• 专利附录
  • 专利说明
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    • 专利摘要:
    System and method for detecting rail breakage for a railway line, adapted to detect breaking by electrical discontinuity in at least one rail (r). The system comprises a transmitter node (1), a receiver node (2), connection means to generate an electrical circuit between both nodes (1, 2) and the rail section (r), up to 7 km between both nodes (1, 2), in which the emitting node (1) injects an alternating electrical signal, a detector (s) associated with each rail (r) to detect the alternating electrical signal through the corresponding rail (r), and control means that receive the detected signals and determine if there is an electrical discontinuity in the electrical circuit identifying the broken rail (r). In the case of double track railway lines, the broken rail (r) is also identified and the breaking zone is estimated. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2566975A1
    申请号:ES201431338
    申请日:2014-09-15
    公开日:2016-04-18
    发明作者:Felipe Espinosa Zapata；Manuel Mazo Quintas；Jesús UREÑA UREÑA；Alvaro Hernandez Alonso；José Antonio JIMENEZ CALVO；Ignacio Fernandez Lorenzo；María Del Carmen PEREZ RUBIO；Juan Carlos Garcia Garcia；Juan Jesús GARCIA DOMINGUEZ；Juan Carlos CORTES RENGEL；Raúl AREVALO GEA
    申请人:Instalaciones Inabensa SA；
    IPC主号:
    专利说明:

    DESCRIPTION

    System and method to detect the breakage of rails on a railway line.

    SECTOR OF THE TECHNIQUE 5

    The present invention relates to systems and methods for detecting the breakage of rails on railway lines, and more specifically with systems not shipped (or installed on track) and methods for non-embarked systems.
     10
    PREVIOUS STATE OF THE TECHNIQUE

    There are currently different technologies to detect if any rail that is part of a railway line is broken. Some of them are technologies applicable to on-board systems, while others are aimed at un-shipped systems. fifteen

    Document US2004172216A1 discloses a system not shipped with ultrasonic technology. The system comprises one generator per rail, and the generators emit a corresponding ultrasonic signal. Respective receivers are arranged at a distance from the rails (one per rail). The rail itself (if not broken) is responsible for transmitting the ultrasound from the emission point to the reception point, so that if a receiver does not receive any signal when the corresponding rail break should be determined. The advantage of this solution lies in the ability to detect all types of defects (surface damage, crack and breakage) that would have an impact on the quality of the received signal, but has the disadvantage of the short range of the signal source (close to 2 25 meters). And the need therefore to incorporate a large number of repeaters, which makes the global system more expensive.

    Another technology used in this type of unboard systems is fiber optic technology. The most widespread technological solution using fiber optics is to have the light conductor attached to each rail. The main advantage is the minimum and simple infrastructure required, but its weak point is the strong mechanical stress that the rail has to suffer in order to break the fiber and detect the corresponding failure.

    Another technology used in this type of unloaded systems is inductive coupling technology. The basic idea of this technology is to take advantage of the good electromagnetic conductor behavior of the rails to close a circuit in which the induced signal source is applied to a coil connected to the rails at a certain point on the railway line. A linked cable that functions as a receiver is located at a distance, capturing the induction propagated by the rails if they are in proper condition. The breakage of one of the rails causes an induced signal loss in the receiving loop. Its main advantage is simplicity and low cost, however the induced signal losses increase with distance, so that for a detection at high distances, the technology forces to increase the generating current of the electromagnetic induction 10 or increase the number of emitting coils and receiving loops. On the other hand, the loss of the received signal is indicative of a broken path but it does not allow to differentiate which of the two rails has become inoperative.

    Another technology used in this type of non-embarked systems is technology based on elastic waves. It is about taking advantage of the sonic and ultrasonic waves emitted by the train itself and propagated along the track, where receiving devices are located. Its main advantage is that it does not require additional sources of signal, however its use is limited by the great attenuation that these signals suffer with frequency and distance, which forces to have receivers every few meters. twenty

    In document ES2320517A1 a technology known as "track circuit" is disclosed, whose function is to detect the presence / absence of a train in a section of railway line taking advantage of the forced short circuit between the track rails by the wheel-axle assembly- Wheel of a train. Indirectly, in the absence of a train, these circuits can detect whether or not there is electrical discontinuity of the rails in the section under study, and the breakage of a rail can be determined if a discontinuity is detected. However, for its exclusive use as a rail break detector, it means opting for an oversized and expensive implementation and maintenance solution.
     30
    EXHIBITION OF THE INVENTION

