RU2723502C1 - Method for track conditions monitoring at stations and hauls - Google Patents

Abstract

FIELD: railway automatics.SUBSTANCE: invention relates to railway automatics for track section condition monitoring. In the method, a tone frequency signal is transmitted to the rail line from one end, and at the other end, the current signal value is compared to the occupation and release threshold values, if the occupation threshold value is exceeded, the occupation of the section is recorded, and in case of current value exceeding above release threshold value is its release, wherein coordinates of locomotive location are determined using GLONASS, control of its compliance with one rail circuit boundary and, in case of compliance, fixing occupancy of track section. In the absence of such compliance, recording of occupancy of the track section is carried out only taking into account fulfillment of the main condition – control of occupancy of the track section based on the result of operation of the track circuit, with holding time of 5–30 s; fixing of rail line release is performed at fulfillment of the main condition – control of track section release by result of track circuit operation and an additional condition, consisting in that locomotive must be at distance of train length from other rail circuit boundary considering train stretching for four percent of its length. Said conditions are monitored at the station computer based interlocking, where information is transmitted from the line on the track and from the locomotive through the radio channel on its location and length.EFFECT: higher reliability of track circuit condition monitoring.1 cl, 2 dwg

Description

FIELD OF THE INVENTION

The invention relates to railway technology, namely to railway automation and telemechanics, and can be used to control the movement of trains.

State of the art

A known method of controlling the freedom of track sections, which consists in determining the number of free track sections on a stretch and the sum of the voltage values in these sections, and then find the arithmetic average voltage. The current voltage value of each of the sections is compared with the obtained arithmetic average voltage value. With a significant difference between the current voltage value and the arithmetic average, the busyness of the route section is recorded, otherwise, it is free [RF Patent No. 2025358, MKP B61L 23/16. A method for controlling the freedom of track sections and a device for its implementation. Authors: Polevoy Yu.I., Streltsov S.K., Mazalova N.A. BI No. 24, 1994].

The disadvantage of this method is that with significant longitudinal asymmetry of the insulation of the rail line, false monitoring of the condition of the track sections is possible.

A known method of controlling the freedom of track sections is that a tone signal is fed into the rail line from one end, and the current signal value is compared to the occupation and release thresholds at the other end. If the occupation threshold is exceeded over the current one, the occupation of the site is recorded, and if the current value is exceeded above the release threshold, the site is freed. When a train enters an adjacent track section, with a free adjacent track section, the voltage of the receiving end of the track section under consideration, which is the reference voltage, and the currents of the supply ends when the power source is alternately connected to each end of the rail line, are recorded. Then, the voltage reduction coefficient and the threshold voltage value of release are determined by multiplying the occupation threshold voltage by the safety factor. Next, the threshold voltage of occupation and release before occupation of the rail line is continuously adjusted taking into account changes in the current far from the shunt of the supply end, while the threshold voltage is changed proportionally, and after the release of the rail line, the threshold voltage is adjusted taking into account the change in current of the other end of the rail line to reliably monitor the condition of the track section at an interval of passing along less than three block sections. In this case, the correction of threshold voltages is performed in proportion to the change in the current of the supply ends [Patent RU No. 2268185, MCP B61L 23/16. The way to control the freedom of track sections. Authors: Polevoy Yu.I., Polevaya L.V., Troshina M.V. BI No. 02, 2006].

The disadvantage of this method is that when the train approaches the border between the rail chains with wet ballast, it is possible to prematurely occupy the forward-lying rail chain, which can lead to an emergency stop of the train, and, in addition, the train shunt may be lost under the tail of the train, which can create a dangerous the situation.

This technical solution is selected as a prototype.

Disclosure of invention

The technical result, which this technical solution is aimed at, is to control the location of the train with the participation of the rail chain and the information received from GLONASS about the location of the head of the train, which eliminates the premature fixation of the rail chain and dangerous consequences when the shunt is lost under the tail of the train.

When the train approaches the rail chain, the beginning of the fixation of the shunt depends on the state of the ballast - i.e. from the magnitude of its resistance. With wet ballast, the occupation is fixed at a certain distance from the connection point of the rail circuit devices, which may cause an emergency stop of the train. To eliminate this situation, the occupation is fixed when two conditions are met: the devices of the rail chain show its employment; with the participation of GLONASS, the train crosses the border of the rail chain. To exclude a dangerous situation in case of damage to the GLONASS locomotive equipment, the occupation of the rail chain is fixed in the interval after 5-30 s. after receiving information from the rail chain about the occupation.

The technical result is achieved by the fact that the way of monitoring the state of the track section is that a tone signal is fed from one end to the rail line, and the current signal value is compared with the threshold occupation and release thresholds at the other end. If the occupation threshold is exceeded over the current one, the occupation of the site is recorded, and if the current value is exceeded above the exemption threshold, it is released, characterized in that the occupation of the track (in contrast to the rail line, the occupation of the track is carried out under two conditions) upon fulfillment of the additional condition, which consists in determining the location of the locomotive using GLONASS, controlling its correspondence to one boundary of the rail chain and, if so, fixing the occupation of the track section. In the absence of such a correspondence, fixation of the occupation of the track section is carried out only taking into account the fulfillment of the main condition (control of the occupation of the track section by the result of the rail chain) with a time delay of 5-30 s; fixing the release of the rail line is carried out when the main (control of the release of the track by the result of the rail chain) and the additional condition is that the locomotive must be at a distance of the length of the train from the other border of the rail chain, taking into account the stretching of the train by four percent of its length, which is due to the features of the automatic coupler. Monitoring the fulfillment of the above conditions is carried out at the post of EC station computer - EVMS, where the necessary information flows from the haul about the condition of the rail line and from the locomotive via the radio channel about its location and length.

