RU2341395C2 - Method of control of rail circuits condition - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: method of control of rail circuits condition consists in finding maximum voltage in shunt and reference performance and minimal voltage in normal performance under unfavourable conditions for determining limit voltage for loaded and free rail circuits. At that additional shunts are used with resistance <<0.06 ohm. Threshold loaded voltage is chosen as ample value exceeding biggest of voltage values obtained in shunt and reference performance with excess less than minimal voltage in normal performance. Threshold free rail voltage is calculated from threshold loaded voltage adjusted for reset ratio equal to 0.9-0.95.

EFFECT: increase of reliability of control of rail circuits condition.

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Description

The invention relates to railway equipment, namely to railway automation and telemechanics for regulating the movement of trains.

A known method of monitoring the free state of the rail line according to the patent of the Russian Federation No. 2025358, class. B61L 23/16, which consists in the fact that an alternating current signal is supplied to the rail line at one end, and a change in the signal is controlled at the other end depending on the coordinate of the train shunt, and the release of the track section is detected by the nature of the signal change.

The disadvantage of this method is that with intense rainfall and lower insulation resistance, false monitoring of the condition of the track sections is possible.

There is also a method of monitoring the condition of the track sections according to the patent of the Russian Federation No. 2263040, class. B61L 23/16, which consists in the fact that an alternating current signal of a tonal frequency is supplied to the rail line at one end, and the current value of the signal is fixed by the receiver at the other end and compared with threshold values corresponding to the threshold occupation and release voltages, if the threshold is exceeded occupation voltages above the current signal value fix the occupation of the track section, and if the current signal value exceeds the threshold release voltage, the track section is released, the threshold occupation voltage is obtained by multiplying the voltage reduction coefficient when applying a shunt, which depends on the insulation resistance value, to the product of the fixed current signal value, which is the reference voltage of the considered track section, at the moment the train enters the adjacent track section with a free other adjacent track section by the ballast drying coefficient taking into account the length of time of occupation of three adjacent track sections, and the threshold release voltage is determined more the threshold voltage of the occupation by the safety factor of the shunt mode, and the coefficients of drying, voltage reduction and safety are taken in the functions of insulation resistance.

The disadvantage of this method is that with complex input impedances of the ends of the rail circuit (RC) with a capacitive component, the shunt and control modes can be violated and false condition of the track sections in normal mode is possible, since the threshold occupation and release voltages are determined under conditions of not worst shunt sensitivity and sensitivity to breakage of the rail thread, and also does not take into account the decrease in voltage due to adverse train conditions in normal mode.

Under unfavorable train conditions in the normal mode, one should understand the presence of train shunts at adjacent to adjacent RCs whose combination of coordinates (shunts) leads to a decrease in voltage at the receiver of the controlled RC compared to the absence of shunts.

This technical solution is selected as a prototype.

The task to which the claimed invention is directed is to determine the fixed threshold voltage of occupation and release based on the data of the shunt, control and normal modes in an unfavorable combination of circumstances.

An unfavorable combination of circumstances in the shunt and control modes should be understood as the totality of the RC parameters and the presence of train shunts on adjacent RCs, leading to an increase in the voltage at the controlled RC in the corresponding mode to the highest value. For a shunt mode, a set of parameters should be understood as the coordinates of the imposition of normative and train shunts, the maximum insulation resistance of the rail line, and others, for example, fluctuations in the supply voltage, etc. For the control mode, the set of parameters should be understood as the coordinates of the overlay of shunts on adjacent RCs, the minimum insulation resistance of the rail line, and others, such as fluctuations in the supply voltage, etc.

Under the unfavorable combination of circumstances in the normal mode it is necessary to understand the totality of the parameters of the RC and the presence of train shunts at the neighboring RC adjacent, leading to a decrease in the voltage at the controlled RC to the lowest value. For normal operation, a set of parameters should be understood as the coordinates of the shunts overlaying adjacent to adjacent RCs, the minimum insulation resistance of the rail line, and others, such as fluctuations in the supply voltage, etc.

The technical result of the claimed invention is to increase the reliability of monitoring the status of the RC and, as a result, to increase the safety of train traffic.