    An object of the invention is to provide a system for detecting the breakage of rails of a railway line, as described below.
    The system of the invention is adapted to detect the breakage of rails by electrical discontinuity thereof, and comprises at least one emitting node, at least one receiving node and connection means for generating at least one determined electrical circuit between both nodes and the section of rails between both nodes, determining whether or not there is electrical discontinuity in said section, the emitting node being configured to inject at least 5 an alternating electrical signal of a given power to the electrical circuit. The system also comprises a detector associated with each rail in the section of rails that is part of the electrical circuit, in each of the nodes, to detect the signal that passes through the corresponding rail in response to the injection made by the emitting node , and at least some control means that are communicated with the detectors to receive the 10 signals detected by said detectors, and that are configured to determine if there is any electrical discontinuity in the electrical circuit based on the detections received, and to determine the breakage of at least one of the rails that is part of said electrical circuit in the presence of an electrical discontinuity in said electrical circuit (in particular a break in the section of said rail that forms part of said electrical circuit). fifteen

    Another object of the invention is to provide a method for detecting the breakage of rails on a railway line of at least one track, as described below.

    With the method of the invention at least one electrical circuit is configured between a sending node 20, a receiving node and a section of rails between both nodes; at least one alternating electrical signal of a given power is injected into the electrical circuit from the emitting node; in each of the nodes, the alternating electrical signal that passes through each rail that is part of the electrical circuit is detected in response to the injected alternating electrical signal; and it is determined if there is an electrical discontinuity in any rail that is part of the electrical circuit, within the section that is part of said electrical circuit, and therefore if there is a break in said rail, depending on said detected signals.

    In this way, both with the system and with the method of the invention it is possible to arrange the receiving node and the sending node at high distances from each other in comparison with the known solutions of the prior art, since the injection of an alternating signal on at least one rail with adequate power, the value of the excitation voltage and that of the alternating signal current being limited by the electrical safety restrictions inherent in the railway systems (maximum voltage
    excitation: 30V; maximum current: 5A). In particular, the distances between the different technical buildings spread over the railway lines (which are separated from each other by distances between approx. 10km and 14km) can be covered, with a smaller number of devices, since, for example, the emitting nodes they can be arranged in the technical buildings and the receiving nodes can be arranged at intermediate points to said 5 technical buildings (intermediate points that can be approximately between 5km and 7km from the technical buildings). This significantly reduces the number of facilities required for the detection of breaks in railway lines with both the technical and economic advantages that this entails. Within the definition of a technical building, substations, autotransformers, communication booths, transformation centers, etc. must be included.

    These and other advantages and features of the invention will become apparent in view of the figures and the detailed description of the invention.
     fifteen
    DESCRIPTION OF THE DRAWINGS

    Figure 1 schematically shows an overall structure of an embodiment of the system of the invention.
     twenty
    Figure 2 schematically shows two independent circuits configured with the system of the invention, for two tracks of a two-way railway line.

    Figure 3 schematically shows an electrical circuit configured with the system of the invention, for a joint excitation of both tracks of a two-way railway line. 25

    Figure 4 shows the electrical circuit of Figure 3, with a break in each rail and where the coupling impedances between rails are shown.

    Figure 5 schematically shows an electronic structure of the system of Figure 1. 30

    DETAILED EXHIBITION OF THE INVENTION

    A first aspect of the invention relates to a system for detecting the breakage of rails in
    a railway line comprising at least one V-track with two parallel R-rails, which is preferably also adapted to detect the breakage of rails on a double-track railway line as shown schematically and structurally in Figure 1 for example. The system is adapted to detect breakage in some R-rail based on the detection of an electrical discontinuity, since the capacity of the 5 R-rails themselves is used as electricity conductors. The system of the invention is also a non-embarked system, that is, it is installed on the track or surroundings, and a train or vehicle that circulates on the tracks does not participate in it.

    The system comprises at least one sending node 1, at least one receiving node 2 arranged at a certain separation distance from the sending node 1, and connection means for generating at least one determined electrical circuit between both nodes 1 and 2 and the section of rails R of the railway line between both nodes 1 and 2. The connection means allow the electrical connection of nodes 1 and 2 respectively to the different rails R, so that it is possible to generate an electrical circuit between both nodes 1 and 2 and the 15 section of R rails between both nodes 1 and 2, thus being able to detect if there is a break in any R rail within said R rails section based on whether the configured electrical circuit is closed (there is no electrical discontinuity in one of the sections of the R rails that are part of the electrical circuit) or open (there is at least one electrical discontinuity in one of the sections of the R rails that are part of the electrical circuit). For this, the emitting node 1 20 is configured to inject at least one alternating electrical signal of a given power to the electrical circuit (the generation is represented by reference E in the figures, for clarity), being determined based on said injected signal if there is or not discontinuity in any of the R rails that are part of the corresponding electrical circuit. 25

    The signal that is injected has certain electrical properties, and the length of the rail section R that can be inspected depends on those properties. When talking about the injection of an alternating electrical signal, it must be interpreted as the generation of an alternating voltage (excitation voltage) that is applied to the electrical circuit 30 providing a certain current.