Brief Description of the Drawings

In FIG. 1 shows a control circuit of a track section; FIG. 2 - fragments of the situation when the train approaches the rail chain (A) and the train leaves the rail chain (B).

In FIG. 1 and 2 are the following notation:

1 - EC post;

2, 3 and 4 rail lines of the radar of the second, third and fourth rail chains;

5 - train;

6 - locomotive radio station RSL with an antenna;

7 - track generator;

8 - resistor;

9 and 10 - traveling transformers TP supply and receiving ends;

11 - bandpass filter FP;

12 - amplifier U;

13 - rectifier B;

14 - analog-to-digital Converter ADC;

15 - station computer - computer;

16 - station radio station RCC with an antenna;

G1 and G2 - the boundaries of the third rail chain 3;

ZPShM - zone of preliminary shunting with wet ballast;

UDP - extension of the train by 4%;

ZPSh - zone of loss of a shunt.

The implementation of the invention

The action of the method is as follows. At the post EC 1 (Fig. 1), the path generator 7 is connected to the supply end of the third rail line 3 through the resistor R 8 and the path transformer TP 9. To the receiving end of this rail line through the path transformer TP 10, amplifier U 12, rectifier B 13 and the analog-to-digital converter of the ADC 14 is connected to the digital input of the station computer - EVMS 15. A digital signal is supplied to this input, the magnitude of which is proportional to the voltage U of the receiving end of the rail line 3. With free rail lines 2, 3 and 4, the voltage U mainly depends on ballast state - insulation resistance. Insulation resistance varies over a wide range from 0.2-1.0 ohms to 100-200 ohms. Such a fluctuation in the insulation resistance affects the operation of the rail circuit in the shunt mode, namely, the place where the shunt is fixed.

In FIG. 2A shows the pre-shunt zone of the ZPShM. With a large insulation resistance, the shunt begins to be felt at the end of this zone, i.e. at the place of connecting to the rails of the track receiver, the boundary G1 of the rail line 3. With a low insulation resistance, at the beginning of the zone, i.e. at a distance of ZPShM from border G2. Thus, the occupation of the rail line 3, is fixed when the head of the train is in the zone ZPShM. With wet ballast, the occupation of the rail line 3 is fixed until the head of the train enters the rail line 3. In this case, the locomotive receives a signal prohibiting entry to the rail line 3 before it is actually occupied, which causes an emergency stop of the train. To eliminate this situation, from the locomotive radio station RSL 6 to the station radio station RCC 16 information is transmitted on the coordinate of the location of the head of the train, which is determined by the locomotive GLONASS devices (not shown in Fig. 1). From the station radio station RCC 16 information is transmitted to the station computer - EVMS 15, where there is already information about the state of the rail line 3 (based on the results of the rail circuit). The fixation of the occupation of the track section occurs when two conditions are met: the rail line 3 is busy, the locomotive crossed the boundary of the rail chain G1. If information about the border crossing is not received, then the fixation of the occupation of the track section still occurs, but only with a time delay, namely, after 5-30 seconds the field occupies the rail line 3.

If the train leaves the rail line 3 (Fig. 2) and the shunt is lost under the tail of the train, premature false control of its release is possible. To eliminate this situation, the release of the rail line 3 is fixed only after the head of the train is removed from the border Г2 at a distance of the length of the train. This situation is controlled by a station computer - EVMS 15. To this computer, the coordinate of the locomotive's location and the length of the train are transmitted via radio channel from the locomotive. When a train moves, its length can vary by ± 4%, due to the nature of the automatic coupler operation. Therefore, the locomotive should move away from the border G2 by the distance of the train length plus 4% of its length.

Claims (1)

A way to control the conditions of the route section, which consists in the fact that a tone signal is sent to the rail line from one end, and the current signal value is compared to the occupation and release thresholds at the other end, if the occupation threshold is exceeded over the current one, the occupation is recorded, and in case of exceeding the current value over the threshold value of release - its release, characterized in that, unlike the rail line, the fixation of the occupation of the track section is carried out under two conditions, the occupation of the track section is fixed when the additional condition is fulfilled, which consists in determining the location coordinate locomotive using GLONASS, control its compliance with one border of the rail chain and, in case of compliance, record the occupation of the track section, in the absence of such a correspondence, the fixation of the occupation of the track section is carried out only taking into account the fulfillment of the main condition: control of the occupation of the track section according to the result of the rail chain, with a time delay of 5-30 s; fixing the release of the rail line is carried out when the main one is performed: control of the release of the track section according to the result of the rail chain, and the additional condition that the locomotive should be at a distance of the length of the train from the other border of the rail chain, taking into account the stretching of the train by four percent of its length, which occurs due to the features of the automatic coupler, while monitoring the fulfillment of the above conditions is carried out at the post of the EC station computer - EVMS, where the necessary information flows from the haul about the condition of the rail line and from the locomotive via the radio channel about its location and length.

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