RU2723529C1 - Method for monitoring conditions of a branched track circuit in the neck of a station - Google Patents

Abstract

FIELD: transportation.SUBSTANCE: invention relates to means of monitoring conditions of a branched track circuit in the neck of a station. In the method, from the middle of the branched rail circuit with no boundary insulating joints, a tone frequency signal is transmitted, and at the receiving ends of the track line, the signal change is controlled, thereby determining the occupation and release threshold values, note here that number of rail chain receiving ends exceeds four ends, since simultaneously to ends of track circuit only one track receiver is cyclically connected, frequency of generator for supply of adjacent rail circuits is changed under action of station computer, using input resistance of each of receiving ends not exceeding 0.1 Ohm, receiving ends of adjacent rail circuits are distributed so that between them located section of track, which is common for both rail circuits, shunt sensitivity in the middle of the section on each rail circuit is higher than the standard one, despite the low resistance of the receiving end, which value substantially stabilizes floating boundary between adjacent rail circuits, flow of traction current along rail circuits occurs without installation of throttle-transformers, except for those connected to suction feeders, reference voltage is determined, equal to average voltage of receiving end of track circuit measured during three minutes per minute before train arrival, fixing occupancy of track circuit occurs under condition that current voltage drops below threshold voltage of occupation, which is 50 % of reference, and release fixation – provided that current voltage exceeds release threshold voltage, which is 75 % of reference voltage, at that, current voltage of receiving end of track circuit is compared to similar values of adjacent rail circuits along train movement, note here that if current value of voltage of receiving end becomes below 50 % of similar voltage of the ahead-lying rail circuit, occupation is fixed if current value of voltage of receiving end exceeds 75 % of similar voltage of the behind-lying track circuit, then release is recorded.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 control traffic at the station.

State of the art

A known method of monitoring the state of the rail circuit by comparing the voltage of the receiving ends of adjacent rail circuits. When the voltage of the receiving end of the rail circuit under consideration is reduced relative to the voltage of the same name following the rail circuit by 50%, the rail circuit occupation is recorded. When the voltage of the receiving end of the rail circuit in question is reached, the value of 75% of the voltage of the same name of the previous rail circuit along the train, the rail chain is released. This method of monitoring the state of the rail circuit is called the correlation control method. [Improving methods for monitoring the condition of railway track sections. Field Yu.I. - Samara: Samara Scientific Center of the Russian Academy of Sciences, Samara University of Railway Engineering, 2009, 135 pp. (p. 48-70)].

The disadvantage of this method is that with significant longitudinal asymmetry of the resistance of the ballast, an unreliable control of the state of the rail circuit is possible.

A known method of monitoring the state of the rail lines using comparisons of the voltages of the receiving end of the rail circuit, measured at different points in time. Initially, the reference voltage is determined, which is the average value of the voltages measured over a fixed period of time before occupying the rail circuit. Then, the occupation threshold voltage, which is 50% of the reference voltage, and the release threshold voltage, which is 75% of the threshold voltage, are determined. If the current voltage of the receiving end of the rail circuit decreases below the occupation threshold, the occupation of the rail circuit is recorded. If the current voltage of the receiving end of the rail circuit exceeds the threshold release value, its release is recorded. This method of monitoring the state of the rail circuit is called the relative control method. [Improving methods for monitoring the condition of railway track sections. Field Yu.I. - Samara: Samara Scientific Center of the Russian Academy of Sciences, Samara University of Railway Engineering, 2009, 135 pp. (p. 71-100)].

The disadvantage of this method is that with intense rainfall with a busy rail chain, an unreliable control of its conditions is possible.

A known method of monitoring the state of a branched rail chain without boundary insulating joints, the signal to which is fed from its middle, and at the ends control the change in signal. When the signal decreases at the ends of the rail line below the threshold value, the occupation of the rail circuit is recorded, and if the signal of the threshold value of the release is exceeded, it is released. In this case, the conditions must be met: the employment of the rail chain is fixed after the release of the approach section or with the occupation of the second track signal for the signal; train traffic lights move against the course of the train to a distance corresponding to the zone of preliminary shunting. [Patent No. 2581277, Method for controlling the freedom of a rail line. Field Yu.I. Publ. 04/20/16. Bull. No. 4.].