    The system comprises a detector S associated with each rail R in the section of rails R that is part of the electrical circuit, in each of the nodes 1 and 2 (see figures 2 and 3), for
    detecting the signal that passes through the corresponding R rail in response to the injection made by the sending node 1, and at least some control means that are communicated with the detectors S to receive the signals detected by said detectors S and that are configured to determine if there is any electrical discontinuity in the electrical circuit based on them, and to determine the breakage of at least one of the R rails (and of which R R rail) 5 that is part of said electrical circuit, in the rails section R under study, in the presence of an electrical discontinuity in said electrical circuit.

    The characteristics of the injected alternating electrical signal and the impedance of the electrical circuit are known, so that the characteristics of the 10 signals to be detected by the detectors S can be anticipated in advance in response to the injected alternating electrical signal. In this way, the control means can determine whether the received signals correspond to what is expected or not, thus being able to determine whether there is any discontinuity or not in said section of R-rails. In addition, due at least to the presence of a coupling impedance. Zrr between two rails R of the same route V and the plurality 15 of detectors S used, the control means are also configured to determine on which rail R the electrical discontinuity has been produced from the received signals.

    The fact of generating an electrical circuit between an emitting node 1, a receiving node 2 and the section of rails R between said nodes 1 and 2 of a railway line, and the fact of injecting an alternating electrical signal of a certain frequency in said The electrical circuit allows the sending node 1 and the receiving node 2 to be arranged at greater distances from each other than with the known state-of-the-art technologies, since the alternating electrical signal is capable of covering greater distances. In the railway lines there are inherent electrical restrictions that must also comply with the alternating electrical signal (maximum excitation voltage of 30V and maximum current of 5A). Taking these limitations into account, an alternating electrical signal can be configured that, being injected by the sending node 1, is correctly received in the receiving node 2 and in the sending node 1 after passing through the receiving node 2, with a level that depends on whether there is or not breakage of some 30 rail R, being able to be the separation between nodes 1 and 2, thanks to the system of the invention, of up to at least 10km. In addition, it must be taken into account that the section of the railway line excited with the signal injected and analyzed comprises the distance between its two adjacent receiver nodes 2 (Figure 1), so that the distance of the railway line evaluated with a
    same sending node 1 can reach 20km (10km on each side of the sending node). In order to calculate the distance that the alternating electrical signal can cover, the characteristics of the alternating electrical signal itself and those of the configured electrical circuit (the impedance for example) must be considered, but this calculation is not detailed since, based on these premises, an expert in matter could get to know the limits of the generated electrical signal 5. The system of the invention thus makes it possible to arrange the emitting nodes 1 in the technical buildings present along the railway lines, and to arrange the receiving nodes 2 at an intermediate point between two technical buildings (between two emitting nodes 1), in such a way that there is a separation distance between nodes 1 and 2 between approximately 5km and 9km. Within the definition of a technical building, it is necessary to include 10 substations, autotransformers, communication booths, transformation centers or facilities that are present along the railway lines, and that are generally between 10km and 14km apart.

    The system comprises respective control means 11 and 21 at each node 1 and 2 that receive the signals detected by the respective detectors S (the control means 11 receive the signals from the detectors S of the sending node 1 and the control means 21 receive the signals from the detectors S of the receiving node 2), and a data communication line 3 through which both control means 11 and 21 communicate with each other. Preferably the communication line 3 corresponds to the line 20 existing on the railway lines, it is not necessary to add an additional communication line (it could be added if there is no such line). The communication line 3 can be an ethernet line for example, although it could be of another type.

    Preferably, the control means 21 of the receiving node 2 are configured to send the signals they receive to the control means 11 of the sending node 1, and said control means 11 are configured to determine whether or not there is electrical discontinuity in the electrical circuit as a function of the signals received from the receiving node 2 through the communication line 3 and the signals received from the detectors S of the sending node 1 itself, said control means 11 determining whether or not there is a breakage of some 30 R rail, and where appropriate, which R rail is broken. Alternatively, the control means 21 of the receiving node 2 could be responsible for making the determinations, sending the sending node 1 the signals received to the receiving node 2 through the communication line 3. In this way the calculation capabilities for determine the breakage of a rail R or not
    only one of the control means 11 and 21 is required.

