RU2340498C1 - Branched cable loop rail track circuit for enclosing block-sections of branched rail lines in centralisation and automatic block signal systems of railroad transport teleautomatics - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: branched cable loop rail circuit comprises system of closely-located cable loop sensors for rail block-sections occupancy monitoring. Cable loop sensors are located on surface or inside railroad subgrade at certain depth. They are placed between railroad sleepers and fall outside the limits of railroad by certain value. Cable loop length is determined by vehicle base. Each cable loop is accommodated along railroad between end ports without intersection with the neighbouring one. Currents flowing in these loops create electromagnetic fields of opposite direction. Cable loops quantity corresponds to number and configuration of isolated from each other branched rail lines. Ends of cable loop enter line box, cores of cable ends in terminal board are connected in a certain manner with certain number of coils.

EFFECT: lowering of power consumption.

13 dwg

Description

The invention relates to railway automation and can be used to monitor the status of rail circuits in devices of automatic locking systems and electrical signaling.

Rail circuits in the existing railway automation system are an electric circuit consisting of two running rails bounded by insulating joints at the edges and having a current receiver on one edge and a power source on the other. The entire path is divided into separate sections along which signals corresponding to the permissible speeds of movement along the monitored block section are given. The principle of signaling is frequency-code, each frequency in the rail circuit corresponds to a strictly permissible speed / 1 /.

There are many developments in the field of railway automation aimed at creating reliable devices for monitoring the occupancy of controlled block sections using sensors to control the passage of wheelsets and rolling stock units. They have different principles of action and have certain advantages, but meanwhile, there are many shortcomings. This forces us to look for more and more new principles for controlling the employment of controlled block sections of rail chains.

The closest in technical essence are the device for monitoring the progress of railway rolling stock / 2 / and the sensor for tracking rail rolling stock / 3 /. The device comprises an inductive loop located on the path and an electronic unit connected to it, including a direct current pulse generator and a receiver-analyzer of reflected signals. The receiver-analyzer distinguishes between the pulses the signals of the wheels, bogies and moving units. The output of the DC pulse generator is connected to an inductive loop. An inductive loop is connected to the input of the receiver-analyzer of the reflected signals.

The device / 3 / is an inductive loop located on a railway track with an electronic unit connected to it. Inductive loop made of industrial cable with a given number of cores. The ends of the cable are wired into the junction box, the cores of the ends of the cable are connected at the terminals of the junction box so that they form a given number of turns of the inductor. Inductive loop interacts with the metal masses of vehicles. In this case, the transient method is used, for which a direct current pulse generator is used as an inductive loop power source. A receiver-analyzer of reflected signals is used as a signal processing unit. The output of the DC pulse generator is connected to an inductive loop. An inductive loop is connected to the input of the receiver-analyzer of the reflected signals, which may contain the outputs of the passage signals of wheelsets, bogies and trains (couplers, individual vehicles). The generator continuously generates DC pulses. These pulses enter the inductive loop, as a result of which the latter generates pulses of a constant magnetic field into the surrounding space. In the absence of vehicles in the vicinity of the inductive loop, the magnetic field pulses go into the surrounding space, and in the pauses between the pulses, no signals are received at the input of the analyzer receiver or reflected constant signals from the conductive objects of the ambient background (mainly from rails) are received. When a vehicle appears on a block site controlled by an inductive loop, pulses of a constant magnetic field will penetrate into metal objects (wheelsets, bogies, vehicle bottoms, etc.). As a result of this, in the pauses between pulses, these objects will emit a magnetic field decreasing in time, which will cause the appearance of voltage pulses on the inductive loop and the input of the receiver-analyzer of the reflected signals. The largest in amplitude reflected signals come from wheelsets, from carts the signals will be less, from the bottoms of vehicles - even less. The receiver-analyzer of the reflected signals distinguishes signals from wheels, bogies and trains (trailers or individual vehicles) and can distribute these signals to individual outputs.