The disadvantages of the method are: a limited (not more than four) number of receiving ends; shunting of rail chains and control of shunt loss is difficult due to the small length of the rail line; requires a large number of devices supply and receiving end; large length and veinness of the signal cable; the negative impact of the floating border of the preliminary shunting zone on the operation of traffic light and locomotive signaling (it is possible to block the traffic light and initiate an emergency stop of the train by ALS devices); the floating boundary of the pre-shunt zone reduces the useful length of the approach section; a significant effect of changes in insulation resistance on the reliability of monitoring the state of the rail circuit; the delay in fixing the state of the rail chain depends on the state of adjacent rail chains.

Despite these shortcomings, this technical solution is selected as a prototype.

Disclosure of invention

The technical result to which this technical solution is directed is to increase the safety of train traffic and the reliability of station rail chains. In addition, the exchange of information between the locomotive and the EC post over the air increases the reliability of station devices.

To achieve the above technical result, a method for monitoring the state of a branched rail chain by cyclic connection to the branched rail chains in the neck of the station of one track generator and one track receiver to increase the number of receiving ends for each rail circuit to at least five and connecting the track transformers of the receiving ends adjacent rail circuits without boundary insulating joints with the presence of a section of the rail line between them common for both rail chains, namely, from the middle of a branched rail chain without boundary insulating joints, a tone signal is generated, and the signal change is monitored at the receiving ends of the rail line, thereby determining the threshold values of occupation and release, while the number of receiving ends of the rail chain exceeds four ends, because at the same time, only one track receiver is cyclically connected to the ends of the rail circuit, the generator frequency for powering the adjacent rail circuits is changed under the influence of the station computer, the input impedance of each of the receiving ends not exceeding 0.1 Ω is used, the receiving ends of adjacent rail circuits are distributed so that between them a section of the rail line was located, which is common for both rail chains, the shunt sensitivity in the middle of the section along each rail circuit is provided above the standard, despite the low resistance of the receiving end, the value of which significantly stabilizes the floating boundary between adjacent rail chains, the traction current flows along the rail chains without the installation of choke transformers, except for those that are connected to the suction feeders, and the monitoring of the state of the rail circuit is based on the joint use of the relative and relative methods, and for the implementation of the relative control method they determine The voltage equal to the average voltage of the receiving end of the rail circuit measured within three minutes one minute before the train enters, the occupation of the rail circuit is fixed under the condition that the current voltage drops below the occupation threshold voltage, which is 50% of the reference, and the release is fixed at provided that the current voltage exceeds the threshold voltage of release, which is 75% of the reference, while for the implementation of a relative control method, the current voltage of the receiving end of the rail circuit is compared with the same values of adjacent rail circuits in the direction of the train, and if the current value of the voltage of the receiving end becomes below 50% of the same voltage of the forward rail circuit, then fix the occupation, if the current value of the voltage of the receiving end exceeds 75% of the same voltage of the adjacent rail circuit, then fix the release, and when fixing the occupation, taking into account one of the methods trolles exclude the possibility of a train entering a rail chain, and when the release is fixed, taking into account both control methods, the possibility of a train entering a rail chain is resumed.

The proposed method allows monitoring the state of rail lines without boundary insulating joints and choke transformers, monitoring a branched rail circuit with more than four receiving ends due to connecting the track receiver to these ends one by one, and also monitoring the rail circuits one by one. The implementation of the method allows to increase the reliability of control through the joint use of relative and correlative control methods, to increase the reliability of the rail circuit by using one multi-frequency track generator, which changes the frequency under the influence of the station computer, and one track receiver for the neck of the station, as well as due to exchange information between the EC post and the locomotive over the air.

Brief Description of the Drawings

In FIG. 1 shows a fragment of the track development of the neck of the station with the designations of the numbers of turnouts, turnout sections, receiving and feeding ends, FIG. 2 is a fragment of a control circuit of branched rail chains.

In FIG. 1 shows the following notation:

1 - switch drive STR1;

2 - switch drive STR3;

3 - switch drive STR5;

4 - switch drive STR7;

5 - switch drive STR9;

6 - switch drive CTP11;

7 - track section PU;

8 - turnout section SP1;

9 - turnout section SP3-7;

10 - turnout section SP9;

11 - switch-track section SP13;

12 - turnout section SP11;

13 - the first track transformer receiving end P31 section SP3-7;

14 - second track transformer receiving end P32 section SP3-7;

15 - the third track transformer receiving end P33 section SP3-7;

16 - the fourth track transformer receiving end P34 section SP3-7;

17 - the fifth track transformer of the receiving end P35 of the section SP3-7 (when alternately connecting one track receiver of the receiving ends to the transformers can be more than four);