    The system is adapted to configure different electrical circuits between a sending node 1, a receiving node 2 and the section of rails R between both nodes 1 and 2. For this purpose the connection means comprise a first module 100 in the sending node 1 through of which said 5 sending node 1 can be electrically connected in different ways to the rails R of a railway line, and a second module 200 in the receiving node 2 through which said receiving node 2 can be electrically connected in different ways to the R rails of a railway line. Each module 100 and 200 comprises at least one controllable switch (not shown in the figures) for each rail R, thus being able to electrically connect both nodes 1 and 2 to all the rails R of the railway line, and each of the means of control 11 and 21 is communicated with the corresponding module 100 and 200 and configured to control the opening and closing of said switches to configure the different electrical circuits between nodes 1 and 2 and the section of R rails between both nodes 1 and 2. The Two control means 11 and 21 are further configured to control the 15 switches of modules 100 and 200 respectively in a coordinated manner, such that they cooperate with each other to configure the required electrical circuit between both nodes 1 and 2 and the section of R rails between both nodes 1 and 2.

    The first module 100 is adapted to associate the sending node 1 with two receiving nodes 20 2, one on each side (one on its right and one on its left, as shown in Figure 1 for example), and the second module 200 is adapted to associate the receiving node 2 with two sending nodes 1, one on each side (one on its right and one on its left), the control means 11 of the sending node 1 and the control means 21 of both being receiver nodes 2 configured to control the respective modules 100 and 200 in a coordinated manner. In this way, it is possible to duplicate the rail section R of the railway line evaluated with the same sending node 1, with the advantages that this entails in terms of cost, installation and maintenance for example.

    The control means 11 and 21 allow an electrical circuit to be configured between the sending node 30 1, the receiving node 2 and the section of the rails R between both nodes 1 and 2 of a track V of the railway line. In the case of a two-way railway line, two independent electrical circuits can be configured, one for each V-track, as shown by way of example in Figure 2. For the case of a double-track railway line, the sending node 1
    it is configured so that, preferably, it injects a signal first into the electrical circuit of a V-track and then injects another signal into the electrical circuit of the other V-channel.

    In the case of a two-way railway line, the control means 11 and 21 and the modules 100 and 200 are adapted and configured to be able to configure another electric circuit, in which both tracks V intervene, between the emitting node 1 , the receiving node 2 and the section of the rails R of both tracks V that is between both nodes 1 and 2, thus configuring the electrical circuit between the four rails R (the section) that make up the railway line as shown example mode in figure 3. In this case the sending node 1 would inject an alternating electrical signal on both rails R of the same way V, 10 closing the circuit through the receiving node 2 and the rails R of the other way V. In said electrical circuit, the sending node 1 is connected to both tracks V of the railway line and in the receiving node 2 the four rails R are short-circuited. This new configuration allows the control means 11 to be able to identify the broken rail R and estimate the breaking zone of said rail R. 15

    With reference to FIG. 3, in the sending node 1 the system may comprise a first signal bar 17 that acts as a node to branch the alternating electrical signal in two (one for each of the R rails), such that with The generation of a single alternating electrical signal is sufficient for the electrical circuit. To close the corresponding electrical circuit 20, the system further comprises a second signal bar 18 that unifies the two signals that arrive from the two rails of the other track V (second track V). The detectors S of the sending node 1 are arranged between the rails R and the signal bars 17 and 18.
     25
    In the receiving node 2, meanwhile, the system comprises two signal bars 27 and 28. The first signal bar 27 unifies the two signals arriving from the two rails R of the first V path, and the second signal bar 28 bifurcates in two the alternating electrical signal that it receives from the first signal bar 27, one for each rail R of the second via V. As in the sending node 1, in the receiving node 2 the detectors S are arranged between the rails 30 R and signal bars 27 and 28.

    A detector S detects an alternating electrical signal associated with its corresponding rail R in response to the injected alternating electrical signal. Preferably the detector S comprises
    a sensing resistor that detects the current passing through said rail R at that point, although another different detector S could be used. In this way, based on the relative differences (of a detector S with respect to the rest) between the current levels (or voltage for example), which are indicative of one or more electrical discontinuities in the analyzed electrical circuit, it can be detected the presence of at least one R 5 rail break in the analyzed V track section (section that is part of said electrical circuit).

    The emitting node 1 is configured to generate the alternating electrical signal from a digital carrier signal that is modulated by a specific code. The frequency of the carrier signal is selected so that its bandwidth is not affected by the frequency of the network (50Hz) and its main harmonics, so a frequency of at least 500Hz is selected. On the other hand, the protection systems currently used on the railway lines use frequency signals above 1kHz and also taking into account that the attenuation of an emitted signal increases with the frequency, the selected frequency is below 1kHz. Thus, the bandwidth of the modulated digital signal is in the defined range between 500Hz and 1kHz, and preferably between approximately 700Hz and approximately 900Hz (resulting in a carrier digital signal frequency of approximately 800Hz).