The disadvantage of the device for monitoring the monitoring of railway rolling stock / 3 / and the sensor for tracking rail rolling stock / 4 / is that they do not fully use the loop properties of a multi-strand industrial cable. In fact, the cable loop itself, with its special placement and correctly selected design parameters, can fully perform the functions of the rail chain in various versions of its execution.

The technical result to which this invention is directed is to increase reliability and to avoid dynamic loads on the rail from rolling stock, to avoid the influence of parasitic currents of rail circuits, to be simple in operation, to have a universal multi-functional design of cable loops, to work in difficult operating conditions.

The technical result is achieved by the fact that the cable loop sensor for monitoring the passage of rolling stock (hereinafter EFFICIENCY) is a cable loop made of a multicore industrial cable, laid in a subgrade between the rails of the railway track. The loop has a width of at least the length of the sleepers, a length of not less than the maximum base of the vehicle, so that at least one axis must be above the loop. The cable is laid across the width across the path under the rails in the sleeper box, and along the length along the path outside the sleepers. The ends of the cable are brought into the box, the cores of the cable ends at the terminals of the box are connected in such a way as to form an inductor with a given number of turns.

A branched cable loop rail chain for fencing block sections of branched rail tracks in centralization and automatic locking systems for railway automation and telemechanics consists of a system of cable loop sensors for monitoring the occupancy of rail block sections located adjacent to each other 2. Cable loop sensors are located so that lie either on the surface of the soil, or placed inside the soil of the rail track. In this case, the industrial cable from which the cable loop sensor is made lies between the sleepers of the rail track and extends beyond no more than half the track gauge of the rail track. The width of the cable loop is not less than the length of the sleepers. The length of the cable loop is not less than the maximum base of the vehicle. The deepening of the cable loop into the soil is not more than 10 cm from the surface of the sleepers. Each cable loop is located along the track between insulating joints. Cable loops do not cross each other. The currents in the cable loops flow in such a way that the electromagnetic fields of the adjacent cable loops are in the opposite direction. The number of cable loops corresponds to the number of branch chains of branched rail tracks isolated from each other and corresponds exactly to the configuration of these rail tracks. The ends of the cable loop are wound into the trip box. The cores of the cable ends at the terminal block are connected in such a way as to form an inductor with a number of turns no more than three.

Figure 1 shows the equipment of the control unit with a cable loop sensor. Figure 2 shows a variant of laying industrial multicore cable on the surface of the path. Figure 3 shows the option of laying the cable when deepening. Figure 4 shows a variant of cable laying according to the rules of technical operation (hereinafter PTE). Figure 5 presents an example of the organization of the fencing of controlled block sections using a cable loop sensor on an unblocked track section. Figure 6 shows an example of the organization of the fencing of the controlled block section using a cable loop sensor on the track section with one arrow. Figure 7 presents an example of the organization of the fencing of the controlled block area using a cable loop sensor on a two-arrow section of the track with sharp-pointed arrows pointing in one direction. On Fig presents an example of the organization of the fencing of the controlled block area using a cable loop sensor on a two-arrow section of the track with sharp-pointed arrows pointing in opposite directions. Figure 9 is a diagram of the laying of cable loops in the directional development for the necks of a small station. Figure 10 is a diagram of the laying of cable loops at a cross exit. Figure 11 shows a diagram of the laying of cable loops in the track development for a spaced exit (U-shaped trough). On Fig given an example of the organization of power cable loop sensors and data transmission on a common individual two-wire line. On Fig given an example of the organization of power cable loop sensors and data transmission on two group two-wire lines. In the presented figures 1-13 adopted the following digital notation: 1 - floor-mounted electronic unit; 2 - cable loop; 3 - the length of the block, enclosed by a loop; 4- the distance from the laying loop of the cable loop to the edge of the sleepers; 5 - waybill; 6 - sleepers; 7 - rail; 8 - the distance of the output loop laying cable loops beyond the sleepers; 9 - cable laying depth; 10 - the end of the sleepers; 11 - asbestos-cement pipe; 12 - protective sleepers; 13 - boundaries of isolated joints; 14 - connection of power supply and data transmission lines to the electric centralization station; 15 - two-wire data line; 16 - individual two-wire power and data transmission line; 17 - two-wire power line.