We consider RCs having complex resistances at the ends of rail lines with a capacitive component. In such RCs, the change in the current voltage with a change in the coordinate of the regulatory shunt is of the nature described by curve 2 of Fig. 1. The approach of the shunt to the controlled RC first leads to a decrease in the voltage at the receiver (when the shunt is on the adjacent to the adjacent RC), then to an increase in voltage at the receiver (when the shunt is on the adjacent RC), and then to a sharp decrease due to active shunting of the RC connection point. Moving the regulatory shunt along the controlled RC first leads to an increase in the residual voltage from a minimum at the input to the RC to a maximum near the middle of the RC and further decrease to a minimum at the output from the RC. When the normative shunt is removed from the controlled RC, the voltage at the receiver increases (when the shunt is located on the adjacent RC), then decreases (when the shunt is on the adjacent RC) and gradually increases to a stationary level of the normal mode due to the remoteness of the shunt from the controlled RC. The presence of oscillations in the RC as the shunt approaches and moves away, as well as the maximum voltage in the shunt mode and the minimum voltage in the normal mode are explained by resonance processes in the RC. The shunt sensitivity of the RC also depends on the surrounding train environment, i.e. from the presence and location of train shunts (shunts with resistance << 0.06 Ohm) in adjacent RCs. This situation is typical for coupling or uncoupling of motor vehicles. There is such a combination of the coordinates of the normative and two train shunts at adjacent RCs, when the voltage at the controlled RC will be the highest, which can be used to calculate the lower limit of the occupation voltage.

A similar picture is observed in the control mode. Rail-wire breakage is imitated at a controlled RC, while short-circuit (train) shunts (shunts with a resistance of <0.06 Ohms) are installed on adjacent RCs. There is such a combination of the coordinate of the break of the rail thread and the coordinates of the shunts at adjacent RCs, when the voltage at the track receiver of the controlled RC will be the highest, which can be used to calculate the lower boundary of the occupation voltage.

In normal mode, the presence of train shunts adjacent to adjacent RCs (curve 3, Fig. 3) leads to a decrease in voltage at the track receiver of the controlled RC. There is such a combination of the coordinates of the shunts at adjacent RCs when the voltage at the track receiver of the controlled RC will be the smallest, which can be used to calculate the upper limit of the occupation voltage.

Determination of the maximum voltage in the shunt and control modes and the minimum voltage in the normal mode on the controlled RC in an unfavorable combination of circumstances is the basis of the proposed method.

A method of monitoring the condition of the RC, which consists in the fact that an AC signal is supplied to the rail line at one end, and the current signal voltage is compared with the occupation and release threshold voltage values at the other end; RC, and in case of exceeding the current voltage value over the threshold voltage release release RC release. With complex input resistances of the ends of the RC with a capacitive component, to determine the threshold occupation and release threshold voltages, the maximum voltage of the RC in the shunt and control modes under adverse circumstances and the minimum voltage in normal mode under adverse circumstances are found.

To determine the maximum voltage in the shunt mode, a normative shunt is applied to the middle part of the controlled RC, additional (train) shunts are applied to adjacent RCs, changing the coordinates of each of the three shunts, the highest voltage value is monitored at the controlled RC with a maximum rail insulation resistance of 50 Ohms km (Arkatov V.S. et al. Rail chains of the main railways, M., 1992).

To determine the maximum voltage in the control mode, in the middle part of the monitored RC, a break in the rail thread is simulated, additional shunts with a resistance of <0.06 Ohm are applied to adjacent RCs, changing the coordinates of the shunts and the coordinate of the break in the rail thread, fix the highest voltage value at the monitored RC at a minimum ballast resistance of 1 Ohm · km (same).

To determine the minimum voltage in normal mode, additional shunts are placed on adjacent to adjacent RCs, changing the coordinates of the shunts, the lowest voltage value is monitored on the controlled RC with a minimum ballast resistance of 1 Ohm · km (the same). Occupation threshold voltage is selected from the condition

Umax • K ₃ <U ₃ <Umin / K ₃ ,

where U ₃ - threshold voltage classes;

Umax is the largest of the maximum voltage values obtained in the shunt and control modes;

Umin - the minimum voltage in normal mode under adverse circumstances;

K ₃ - safety factor, which takes into account fluctuations in the voltage of the power source, the influence of interference and other factors, equal to 1.0-1.3.

The threshold voltage release is determined from the expression

U _o = U ₃ / K

where U _o - threshold voltage release;

Kv is the return coefficient providing the track receiver with a relay transfer characteristic equal to 0.9-0.95.

Figure 1-3 presents graphs calculated for the RC system "Movement" (Kuznetsov SV and other System "Movement": stationary equipment, a central post and a single radio communication system. Modern automation technology, 2001, No. 2). The carrier frequency of the rail control signal is 4262 Hz.

