CN107914737B - Broken rail detection method and device - Google Patents
Broken rail detection method and device Download PDFInfo
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- CN107914737B CN107914737B CN201710979312.5A CN201710979312A CN107914737B CN 107914737 B CN107914737 B CN 107914737B CN 201710979312 A CN201710979312 A CN 201710979312A CN 107914737 B CN107914737 B CN 107914737B
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- 238000001514 detection method Methods 0.000 title claims abstract description 17
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 34
- 239000010959 steel Substances 0.000 claims abstract description 34
- 239000013598 vector Substances 0.000 claims abstract description 15
- 230000002159 abnormal effect Effects 0.000 claims description 10
- 238000000034 method Methods 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 5
- 238000007689 inspection Methods 0.000 description 5
- 238000009413 insulation Methods 0.000 description 4
- 239000000463 material Substances 0.000 description 3
- 239000004020 conductor Substances 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
- WABPQHHGFIMREM-UHFFFAOYSA-N lead(0) Chemical compound [Pb] WABPQHHGFIMREM-UHFFFAOYSA-N 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
- B61L23/044—Broken rails
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Abstract
The application discloses a broken rail detection method and device. The method comprises the following steps: judging whether a first voltage is lower than a first voltage threshold value, wherein the first voltage is the voltage at the receiving device, and if the first voltage is larger than or equal to the first voltage threshold value, comparing whether the vector difference value of a first current and a second current meets a preset condition, and the first current and the second current are currents on a first steel rail and a second steel rail respectively; and if the vector difference value meets a preset condition, judging that the rail is broken. The method and the device provided by the embodiment of the application judge whether the rail is broken or not through the current vector difference on the two steel rails, and are not affected by a transverse circuit, so that the judgment result is more accurate.
Description
Technical Field
The application belongs to the technical field of rail detection, and particularly relates to a rail breakage detection method and device.
Background
The broken rail is a rail constituting a current path necessary for a track circuit, and is broken by mechanical damage, stress accumulation, or the like, and is completely electrically disconnected. The rail break poses great threat to the train running safety and is a direct cause of multiple derailment accidents of the passenger-cargo train. Therefore, early warning and real-time inspection of rail breakage become essential monitoring contents.
At present, no matter an axis counting system, a satellite positioning system or communication positioning is adopted, the characteristic of whether a line is complete cannot be reflected in real time, and a track inspection vehicle inspects according to a specific period and does not have real-time performance. The track circuit utilizes the steel rail as a current path, and circuit structure changes, such as shunt, breakage and the like, occurring on the steel rail affect the receiving voltage of the receiver in real time.
At present, no matter a natural attenuation type or an electric isolation type non-insulation track circuit, the principle that voltage received by a track circuit receiver drops when a track is broken is utilized. As shown in fig. 1, before the rail is broken, the rail serves as a good conductor of electrical signals, which can effectively conduct signals sent by the transmitter to the receiver, when the rail is broken at a certain position, the current in the rail is interrupted, and the current sent by the transmitter can only reach the receiver by bypassing the point of the broken rail. Usually, the current can also flow to the receiver through a path of a steel rail-ballast resistor-earth-ballast resistor-steel rail, but compared with a steel rail serving as a good conductor, the impedance of the detour path is greatly increased, so that the current which can reach the receiver is greatly reduced after the rail is broken, and the receiving voltage drops.
However, in order to ensure the personal safety of railway rails and track bed personnel, the rails are generally provided with grounding measures to reduce the voltage rise of the rails caused by traction current. This grounding is achieved by connecting the center point of the air coil or choke of the track circuit to a trackside ground, also called a transverse connection. The transverse connection has a significant effect on the track break check of the track circuit, since the signal current can continue to flow to the receiver through the path from the transmitting end through the transverse connection line via the trackside ground line to the receiving end. The current path caused by the lateral connection increases the rail break residual voltage of the receiver. In recent years, traction current in heavy-duty and high-speed railways is increasingly large, and in order to reduce rail voltage, the distance between two transverse connections needs to be reduced, and the reduction of the distance further compresses the rail break inspection allowance of the voltage drop rail break inspection technology.