    The coding used contributes to the detection of signals with high immunity to surrounding noise. The modulation used allows the signal energy to be concentrated in the required bandwidth. Preferably a BPSK modulation with a 1023-bit Kasami code is used, but another type of modulation and coding could be used.

    The sending node 1 comprises an analog digital converter DAC to convert said modulated digital signal 25 into a modulated analog signal (which may or may not be integrated in the control means 11) and an amplifier 19 to amplify said modulated alternating electrical signal, said amplified signal the alternating electrical signal that is injected. In this way, thanks to the system of the invention an alternating electrical signal can be injected with properties with which at least the following advantages are obtained:
    - The electrical discontinuity of R tracks of sections of railway lines with a wide distance between an emitting node 1 and a receiving node 2 can be analyzed compared to the distance allowed with prior art systems.
    - Signals with high electrical immunity are detected against surrounding noise.
    - The signals emitted by each sending node 1 can be particularized so that each receiving node 2 interprets from which source (from which adjacent sending node 1) the detected signal originates.

    The system comprises at each node 1 and 2 at least one ADC 5 digital analog converter to digitize the alternating electrical signal detected by the corresponding detectors S, the control means 11 and 21 being connected to the corresponding ADC digital analog converter to receive said digitized signals and process them. To process them, the control means 11 and 21 perform the demodulation of the detected signals they receive from the corresponding S detectors, decode them and perform a correlation process with the known data pattern and used to generate the alternating electrical signal itself to be injected. . The control means 21 transmit the processed signals to the corresponding sending node 1 through the transmission line 3 (adapting it to the corresponding protocol, ethernet, etc.).
     fifteen
    The control means 11, analyze the signals received from the receiving node 2 and those processed in the sending node 1 itself and determine whether or not there is a breakage (and if so, which one is broken and the estimated area of breakage). Alternatively, the control means 21 may not process the received signals from the detectors S (or at least part of the processing steps), in which case they would send 20 said signals to the corresponding sending node 1 for this to be the in charge of processing them (or completing the missing steps).

    In order to achieve galvanic isolation between the railway line and the electronic components of nodes 1 and 2, and thus protect said electronic components against 25 possible perturbating electromagnetic energy peaks of the rail line (s) V of the railway line , the system also includes:
    - a transformer T1 between the amplifier 19 and each rail R to which the electrical signal can be injected into the emitting node 1, which allows galvanically isolating the electronic components of the emitting node 1 responsible for generating the signal to be injected from the electrical circuit of which it forms part of the railway line, and
    - a decoupling element not shown in the figures (preferably a transformer) for each detector S, to associate each detector S with the corresponding rail R, thus being the current sensing resistance (or the element
    equivalent) galvanically isolated from said rail R.

    On the other hand, the detected alternating signal associated with each rail R is filtered (by means of band pass filters not shown in the figures), both in the sending node 1 and in the receiving node 2, to eliminate frequencies outside the bandwidth of interest. The 5-pass band of the filter is sized for the bandwidth of the signal to be injected, preferably between about 700Hz and about 900Hz as already discussed above. The filtered signals reach the corresponding ADC digital analog converter.
     10
    The control means 11 and 21 can be a microprocessor, a microcontroller, a PC, a dedicated card, an FPGA or any device with calculation capacity to carry out the required and commented actions.

    A second aspect of the invention relates to a method of detecting breakage of rail 15 for a railway line, with which the breakage of the R tracks is detected by electrical discontinuity thereof. The method is adapted to be implemented in a system as discussed for the first aspect of the invention.

    In the method, at least one electrical circuit is configured between a sending node 1, a receiving node 20 and the section of rails R between both nodes 1 and 2; at least one alternating electrical signal of a given power is injected into the electrical circuit from the emitting node 1; in each of the nodes 1 and 2, the alternating electrical signal passing through each rail R that is part of the electrical circuit is detected in response to the injected alternating electrical signal; and it is determined if there is an electrical discontinuity in some R-rail that is part of the electrical circuit, and therefore if there is a break in said R-rail, based on said detected signals. The method is therefore adapted to be implemented when no rolling stock circulates through the section of R rails that is to be analyzed (and preferably also in nearby sections to avoid the sources of interference of said rolling stock). 30

