with the MPB microprocessor unit;

31 and 32 - wires for communication of the second sensor D2 of the first rail with the MPB microprocessor unit;

33 and 34 wires for connecting an electromagnet with a microprocessor block MPB;

35 and 36 - wires for communication of the third (upper) sensor (not shown in FIG. 2) of the second rail with the MPB microprocessor unit;

37 and 38 - wires for communication of the fourth (side) sensor of the second rail with the MPB microprocessor unit.

The action of the method for monitoring the state of the track section is based on the use of a tonal rail chain to control the occupation of the track section (Fig. 1), the carriage sensor for monitoring the integrity of the track rail and the carriage sensor for monitoring the succession of the train in its entirety. The equipment of the device is located on the stage in transformer boxes located at the borders of the block sections. Track inductor PI (Fig. 2) is located at the neck of the right along the rail from the inside of the knees. When the tail of the train passes, the wagon inductor VI interacts with the track inductor if the rail threads are operational. If one or both of the rail threads are damaged, then the carriage inductor VI moves up and the interaction of the inductors does not occur. The track is either busy or damaged. Otherwise, a signal about the free and healthy condition of the block section is transmitted to the EC post and the station computer (not shown in Fig. 2) generates an order for the free section. Between the locomotive and the EC station, a radio communication channel is established through which information on the number of free sections before the train and the number of the route of reception or departure from the station are transmitted to the locomotive (not shown in Fig. 2). The MPB microprocessor unit is located on a tail carriage with an autonomous power source. The MPK block receives information about the state of the sensors D1 and D2, which through the runners control the integrity of the upper surface of the rail head (BKTSV) and the runner control the integrity of the side surface of the rail head (BKTSB). If the rails are serviceable, then the cores of the sensors D1 and D2 are in the initial position. With a kink of the rail, the ends of the rail at the kink, even in the presence of galvanic contact, are displaced. The sensor cores, having a low inertia, are momentarily shifted and act on the microprocessor block of the MPB, which opens the circuit of the electromagnet. At the same time, the carload inductor of the VI rises, excluding the connection of the carriage VI and the traveling PI inductors. Information about the availability and serviceability of the track section is not received at the EC post. In the normal state, mechanical forces are applied to the axes of the sensors D, D2, and the electromagnet EM (due to springs) in the direction of the arrows in FIG. 2. The carriage inductor is located on the track of the flange of the wheel and does not touch the rail. The microprocessor unit program takes into account the wobble of the wheels during movement (especially the last wagon of a freight train) and does not perceive this wobble as damage to the rail.

The second rail also has two control runners and sensors (in Fig. 2 runners and sensors are not shown), due to which the integrity of the second rail is monitored.

When a train moves along a track section, on the borders of which there are rail circuits containing RL1 1 rail lines, T1 3 and T2 4 transformers connected to the EC station of the nearest station with wires ЛПТР1 5, ЛПТР2 6, ЛППР1 7 and ЛППТР2 8, its entry to the block section is recorded , which includes rail lines РЛ1 1 and РЛ2 2. With electric traction, the rail line РЛ2 is equipped with butt connectors to pass traction current, but with autonomous traction, the connectors are not installed. With AC electric traction, to equalize the traction current, D20 chokes are installed every 6 km. The release of the block section is fixed due to the traveling inductor 28, which sends a control current pulse to the EC terminal via wires ЛПИ1 9 and ЛПИ2 10, that the train has released the block section and the rail threads are working. The pulse is initiated by the interaction of the path inductor PI 28 with the carriage inductor VI 27. If the rail threads are not working, the carriage inductor VI 27 is withdrawn (lifted) from the path inductor PI 28 and the release is not fixed. In working condition, the carriage inductor VI 27 moves along the track of the flange of the wheel 16. In FIG. 2 in addition to the flanges of the wheel, the plane of the wheel 15, the axis of the wheel 17 and the arrow of the direction of movement are shown. All devices FIG. 2, in addition to the traveling inductor, are placed in an anti-vandal casing, which is mounted on the tail vase of the train.

Behind the tail of the train along the rail 11, control runners BKTSV 21 and BKTSB 24 roll along the upper and lateral plane of the head of the rail 12, which track irregularities of the rail head that may appear when the rail breaks. The neck of the rail 13 and the sole of the rail 14 are shown below, under which the linear wires ЛПИ1 9 and ЛПИ2 10 are laid for transmitting information to the EC station on the status of the block section.

When the rail is broken, an unevenness is formed on the upper or lateral surface of the rail head 12 (shift of the ends of the rail at the break). Runners BKTsV 21 or BKTsB 24 detect a kink (even if there is no galvanic rupture) and the rod 20 of the first sensor D1 19 moves or the rod 23 of the second sensor D2 23 moves. The sensors change magnetic fields, and hence the input resistances of the sensor coils. This information is transmitted via wires 29, 30 or 31, 32 to the MPB microprocessor unit 18, which disconnects the EM 25 electromagnet via wires 33 and 34 and the core with the rod 26 moves upward in the direction of the arrow due to the spring, which in FIG. 2 not shown * (springs are also not shown for sensors that also pull the sensor cores in the direction of the arrows). The carriage inductor VI 27 is diverted from the traveling inductor PI 28 in the direction of the arrow. Interaction between the inductors does not occur, a signal (impulse) about free and serviceable is not transmitted to the EC post. If another rail is broken, the signal from the sensors DZ and D4 (not shown in Fig. 2) is also fed to wires through the wires 35, 36 and 37, 38 to the MPB unit and the carriage inductor VI 27 is also diverted from the traveling inductor PI 28.

The advantages of the proposed method are: block sections can be longer (up to 50 km); monitoring of the state of the track sections does not depend on insulation resistance; with autonomous traction, neither insulating joints nor rail connectors are required; with AC electric traction, it is possible to use small-sized chokes D20 to equalize the traction current; with electric traction, insulating joints are also not needed; information is transmitted to locomotives via radio channels.

Claims (1)

The way to control the conditions of the track section, namely, that the release of the block section is controlled by the interaction of the track and wagon inductors, and the lesson is due to the short tone rail circuit, while the received information is transmitted to the EC station to generate ALS signals, characterized in that the serviceability of rail threads is carried out by runners for monitoring the integrity of rail threads, which track irregularities of rail threads that occur when the rail is broken, while fixing damage the rail uses a microprocessor device installed in the anti-vandal housing on the tail carriage, and the car’s inductor is removed from the track inductor by the rod, there is no interaction between the inductors and the control signal to release the block section is not transmitted, in this case, a stop signal is transmitted via the radio channel to the locomotive, the absence of a signal is also regarded as a stop signal, and in the opposite case, information on the number of free block sections and the number of the reception or departure.

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