Cable loop sensors can be used in three cable management options. The first option (figure 2) involves laying the cable on the surface of the path. On the surface of the path, the cable loop can be laid temporarily, for example, if the buried loop is damaged. The second option (figure 3) provides for laying the cable with a small depth. A slight deepening of the cable is possible in cases where the probability of damage to the cable is relatively small. The third option for laying the cable loop (figure 4) provides for laying the cable during deepening according to the rules of PTE. The ends of the cable loop 2 are inserted into the trip box 5, and the cores of the cable ends at the terminal block are connected so as to form an inductor with the specified number of turns. Experience has shown that the number of turns should be no more than 3. The ends of the inductor are placed in the floor electronic unit 1. The floor electronic unit contains a DC pulse generator (not shown) and a receiver-analyzer of reflected signals (not shown), which is in the intervals between pulses receives reflected signals from parts of moving units: wheels, bogies, car bottoms, etc. A pulse generator continuously generates direct current pulses. The pulses of direct current enter the cable loop 2, as a result of which this loop generates pulses of a constant magnetic field into the surrounding space. If there are no vehicles in the vicinity of the cable loop of the vehicle, the pulses of a constant magnetic field go into the surrounding space, and in the pauses between the pulses, constant-in-magnitude reflected signals from conductive objects of the surrounding background (mainly from rails) arrive at the input of the receiver-analyzer. When a vehicle’s cable loop appears in the vicinity, pulses of a constant magnetic field will penetrate into metal objects (wheelsets, bogies, vehicle bottoms, etc.). As a result of this, in the pauses between pulses, these objects will emit pulses of a decreasing magnetic field in time, which will cause the appearance of voltage pulses on the cable loop and the input of the receiver-analyzer. According to the signal level at the output of the receiver-analyzer, a decision is made on the occupancy of the monitored area by mobile units. The sensor, which is a cable loop 2, shows the occupancy of the track when the first wheel pair of the first moving unit enters this loop and shows the freedom of the section when the last wheel pair of the last moving unit leaves the cable loop. The operation of the cable loop sensor does not depend on the direction of movement of the moving units (train). The pulse repetition frequency of the generator can range from tens of hertz to one kilohertz. The impulse rate can range from 2 to several tens. The pulse current can range from units of amperes to tens of amperes. When testing a cable loop on a real railroad it was established that a loop with a length of up to 100 m is fully operational. Reliably functioning cable loops of up to several hundred meters are technically feasible. Examples of the organization of controlled sections of the track of various configurations using cable loop sensors are presented in FIGS. 5, 6 and 7. In all the cases presented, a solid cable without cuts can be used. The rail circuit for monitoring the occupancy of the block section consists of a cable loop sensor, which is a cable loop 1, a system of communication cables, centralization and blocking units. The loopback cable sensor controls the passage and (or) the count of wheel sets and (or) units of railway rolling stock. The communication cable system is laid between the rails of the railway. paths in the subgrade. It allows you to determine the position of the train on the stage and sends signals to the traffic light, centralization and blocking units. The rail chain has a branched structure; it consists of several cable loop sensors: passage control, wheel pair counting and rolling stock units. These sensors are located in the subgrade rail track. The loop chain also includes cable loop sensors to determine the direction of movement of railway cars.