To guarantee the broken rail inspection, the limitation and the problem are brought to the rail circuit, and the following problems exist at present:
in the interval, the transverse connection and grounding are conditions for ensuring the personal safety voltage of the rail surface, and meanwhile, an external circuitous loop of the steel rail is formed, so that the broken steel rail can not be inspected. In order to ensure the impedance of the external circuit, the arrangement distance of the external circuit must be limited.
In order to prevent the track circuit from losing a shunt by detouring loops outside the track circuit within the station, it is necessary to employ a single choke or disconnect a choke neutral connection line at a side return position. On a special line for a passenger, the connection mode causes unsmooth backflow to break down insulation, and when a wheel passes through the insulation section, a circuit is cut off to cause electric arcs to burn the insulation section and a rail head of a steel rail.
Disclosure of Invention
In order to overcome the technical problem, the embodiment of the invention discloses a rail breakage detection method and device.
In a first aspect, an embodiment of the present application provides a rail break detection device, including:
the grounding device is arranged between the two steel rails and is connected with the two steel rails;
the sending device is connected with the two steel rails and sends current to the steel rails;
the receiving device is connected with the two steel rails and receives the current;
and the processor judges whether rail breakage occurs or not through the vector difference of the currents at the two ends of the grounding device.
Optionally, the grounding device is an air core coil, and a central point of the air core coil is grounded.
Optionally, the difference between the currents is calculated by the processor.
Optionally, the current difference is obtained from an earth current of an earth point of the earthing device.
Optionally, the device further comprises an alarm device, and when the rail break is judged, an alarm is given in real time.
On the other hand, an embodiment of the present application provides a rail break detection method, including:
determining whether a first voltage is below a first voltage threshold, the first voltage being a voltage at a receiving device;
if the first voltage is larger than or equal to a first voltage threshold value, comparing whether a vector difference value of a first current and a second current meets a preset condition, wherein the first current and the second current are currents on a first steel rail and a second steel rail respectively;
and if the vector difference value meets a preset condition, judging that the rail is broken.
Optionally, the predetermined condition is: the ratio of the absolute value of the difference between the first current and the second current to the sum of the first current and the second current is greater than 0.5
Optionally, if the first voltage is less than the first voltage threshold, a rail break alarm is issued.
Optionally, if the difference does not satisfy the predetermined condition, it is determined that the rail is in the adjustment state.
Optionally, after a predetermined time, if the first voltage is greater than the first voltage threshold, the alarm is stopped.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application.
FIG. 1 is a schematic diagram of a background art in an embodiment of the present application;
FIG. 2 is a schematic view of a rail break detection apparatus without rail break according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a rail break detection apparatus for rail break according to another embodiment of the present application
FIG. 4 is a partial schematic view of a rail break detection apparatus according to yet another embodiment of the present application;
fig. 5 is a schematic diagram of a rail break detection method according to another embodiment of the present application.
Detailed Description
In order to make the objects, features and advantages of the present invention more apparent and understandable, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It will be understood by those within the art that the terms "first", "second", etc. in this application are used only to distinguish one device, module, parameter, etc., from another, and do not denote any particular technical meaning or necessary order therebetween.
FIG. 2 is a schematic diagram of a device for detecting rail break in the absence of rail break according to an embodiment of the present invention, as shown in FIG. 2, including two rails 203,204 having a track bed resistance therebetween, the device including a grounding device 206,207 disposed between the two rails 203,204, the grounding device being an air-core coil, a center point of the air-core coil being a grounding point, a transmitting device 201 disposed between the rails and transmitting current to the rails, a receiving device 202 for receiving the current transmitted by the transmitting device 201, and a processor 205 for passing a current I through the processor1And I2Judging whether the rail is broken, if so, sending a rail breaking signal, and as shown in fig. 2, showing the situation that no rail breaking occurs, wherein the topology of the whole track circuit system is symmetrical to the ground wire, as shown in fig. 2, in this state, two rails serving as signal conduction paths are in a symmetrical balanced state, that is, at the same position, the currents in the upper rail and the lower rail are in equal and opposite directions, and in this state, no signal current enters the ground through a track bed resistor.