    Preferably, the signal is injected for a certain time, which can be, for example, 1 minute, and the electrical signal is being detected through the rails R with the corresponding detectors S during said time interval. Nodes 1 and 2 are
    synchronized in such a way that the receiving node 2 performs the functions it is responsible for (signal detection and transmission thereof through the communication line 3) provided that the sending node 1 injects the signal (s) corresponding alternating electric (s), said receiving node 2 being at rest while the sending node 1 does not inject any signal (the emitting node 1 is also at rest in that situation), 5 reducing the energy consumption. Synchronization can be carried out in different ways, such as: the sending node 1 can be programmed to act periodically and when activated it causes the activation of the receiving node 2; both nodes 1 and 2 can be programmed and synchronized; or a remote controller can activate both nodes 1 and 2. 10

    The detected signals reach the corresponding control means 11 and 21 (filtered and digitized as explained for the first aspect of the invention), and said control means 11 and 21 process and record the signals as it has been commented for example for the first aspect of the invention. During processing, the correlation of the signals received by the control means 11 and 21 is carried out taking into account the data patterns used for encoding the injected alternating electrical signal. The correlation results obtained in the control module 21 of the receiving node 2 are sent, via the communication line 3, to the control means 11 of the sending node 1 for joint analysis (analysis of the signals processed in the media 20 of control 21 and of the signals processed in the control means 11). The analysis makes it possible to determine whether or not there is electrical discontinuity in the electrical circuit, and therefore if there is a break in any R-rail, as has also been explained for the first aspect of the invention. Alternatively, the control means 21 may not process the received signals from the detectors S (or at least part of the processing steps), in which case they would send said signals to the corresponding sending node 1 to be this the person in charge of processing them (or completing the missing steps).

    In the case of a single V-track railway line, the method implements a detection process from a single excitation (independent excitation process). In the process, an electrical circuit is configured between the sending node 1, the receiving node 2 and the section of the rails R between both nodes 1 and 2 of said track V of the railway line; the alternating electrical signal is injected into the electrical circuit; in each node 1 and 2, the electrical signal that passes through each of the rails R in the section of said rails R is detected
    which is part of said electrical circuit; signals detected in control means 11 and 21 are processed; and, based on said electrical signals detected, it is determined whether there is electrical discontinuity in some R-rail, and therefore whether or not there is a breakage.

    In a two-way railway line, the independent excitation process is implemented in both V tracks (see figure 2). Thus, in the same test, the breakage of a R rail in both V tracks can be detected. If, as a result of both independent excitation processes, the breakage of at least one R rail in at least one of the two V tracks is determined ( in the sections evaluated respectively), in the method an additional detection process is implemented (joint excitation process, see figure 3) in which a joint excitation of both V tracks (of the V track sections is carried out) which have been previously evaluated with separate independent excitation processes).

    In the additional detection process (joint excitation process) an electrical circuit is configured between the emitting node 1, the receiving node 2 and the section of the rails R of 15 both ways V which is between the nodes 1 and 2 (see figure 3), the transmitter node 1 being connected to both tracks V and the four rails R short-circuited in the receiver node 2 in said electrical circuit; an alternating electrical signal is injected into the electrical circuit; the electrical signal that passes through each of the rails R that are part of the electrical circuit is detected in each node 1 and 2 and in each channel V; and the detected signals 20 are processed. Simultaneous analysis of all the detected signals (eight in total, four signals registered by the control means 21 of the receiving node 2 and four signals registered by the control means 11 of the sending node 1) allows to identify the broken rail R (internal or external of each V path) and estimate the approximate break zone (zone near the sending node 1, near the receiving node 2 or intermediate, for example). 25

    Due to the Zrr coupling impedances existing between the R rails of the same V track and the Zrri coupling impedances existing between the two adjacent R rails of the two V tracks, shown by way of example in broken lines in Figure 4 (where a break is also shown in each rail R), the alternating electrical signals through the electrical circuit are not completely canceled even before an electrical discontinuity of a rail R (breakage). In case of electrical discontinuity, these coupling impedances Zrr and Zrri contribute to the amplitude (level) of the signals detected in nodes 1 and 2 being affected. From these amplitude changes the control means 11
    They are able to identify the broken R rail and estimate the approximate area of breakage. For the analysis of the signals in the control means 11, a look-up-table or equivalent can be implemented, for example, where it relates signal amplitude data to breakage zones.
     5
    The explanations given for the first aspect of the invention on signal generation, the detection of signals on the rails, the treatment of the detected signals and the determinations of the control means 11 and 21 are also valid for the second aspect of the invention.
    权利要求:
    Claims (15)
    [1]