The technical effect is that the rail circuit is operable even in the absence of power supply to conventional rail circuits in the conditions of any emergency or emergency. The proposed rail chain allows you to protect the turnouts (and) or crossings from unauthorized movement of one or a group of units of rolling stock. The loopback cable sensor for passage control, wheel pair counts and units of the railway rolling stock, which is part of the rail circuit, consists of a loop of an industrial multi-core cable 2. The cable is placed between rails 7 in the subgrade of the rail track, the receiver and transmitter of signals generated by the interaction of metal rolling stock housings with an electromagnetic field created by the cable, a decoder and analyzer of the received signals, a power source, which is a generator and pulses of direct current.

The information presented gives reason to conclude that a completely new type of branched cable rail chain has been developed, which allows us to open a new direction in the development of technology for controlling the free (busy) section of the railway. the way. The described device of the cable loop sensor of the cable loop sensor passed successfully all types of tests according to GOST 16504-81: research; laboratory; definitive; full-scale. Partial tests were carried out: mechanical; climatic; electromagnetic in the presence of real electromagnetic interference. Based on these tests, it was concluded that loop sensors can work without errors in real-world conditions.

The main technical result of the claimed technical solution is that, compared with conventional rail chains, rail chains built on the basis of cable loops do not need insulating joints, choke transformers and rail jumpers. They are able to work with low ballast resistance, and the ballast resistance does not affect the operation of the cable loop. The signal of the passage of the trucks over the cable loop in time is an order of magnitude longer than the signal of the passage of the wheel above the rail sensor, which helps to increase its noise immunity and simplify the transmission of information. The cable loop is simple and practically maintenance-free for many years. For cable loop sensors of bogies and wagons, cable loops are small and require a minimum amount of earthwork. Efficiency by signal level allows you to determine the passage of locomotives (a locomotive gives a signal almost 2 times the size of a car). All this will allow the use of these sensors in those cases when short, controlled sections of railways are organized. paths, for example, at marshalling yards, in axlebox control equipment (PONAB, DISK, KTSM), necks of small stations. Particularly short, several meters, cable loop sensors can be successfully used as sensors for monitoring the passage of bogies and wagons in systems for organizing controlled sections of railways track counting bogies and (or) wagons and can be in strong competition with rail sensors monitoring the passage of wheels. The supply voltage of the cable loop rail circuits is small, several tens of volts. Therefore, the use of cable loop rail chains can significantly reduce energy consumption. After turning on the power, the rail circuits are immediately ready for operation and does not need any checks of its condition. Cable loops are simple and cheap, much cheaper than traditional rail chains.

INFORMATION SOURCES

1. Ilyenkov V.I., Bauman V.E., Yankin P.M. “Operational fundamentals of railway automation and telemechanics devices, 2nd ed., - M., 1970.

2. Russian patent for the invention No. 2248898, class. MKI B61L 1/00, 1/16.

3. Russian patent for utility model No. 33077, cl. MKI B61L 1/16.

Claims (1)

A branched cable loop rail chain for fencing block sections of branched rail tracks in centralization and automatic locking systems for railway automation and telemechanics, consisting of a system of cable loop sensors for monitoring the occupancy of rail block sections located adjacent to each other, characterized in that the cable loop sensors are located so that they lie on the surface or inside the soil of the rail so that the industrial cable from which the cable is made one-piece loop sensor, lies between the sleepers of the rail track and extends beyond it no more than half the track gauge of the rail track; the width of the cable loop is not less than the length of the sleepers; the length of the cable loop is not less than the maximum base of the vehicle; the deepening of the cable loop into the soil does not exceed 10 cm from the surface of the sleepers; each cable loop is laid along the track between insulating joints; cable loops do not cross each other; currents in cable loops flow in such a way that the electromagnetic fields of adjacent cable loops are in the opposite direction; the number and configuration of cable loop rail chains correspond to the number and configuration of the enclosed block sections of branched rail tracks; the ends of the cable loop are placed in the waybill; the cores of the cable ends on the terminal block are connected in such a way as to form an inductor with a number of turns no more than three.

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