Fig. 3 is a schematic diagram of a device for detecting rail break in a rail break situation according to an embodiment of the present application, and as shown in fig. 3, when a track circuit is in a rail break state, the state of two rails is no longer symmetrical because a current path is cut off in one rail 203 at a rail break point and a current is still normally conducted in the other rail 204. The current of the upper and lower rails is not in equal and opposite directions, and at the rail breaking point, the characteristic is most obvious, because the current flowing in the rail where the rail breaking occurs is zero, while the current still flows in the other rail, if the unbalance degree is introduced to measure the unbalance degree of the two currents, the definition is as follows:
before rail break, the currents in the upper and lower rails are in equal and opposite directions, I2＝I1，β＝0；
At the point of rail break, I1＝0，I2Not equal to 0, the degree of unbalance β is 100%; in other positions, β is a number between 0 and 100%.
In a grounding point, the imbalance of the steel rail is also reflected in the ground current of the grounding point. As shown in fig. 4, in a balanced state, a cut set composed of the steel rail, the grounding device and the lead wire has a grounding point grounding current of 0 according to kirchhoff's current law due to the symmetry of currents of the upper rail and the lower rail;
after rail break, the rail is in unbalanced state, and the current of upper and lower rails is no longer symmetrical, thus resulting in ground current in the grounding point, INJust the difference between the upper and lower unbalance vectors of the two sides, at this time, the unbalance expression of the receiving end rail surface grounding point position is as follows:
if the above 3 signal currents of the receiving end rail surface satisfy the following relations:
it can be judged that the rail is broken.
Of course, the β threshold for determining rail break may be set according to practical situations or experience, for example, when the material of the rail changes or the temperature of the environment changes, it may be determined that the rail break is already at β > 40%.
An input of the processor 205 may be input I1And I2Two currents, and due to IN＝|I1-I2I, so the input of the processor can also input I directlyN。
Fig. 5 is a method for detecting rail breakage according to an embodiment of the present application, as shown in fig. 5, including the following steps:
in one embodiment, the first voltage is a rail surface voltage at the receiving device, which drops when an abnormal condition occurs, and the first voltage threshold may be set based on empirical or experimental data, which may be different for different environments and different rail materials.
Step 502, if the first voltage is greater than or equal to a first voltage threshold, comparing whether a difference value between the first current and the second current meets a predetermined condition;
generally, if the first voltage is equal to or greater than the first voltage threshold, the prior art would directly regard it as no rail break occurred, but due to the presence of the lateral circuit, such a situation may have occurred. Therefore, in one embodiment, if the first voltage is greater than or equal to the first voltage threshold, the comparison is continued to determine whether the vector difference between the first current on the first rail and the second current on the second rail satisfies a preset condition, where the preset condition may be that the ratio of the vector difference between the first current and the second current to the vector sum of the first current and the second current is greater than 0.5:
of course this ratio can be set based on empirical or experimental data and the threshold can be different for different environments and different track materials.
And 503, if the difference value meets a preset condition, judging that the rail is broken.
In one embodiment, if the ratio of the vector difference to the vector sum satisfies a predetermined condition, for example, the ratio is greater than 0.5, it is determined that the rail is broken, and an alarm may be issued to warn that the rail is broken.
After the step 502, if the difference does not meet the preset condition, determining that the steel rail is in a normal adjustment state; at this time, it is determined that the rail is not broken, the relay is sucked up, no alarm is given, and the process skips to step 501 to continue monitoring the rail.
After the step 501, a step 504 is further included, if the first voltage is lower than a first voltage threshold value, it is determined that an abnormal condition occurs in the steel rail, and an alarm is given;
in the embodiment of the invention, the rail is regarded as an abnormal condition, an alarm is temporarily sent out, and whether the abnormal condition occurs is further judged according to the subsequent conditions. The abnormal conditions are train occupation, cable disconnection, equipment failure or rail breakage.