Figure 1 shows graphs of the voltage variation on the RC depending on the coordinate of the regulatory shunt: without shunts on adjacent RCs (curve 1); with shunts at adjacent RCs (curve 2). From the graphs it follows that the maximum voltage in the shunt mode when installing shunts on adjacent RCs is 1.5 times higher than the same maximum without installing additional shunts.

Figure 2 shows graphs of the voltage variation on the RC in the control mode, depending on the coordinate of the break of the rail thread: without shunts on adjacent RCs (curve 1); with shunts at adjacent RCs (curve 2). From the graphs it follows that the maximum voltage in the control mode when installing shunts on adjacent RCs is 5.6 times higher than the same maximum without installing additional shunts.

Figure 3 shows graphs of the voltage variation on the RC depending on the coordinate of the overlay of the train shunt: without shunts adjacent to adjacent RCs (curve 1); with shunts on adjacent to adjacent RCs (curve 2) and a graph of the voltage level on the RCs in normal mode (curve 3). From the graphs it follows that the minimum voltage in normal mode when installing shunts on adjacent to adjacent RCs is 63% of the voltage level in normal mode without installing shunts.

To implement the proposed method, at the stage of tuning the RC, the maximum and voltage values in the shunt and control modes are determined in a calculated and / or experimental way in case of adverse circumstances. For the exact solution of the problem of obtaining the extreme voltage value in the RC with variations up to eight parameters, the author used the Optimizer subroutine in the OrCad 9.2 package. The found calculated coordinates are verified experimentally by installing shunts and adjusting their location using portable radio communications between the tunnel and the equipment room. The obtained measurement data is used to calculate occupation and release voltage thresholds for each RC. The calculated thresholds are recorded in the memory of the RC equipment. When following a train, coupling, uncoupling, and finding a mobile unit in the sedimentation areas, the RC is guaranteed to engage and release even under the most unfavorable train conditions and the worst RC parameters (insulation resistance, supply voltage). If the rail breaks in any place, the RC is guaranteed to be engaged even in the most unfavorable train conditions and the worst RC parameters (insulation resistance, supply voltage). In normal mode, when moving units are located adjacent to adjacent RCs in a controlled RC, the voltage drop does not cause false employment.

The proposed method can significantly increase the reliability of monitoring the status of the RC. The threshold values found in this way make it possible to best realize the advantages of a rail circuit with complex input resistances of the ends of a rail circuit with a capacitive component.

Claims (1)

A method of monitoring the state of the rail circuit, which consists in the fact that an alternating current signal is supplied to the rail line at one end, and the current signal voltage value is compared to the occupation and release voltage thresholds at the other end, in case the threshold voltage is exceeded, occupations are fixed over the current voltage value occupation of the rail circuit, and in case of exceeding the current voltage value over the threshold voltage release release the release of the rail chain, characterized in that when complex x the input resistances of the ends of the rail circuit with a capacitive component to determine the threshold voltage of occupation and release find the maximum voltage in the shunt and control modes and the minimum voltage in the normal mode under adverse circumstances, to determine the maximum voltage in the shunt mode on the middle part of the monitored rail circuit impose a standard shunt, additional shunts are imposed on adjacent rail circuits, the resistance of which is “0.06 Ohm, changing the coordinates each of the three shunts, fixes the highest voltage value on the monitored rail circuit at the maximum insulation resistance of the rail line, to determine the maximum voltage in the control mode in the middle part of the monitored rail circuit simulate a break in the rail thread, additional shunts are applied to adjacent rail circuits, changing the coordinates shunts and the coordinate of the breakage of the rail thread, record the highest voltage value on the monitored rail circuit with a minimum resistance isolation of the rail line, to determine the minimum voltage in the normal mode to neighbor with adjacent track circuits impose additional shunts, shunts changing coordinates of the overlay, is fixed to the lowest value of voltage controlled track circuit with a minimum insulation resistance of the rail line, the threshold voltage of selected classes of conditions Umax · Kz <Uz <Umin / Kz, where Uз is the occupation threshold voltage; Umax - the largest of the voltage values obtained in the shunt and control modes; Umin - the minimum voltage in normal mode under adverse circumstances; Kz - safety factor that takes into account fluctuations in the voltage of the power source, the influence of interference and other factors equal to 1.0-1.3, the threshold voltage release is determined from the expression Uo = Uз / Kв, where Uo is the threshold voltage release; Kв - the return coefficient, providing the track receiver with a relay transfer characteristic equal to 0.9-0.95.

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