18 - track transformer feed end IPZ (track power supply) section SP3-7;

19 - track transformer of the receiving end of the PU section of the PU;

20 - track transformer receiving end P1 section SP1;

21 - track transformer receiving end P9 section SP9;

22 - track transformer supply end P9 section SP9;

23 - track transformer receiving end P13 section SP13;

24 - track transformer receiving end P11 section SP11;

25 - EC post;

26 - track box arrow track section PC SP1;

27 - track box arrow-track section of the PC SP3-7;

28 - track box arrow track section of the PC SP9;

29 - a linear circuit (two-wire) for powering rail circuits, track box devices, synchronizing the operation of distributors of PCB track boxes of PC and EVMS;

30 - a linear circuit (two-wire) for alternately collecting information about the voltage of the receiving ends of the rail lines;

31 - microprocessor centralization of the MPC;

32 - track generator PG;

33 - station computer - computer;

34 - electronic key of the central post KL;

35 - phase inverter FI;

36 - track successor PP - receives an analog signal from a linear circuit and converts it into a digital signal for transmission to an electronic computer;

37 - communication line between the EVMS and the GHG to change the frequency of the generator (adjacent rail circuits must receive voltages of different frequencies to create an electrical circuit (rail line) between the track transformers of the receiving ends of adjacent rail circuits;

38 - communication line between the MPC and EVMS;

39 - communication line between the GHG and the CR;

40 - communication line between the EVMS and KL - controls the operation of the key;

41 - communication line between the EVMS and FI;

42 - communication line between CL and FI - controls the operation of the IF;

43 - communication line between the PP and the EVMS;

44 - voltage Converter - converts the voltage of the signal frequency into a DC voltage to power microelectronic devices;

45 - distributor RSP;

46, 47, 48, 49, 50 and 51 - electronic keys KL in the travel boxes;

52, 53, 54, 55, 56, and 57 — communication lines between the RSP and the cable line to control the cable line;

58, 59, 60, 61, 62 and 63 are the communication lines between the cable lines of the PC trip box and transformers IP3, P31, P32, P33, P34 and P35, respectively.

The implementation of the invention

The power of the rail circuit without boundary insulating joints is carried out from the middle and control the signal change at the ends of a branched or unbranched rail chain.

The number of receiving ends of the rail line can be more than four, because at the same time, only one track receiver is cyclically connected to the receiving ends of the rail circuits with one track generator continuously switched on, the input impedance of each of the receiving ends does not exceed 0.1 Ohms, the receiving ends of adjacent rail circuits are spaced so that a section of the rail line is located between them, which is common to both rail chains, the shunt sensitivity in the middle of the section for each rail chain is higher than the normative [Patent No. 2652598 Method for monitoring the state of the rail line. Field Yu.I., Gorelik A.V., Mukhin L.V. Publ. 04/27/2018. Bull. No. 12]. When the generator is switched from one rail circuit to another under the influence of a computer, its frequency changes, i.e. adjacent rail circuits are powered by voltages of different frequencies to reduce the mutual influence of adjacent rail circuits.

Traction current flowing along rail circuits does not require the installation of choke transformers, except for those connected to the suction feeders.

Monitoring the state of the rail circuit is based on the joint use of relative and correlative methods. To implement the relative control method, the reference voltage is determined, which is equal to the average voltage of the receiving end measured within three minutes a minute before the train enters.

Fixation of the occupation of the rail circuit occurs under the condition that the current voltage decreases below the threshold voltage of occupation, which is 50% of the reference, fixing the release - provided that the current voltage increases above the threshold voltage of release, which is 75% of the reference.

The relative control method is implemented by comparing the current voltage of the receiving end of the rail circuit with the same voltage values of adjacent rail circuits along the train. If the current value of the voltage of the receiving end falls below 50% of the same voltage of the forward-lying rail circuit, then its occupation is fixed, and if the current value of the voltage of the receiving end becomes higher than 75% of the same voltage of the adjacent rail circuit, then its release is recorded.

When the occupation is fixed under the conditions of one of the control methods, the possibility of the train entering the rail circuit is excluded; when the rail circuit is released according to the conditions of both control methods, the train can enter again.

Monitoring the status of rail lines and the order of their interrogation is determined by the algorithm of the program introduced into the computer. Only one track receiver is cyclically connected to the rail circuit, in which the frequency of the generator for supplying adjacent rail circuits changes under the influence of the station computer.