Normally, if the abnormal condition disappears, the voltage at the receiving device returns to normal, the relay is sucked up, and the alarm is stopped. And if the first voltage is still lower than the first voltage threshold after the preset time, judging that the abnormal condition still exists, dropping the holding relay, and keeping the alarm.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (7)
1. A broken rail detection device is characterized by comprising:
the grounding device is arranged between the two steel rails and is connected with the two steel rails;
the sending device is connected with the two steel rails and sends current to the steel rails;
the receiving device is connected with the two steel rails and receives the current;
a processor for judging whether a first voltage is lower than a first voltage threshold value, wherein the first voltage represents the rail surface voltage of the receiving device, and judging whether rail breakage occurs or not through the vector difference of the currents at the two ends of the grounding device based on the existence of a transverse circuit if the first voltage is larger than or equal to the first voltage threshold value, wherein the first current I is at the rail breakage point when the rail breakage occurs10, second current I2Not equal to 0, the degree of unbalance β is 100%; in other positions, β is a number between 0 and 100%; and after the rail is broken, the signal current of the receiving end rail surface of the grounding point meets the following requirements:
then it can be judged that the rail is broken, wherein I1、I2Respectively representing the signal current, I, through two of said railsNRepresenting a ground point earth current;
if the first voltage is lower than the first voltage threshold value, judging that the steel rail is abnormal, and giving an alarm; after the preset time, if the first voltage is higher than or equal to the first voltage threshold value, the alarm is stopped, the steel rail returns to be normal, and whether the first voltage is lower than the first voltage threshold value or not is continuously judged.
2. A broken rail detecting device according to claim 1, wherein the grounding device is an air coil, and a center point of the air coil is grounded.
3. A rail break detection apparatus as claimed in claim 1, said difference in current being calculated by a processor.
4. A rail break detection device as claimed in claim 1, said difference in current being derived from the ground current of the ground point of the grounding means.
5. A broken rail detecting device according to claim 1, further comprising an alarm device for giving an alarm in real time when a broken rail is judged.
6. A rail break detection method comprises the following steps: the grounding device is arranged between the two steel rails; a transmitting device disposed between the rails, which transmits a current to the rails; the receiving device is used for receiving the current sent by the sending device;
the processor determining whether a first voltage is below a first voltage threshold, the first voltage being a voltage at the receiving device;
if the first voltage is larger than or equal to a first voltage threshold value, comparing whether a vector difference value of a first current and a second current meets a preset condition, wherein the first current and the second current are signal currents on a first steel rail and a second steel rail respectively;
if the vector difference value meets a preset condition, judging that the rail is broken;
the predetermined conditions are:
wherein, beta represents the unbalance degree of the receiving end rail surface grounding point position when generating the signal current, I1、I2Respectively representing the signal current, I, through two of said railsNRepresenting a ground signal current of a ground point;
if the first voltage is lower than the first voltage threshold value, judging that the steel rail is abnormal, and giving an alarm; after the preset time, if the first voltage is higher than or equal to the first voltage threshold value, the alarm is stopped, the steel rail returns to be normal, and whether the first voltage is lower than the first voltage threshold value or not is continuously judged.
7. The rail break detection method of claim 6, wherein if the difference does not satisfy a predetermined condition, it is determined that the rail is in an adjusted state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710979312.5A CN107914737B (en) | 2017-10-19 | 2017-10-19 | Broken rail detection method and device |
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| CN201710979312.5A CN107914737B (en) | 2017-10-19 | 2017-10-19 | Broken rail detection method and device |
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| CN107914737A CN107914737A (en) | 2018-04-17 |
| CN107914737B true CN107914737B (en) | 2021-02-09 |
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| CN113125510A (en) * | 2021-04-21 | 2021-07-16 | 通号(北京)轨道工业集团有限公司轨道交通技术研究院 | Broken rail inspection method and system |
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| EP1348608A1 (en) * | 2002-03-27 | 2003-10-01 | Alstom Belgium S.A. | Broken rail detection method and apparatus |
| US7268565B2 (en) * | 2005-12-08 | 2007-09-11 | General Electric Company | System and method for detecting rail break/vehicle |
| JP2012188009A (en) * | 2011-03-10 | 2012-10-04 | Railway Technical Research Institute | Method and device for detecting breakage of rail |
| CN102310870A (en) * | 2011-05-16 | 2012-01-11 | 铁道部运输局 | ZPW-2000A track circuit system |
| US9150228B2 (en) * | 2012-07-13 | 2015-10-06 | Grappone Technologies Inc. | Track circuit providing enhanced broken rail detection |
| CN105984475B (en) * | 2015-02-02 | 2019-06-11 | 兰州恒通轨道交通设备有限公司 | A kind of novel broken rail monitoring system |
| WO2017175277A1 (en) * | 2016-04-04 | 2017-10-12 | 三菱電機株式会社 | Rail breakage detection device |
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