    1. System for detecting the breakage of rails in a railway line of at least one track, which is adapted to detect a breakage of rails (R) by the detection of an electrical discontinuity thereof, characterized in that the system comprises at least one sending node (1), at least one receiving node (2) and connection means 5 for configuring at least one electrical circuit determined between both nodes (1, 2) and the rail section (R) between both nodes (1, 2), determining whether or not there is electrical discontinuity in said section, the emitting node (1) being configured to inject at least one alternating electrical signal of a given power to the electrical circuit, the system also comprising a detector (S) associated with each rail (R) in section 10 of rails (R) that is part of the electrical circuit, in each of the nodes (1, 2), to detect the signal passing through the corresponding rail (R) in response to the injection that performs the n Emitter (1), and at least some control means (11, 21) that are connected to the detectors (S) to receive the signals detected by said detectors (S), and that are configured to detect if there is any discontinuity 15 electrical in the electrical circuit based on the signals received from the detectors (S), and to determine the breakage of at least one of the rails (R) that is part of said electrical circuit, in said section, in the presence of a electrical discontinuity in said electrical circuit.
     twenty
    [2]
    2. System according to claim 1, comprising respective control means (11, 21) at each node (1, 2) that receive the signals detected by the detectors (S) of their corresponding node (1, 2), and a data communication line (3) through which the control means (11) of the sending node (1) and the control means (21) of the receiving node (2) that are part of a communication communicate with each other same electrical circuit 25, at least one of said control means (11, 21) being configured to transmit the signals detected by the detectors (S) corresponding to the control means (11, 21) of the other node (1, 2) through the communication line (3), and the control means (11, 21) being receiving the signals through the communication line (3) configured to determine if there is an electrical discontinuity in the corresponding electrical circuit depending on these signals and the signals detected by the detectors res (S) of its node (1, 2).

    [3]
    3. System according to claims 1 or 2, wherein the connection means comprise a first module (100) in the sending node (1) through which said sending node (1) can be electrically connected in different ways to the rails (R), and a second module (200) in the receiving node (2) through which said receiving node (2) can be electrically connected in different ways to the rails (R), thus being able to configure 5 different electrical circuits between the nodes (1, 2) and the rail section (R) between both nodes (1, 2), each of the control means (11, 21) being connected to the module (100, 200) corresponding to its node ( 1, 2) to control it, both control means (11, 21) being configured to control the respective modules (100, 200) in a coordinated manner. 10

    [4]
    System according to claim 3, wherein the first module (100) is adapted to associate the sending node (1) with two receiving nodes (2), one on its right and one on its left, and the second module (200 ) is adapted to associate the receiving node (2) with two sending nodes (1), one on its right and one on its left, the control means (11) of the sending node (1) and the control means (1) being 21) of both receiving nodes (2) configured to control the respective modules (100, 200) in a coordinated manner.

    [5]
    System according to claims 3 or 4, wherein the control means (11, 21) and the 20 modules (100, 200) are adapted and configured to configure, between a sending node (1) and a receiving node (2 ), an electrical circuit between said sending node (1), said receiving node (2) and the section of the rails (R) between both nodes (1, 2) of a track (V) of the railway line.
     25
    [6]
    6. System according to any of claims 3 to 5, wherein the control means (11, 21) and the connection means (100, 200) are adapted and configured to configure, between a sending node (1) and a node receiver (2), an electrical circuit in which the two tracks (V) of a two-way railway line intervene, said electrical circuit being configured between said emitting node (1), said receiving node (2) and the section of the 30 rails (R) of both tracks (V) remaining between the nodes (1, 2), the emitting node (1) being connected to both tracks (V) and the four rails (R) short-circuited in the node in said electrical circuit receiver (2).

    [7]
    System according to any one of claims 1 to 6, wherein each detector (S), both of the sending node (1) and the receiving node (2), comprises a sensing resistor, the system also comprising, for each detector ( S), a decoupling element to associate each detector (S) to the corresponding rail (R), a bandpass filter and a digital analog converter (ADC). 5

    [8]
    System according to any one of claims 1 to 7, wherein the sending node (1) is configured to generate the alternating electrical signal to be injected from a carrier signal that is modulated by a certain code and a given modulation, and comprises an analog digital converter (DAC) for converting said 10 modulated digital signal into a modulated analog signal, and an amplifier (19) for amplifying said modulated alternating electrical signal to the required power, said amplified signal being the alternating electrical signal being injected.

    [9]
    9. System according to any one of claims 1 to 8, wherein the emitting node (1) 15 comprises a transformer (T1) between the amplifier (19) and each rail (R) on which the alternating electrical signal can be injected.

    [10]
    10. Method for detecting the breakage of rails on a railway line of at least one track, characterized in that at least one electrical circuit is configured between a sending node 20 (1), a receiving node (2) and a section of rails (R ) between both nodes (1, 2), at least one alternating electrical signal of a given power is injected into the electrical circuit from the emitting node (1), it is detected, in each of the nodes (1, 2), the alternating electrical signal that passes through each rail (R) that is part of the electrical circuit in response to the injected alternating electrical signal, and it is determined whether there is electrical discontinuity in any rail (R) that is part of the electrical circuit, and therefore if there is a break in said rail (R), depending on said detected signals.