The reliability of station devices is enhanced by the fact that information is exchanged between the locomotive and the EC station via a radio channel.

In FIG. Figure 1 shows a fragment of the route development of the neck of the station with the designations of the numbers of turnouts, turnout sections, receiving and feeding ends. The switch section SP3-7 has one IP3 18 power supply (a track end supply transformer located in a track box) with a tonal frequency (500-5000 Hz), five receivers P31 13, P32 14, P33 15, P34 16 and P35 17 (track transformers receiving ends placed in the travel boxes). The number of receiving ends exceeds the permissible number of ends provided for the tonal rail circuit. This is possible because only one receiver (but five path transformers of the receiving ends) is connected to the arrow-track sections at each moment of time, which makes it possible to increase the number of monitored branches of a branched rail chain (the number of switches can be more than four). Adjacent to the arrow-track section SP3-7 9 are: track section PU 7, switch-track sections SP1 8, SP9 10, SP13 11 and SPI 12, which have track transformers PU 19, P1 20, P9 21, P13 32 and P11 24 respectively. In FIG. 1 shows the transformer of the supply end of the section SP9 10 IP9 22. Between track transformers of adjacent rail circuits there are track sections (for example: between transformers PU1 13 and PU 1), which are controlled by two adjacent rail chains. Since the mentioned track sections are short, with reduced input impedances of the receiving ends (necessary to reduce the preliminary and additional bypass zones), the sensitivity in the middle of these sections along both rail circuits should be no lower than the normative. The reduction of the preliminary and additional bypass zone is promoted by the increased frequency of the signal current and the reduced input resistance of the receiving end. The signal frequencies of adjacent rail circuits differ from each other.

In FIG. Figure 2 shows a fragment of the structural diagram of branched rail chains, the devices of which are located at the EC 25 station and in the trip boxes of PCs 26, 27 and 28. The EVMS 33 generates commands for installation, cancellation of routes, and other commands for MPC 31, as well as controls their implementation by communication lines 38. The same EVMS 31 controls the operation of the traveling generator 32 (changes the frequency of the supply voltage for different rail circuits), the electronic key 34 through communication 40, interrupting the power supply circuit of the PC devices and rail circuits of the arrow-track sections, forming a cyclic synchronization signal, which is the interval in the power supply between the polling cycles of the states of the track section PU 7 and the arrow-track sections SP1 8, SP3-7 9, SP9 10, SP13 11, SP11 12. In addition, the EVMS 31 controls the phase inverter FI 35 through communication 41. The frequency of the signal current is perceived as the boundary between the clocks, so the distributor RSP 45 switches to the next position. At the end of the order, a signal from the central control unit is transmitted, which helps to zero out the distributor RSP 445. The generated telecontrol order TU (for controlling distributors RSP) is transmitted through a linear circuit 29 to the input of the RSP 45 and other RSPs, a voltage converter PN 44, etc. PN converts the signal frequency to DC voltage for power supply of microelectronic devices of PC trip boxes. The distributor RSP 45 through linear connections controls the operation of the keys KL. The key KL 46 connects a linear circuit 29 to the supply transformer IPZ for the entire period of interrogation of branches (5 in total) of the switch-track section SP3-7 through a linear connection 52 between the RSP 45 and KL 46, as well as communication 58 with the track transformer IPZ 18.

At EC 25, a linear circuit 30 receives information on the track receiver PP 36 with analogue messages about the state of the track sections of the neck of the station, which is converted by the receiver 36 to digital packages and transmitted via communication 43 to the computer 33. Information on the voltage end of a branch of a branched rail chain. This information is generated with the participation of the RSP 45 and keys KL 47, 48, 49, 50 and 51 on the links 53, 54, 55, 56 and 57, respectively. Signals are transmitted to keys KL 47, 48, 49, 50, and 51 via links 59, 60, 61, 62, and 63 from track transformers P31 13, P32 14, PZZ 15, P34 16, and P35 17, respectively. The operation of devices of other PCs proceeds similarly. Checking the status of the arrow-track sections is carried out alternately. The arrow-track section of CTP1 1 (PK 26) with three receiving ends (only a transformer of one receiving end is shown in Fig. 2) is checked at the first, second and third clock cycles, the switch-track section SP3-7 - at the fourth, fifth, sixth, seventh and eighth clocks, the arrow-track section of STR9 10 (PK 28) with three receiving ends (only one track transformer is shown in Fig. 2) is checked on the ninth, tenth and eleventh clocks, etc.

Information on the voltage of the receiving ends of the rail lines received by the computer 33 is cyclically recorded in its memory. The computer memory contains information about the voltage of the receiving ends of all rail lines, recorded over the past four minutes. Information is updated in the computer memory according to the principle of the stack - the first to enter - the first to exit. Based on the information of the first three minutes of the survey (out of four), an average voltage value is determined for each rail circuit, which is indicated by the reference voltage Uop (information of the last and fourth minutes for rail circuits without boundary insulating joints is not used). By the value of the reference voltage, the occupation threshold voltage Uпз = Uоп⋅Кз and the threshold release voltage Uпо = Uоп⋅Ко are determined, where Кз = 0.5 and Co = 0.75 are occupation and release coefficients, respectively, the values of which can vary in accordance with the factors (ballast resistance, total length of a branched rail line, signal current frequency, etc.). The control of occupation and release of the rail circuit is determined by comparing the current voltage Ut with threshold values. Rail chains using the presented control method are called relative rail chains. They have a significant drawback: with a low speed of the train or the train stopping, as well as with heavy rainfall, false monitoring of the state of the rail chain is possible.

To increase the reliability of monitoring the state of the rail chain, an additional control method is used, which is called the correlative method, and rail chains acting on the basis of this method are called correlative rail chains. When using relative and correlative control methods together, the reliability of the rail chain increases significantly.

In rail chains, where the relative control method is used, the current voltages of the receiving ends of adjacent rail chains (relative rail chains with pair conjugation) are compared. Occupation of the rail circuit is fixed when the current voltage of the receiving end of the rail circuit under consideration is reduced relative to the same voltage of the adjacent rail circuit located at the train exit from it by Kz = 0.5 times, and release is exceeded when the current voltage of the rail circuit of the same name voltage of the adjacent rail circuit of the adjacent rail circuit is located before considered (in the direction of the train) in Ko = 0.75 times, where KZ is the occupation coefficient, Ko is the release coefficient of the relative rail chain.

A rail chain is considered busy if, using one of the control methods, its occupation is recorded. A rail chain is considered to be free if, using both control methods, it is free.

Claims (1)

A method for monitoring the state of a branched rail chain by cyclicly connecting to a branched rail chain in the neck of a station of one track generator and one track receiver to increase the number of receiving ends for each rail chain to at least five and connecting the track transformers of the receiving ends of adjacent rail chains without boundary insulating joints with the presence of a section of the rail line between them that is common for both rail chains, consisting in the fact that from the middle of the branched rail chain without boundary insulating joints, a tone signal is supplied, and at the receiving ends of the rail line, a signal change is monitored, thereby determining threshold occupation values and release, while the number of receiving ends of the rail chain exceeds four ends, because at the same time, only one track receiver is cyclically connected to the ends of the rail circuit, the generator frequency for powering the adjacent rail circuits is changed under the influence of the station computer, the input impedance of each of the receiving ends not exceeding 0.1 Ω is used, the receiving ends of adjacent rail circuits are distributed so that between them a section of the rail line was located, which is common for both rail chains, the shunt sensitivity in the middle of the section along each rail circuit is provided above the normative, despite the low resistance of the receiving end, the value of which significantly stabilizes the floating border between adjacent rail chains, the traction current flows along the rail chains without the installation of choke transformers, except for those that are connected to the suction feeders, and the monitoring of the state of the rail circuit is based on the joint use of the relative and relative methods, and for the implementation of the relative control method they determine The voltage equal to the average voltage of the receiving end of the rail circuit measured within three minutes a minute before the train enters, the occupation of the rail circuit is fixed under the condition that the current voltage drops below the occupation threshold voltage, which is 50% of the reference, and the release is fixed at provided that the current voltage exceeds the threshold release voltage, which is 75% of the reference voltage, while for the implementation of a relative control method, the current voltage of the receiving end of the rail circuit is compared with the same values of adjacent rail circuits along the train, and if the current value of the voltage of the receiving end becomes below 50% of the same voltage of the forward rail circuit, then fix the occupation, if the current value of the voltage of the receiving end exceeds 75% of the same voltage of the adjacent rail circuit, then fix the release, and when fixing the occupation, taking into account one of the methods trolles exclude the possibility of a train entering a rail chain, and when the release is fixed, taking into account both control methods, the possibility of a train entering a rail chain is resumed.

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