    [11]
    Method according to claim 10, wherein the signals detected in one of the nodes (1, 2) in response to the injection of the alternating electrical signal in the corresponding electrical circuit 30 are transmitted to the other node (1, 2) at through a communication line (3), determining whether there is an electrical discontinuity in said electrical circuit in the node (1, 2) that receives the signals through the communication line (3), depending on the signals received through the line of
    communication (3) and of the signals detected through the rails (R) associated with said node (1, 2).

    [12]
    12. Method according to claims 10 or 11, wherein a detection process is carried out in at least one track (V) of the railway line in which an electrical circuit is configured between the sending node (1), the receiving node (2) and the section of the rails (R) between both nodes (1, 2) of said track (V) of the railway line; the alternating electrical signal is injected into one of the rails (R) that are part of said electrical circuit; the electrical signal that passes through each of the rails (R) that are part of said electrical circuit is detected in each node (1, 2); and, based on said electrical signals 10 detected, it is determined whether there is electrical discontinuity in any rail (R) that is part of the electrical circuit, and therefore if there is a break in said rail (R), as a function of said detected signals .

    [13]
    13. A method according to claim 12, wherein a detection process is carried out on a two-way railway line for each route (V), both processes being independent of each other, and if the breakage of any rail is detected (R) in one of the two ways (V) an additional detection process is executed in which an electrical circuit is configured between the sending node (1), the receiving node (2) and the rail section (R) of both tracks (V) that remains between the nodes (1, 2) and that have been evaluated with the independent detection process, the emitting node (1) being connected to both tracks (V) and the four rails (R) in said electrical circuit ) shorted in the receiving node (2); an alternating electrical signal is injected into the electrical circuit; the electrical signal that passes through each of the rails (R) that are part of the electrical circuit is detected in each node (1, 2); and, based on said detected signals, it is determined in which rail (R) the electrical discontinuity has occurred and the area of breakage in said rail (R) is estimated.

    [14]
    14. A method according to any one of claims 11 to 13, wherein for the generation of the alternating electrical signal to be injected, a carrier signal is modulated which is modulated by a certain code and a determined modulation; the modulated digital signal is converted into a modulated analog signal; and said modulated analog signal is amplified, said amplified signal being the alternating electrical signal that is injected.

    [15]
    15. A method according to claim 14, wherein the bandwidth of the carrier signal is within a defined frequency range between about 500Hz and about 1kHz, preferably between about 700Hz and about 900Hz.
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    同族专利:
    公开号 | 公开日
    AR101852A1|2017-01-18|
    DK3196095T3|2020-02-10|
    EP3196095A1|2017-07-26|
    HRP20200137T1|2020-08-21|
    LT3196095T|2020-02-10|
    ES2765506T3|2020-06-09|
    WO2016042182A1|2016-03-24|
    SA517381081B1|2021-04-05|
    EP3196095A4|2018-09-12|
    ES2566975B1|2017-02-17|
    PT3196095T|2020-02-03|
    EP3196095B1|2019-10-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2758302B1|1997-01-10|1999-04-09|Cogifer|TRACK FAULT DETECTION SYSTEM OF TRACK APPARATUS|
    FR2758301B1|1997-01-10|1999-04-09|Cogifer|SYSTEM FOR MONITORING AT LEAST ONE TOWNSHIP OF A RAIL NETWORK|CN108819986B|2018-05-31|2020-09-29|北京全路通信信号研究设计院集团有限公司|System and method for fault detection of track line|
    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    ES201431338A|ES2566975B1|2014-09-15|2014-09-15|System and method to detect the breakage of rails on a railway line|ES201431338A| ES2566975B1|2014-09-15|2014-09-15|System and method to detect the breakage of rails on a railway line|
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    PCT/ES2015/070656| WO2016042182A1|2014-09-15|2015-09-09|System and method for detecting broken rails on a railway line|
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    LTEP15842134.7T| LT3196095T|2014-09-15|2015-09-09|System and method for detecting broken rails on a railway line|
    PT158421347T| PT3196095T|2014-09-15|2015-09-09|System and method for detecting broken rails on a railway line|
    ARP150102918A| AR101852A1|2014-09-15|2015-09-14|SYSTEM AND METHOD TO DETECT RAIL BREAKS ON A RAILWAY LINE|
    SA517381081A| SA517381081B1|2014-09-15|2017-03-13|System and Method for Detecting Broken Rails on A Railway Line|
    HRP20200137TT| HRP20200137T1|2014-09-15|2020-01-29|System and method for detecting broken rails on a railway line|
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