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20возможных мест скоплений метана в горных выработках;
- на базе экспериментальных исследований установлено, что концентрация дочерних продуктов распада радона возрастает в зависимости от расстояния до забоя подготовительной выработки, при этом интенсивность роста a-излучения Po218 в 2-4 раза превышает интенсивность роста изотопов Pb214 и Bi214, что позволяет на базе радиометрического мониторинга выявлять дислокацию образовавшихся в процессе деформирования систем трещин;
- для условий глубоких горизонтов угольной шахты установлена устойчивая взаимосвязь между динамикой изменений концентрации метана и приведенной концентрацией дочерних продуктов распада радона в диапазоне отклонений от среднего значения ± 20 %, при этом наблюдаются скачкообразные всплески в диапазоне отклонений 40 % и выше в тектонически нарушенных зонах массива пород. Физические особенности эмиссии в горные выработки метана совместно с дочерними продуктами распада радона подтвердили связь с трещино-образованием и разрушением горных пород.
Установленные взаимосвязи использованы для разработки нового метода прогнозирования газодинамических процессов в горных выработках.
Литература
1. Bigu, J. (1987), Radon progeny and thoron progeny relationshipd in Canadian underground uranium mines, Health Phys., 52(1), 21.
2. Dixon, D.W., O'Riordan, M.C., Burnett, R.L. (1989), Monitoring exposure to radon daughters in
places of work, Radiation Protection Dosim., 24, 467470.
3. Bulat, A.F., Perepelytsya, V.H., Yalanskyy, A.A., Palamarchuk, T.A., Yefremov, O.I., Zabolotniy, A.H. (2013), Teoretychne obgruntuvannya zastosu-vannya metodu radiatsiynoho vyprominyuvannya yak faktora vyrobnychoho kontrolyu stanu vuhleporodnoho masyvu, GeotekhnicheskayaMekhanika, 66, 3-14.
4. Bulat, A.F., Slashchov, I.M. and Slashchova, O.A. (2014), Interdependencies between geomechani-cal processes and emission of methane and radon decay products into underground workings of the coal mines, Geotekhnicheskaya Mekhanika, 114, 272-286.
5. Togo, L., Gheorghe, R. (1999), Mathematical simulation of radon migration in porous materials, Proc. IRPA Regional Congr. on Rad. Prot. in Central Europe. Budapest. Hungary, 606-615.
6. Fadeyev, A.B. (1987), The finite element method in geomechanics, Moscow: Nedra, Russia.
7. Hwang, C.T., Morgenstern, N.R., Murray, D.W. (1971), On solution of plain strain consolidation problems by finite element methods, Can. Geotech., 109, 109-118.
8. Slashchov, I.M. (2013), The use of information technology to increase the efficiency and safety of mining operations, Coal of Ukraine, 2, 40-43.
9. Slashchov, I.M., Shevchenko, V.G., Slashchov, A.I. (2013), Optimized information system for on-line predicting of geomechanical process behavior and ensuring proper decision-making on the mine safety, Ge-otekhnicheskaya Mekhanika, 112, 129-144.
10. Slashchev, I.N. (2008), Stability roadway under conditions of elevated of tectonic activity rock massif, Geotekhnicheskaya Mekhanika, 76, 245-254.
ВЛИЯНИЕ ТЯГОВЫХ ТОКОВ НА УСТОЙЧИВОСТЬ РАБОТЫ АППАРАТУРЫ ЖЕЛЕЗНОДОРОЖНОЙ АВТОМАТИКИ
Шаманов В.И.
доктор технических наук, профессор кафедры «Автоматика, телемеханика и связь на транспорте», Российский университет транспорта, г. Москва, Россия
INFLUENCE OF TRACTION CURRENTS ON STABILITY OF WORK EQUIPMENT OF RAILWAY
AUTOMATION
Shamanov V.I.
Doctor of Technical Sciences, Professor of the Department "Automation, telemechanics and communication in transport ", Russian University of Transport, Moscow, Russia
АННОТАЦИЯ
В данной статье приведены некоторые результаты теоретических и экспериментальных исследований процессов влияния на устойчивость работы аппаратуры автоматики тяговых токов на электрифицированных железных дорогах. Показано, что помехи возникают при появлении продольной и/или поперечной асимметрии сопротивлений рельсовых нитей в рельсовых линиях, а взаимные индуктивности между рельсовыми нитями и другими силовыми проводами увеличивают действие этих помех. Даны сведения о практическом использовании результатов исследований.
ABSTRACT
This article presents some results of theoretical and experimental studies of the processes affecting the operation stability of the automation equipment for traction currents on electrified railways. It is shown that interference occurs when the longitudinal and I or transverse asymmetry of the resistance of rail threads in rail lines appears, and mutual inductances between the rail threads and other power wires increase the effect of this interference. Given information about the practical use of research results.
Ключевые слова: железнодорожная автоматика, аппаратура, устойчивость работы, помехи, тяговый ток, причины возникновения помех.
Keywords: railway automatics, equipment, operation stability, interference, traction current, causes of interferences.
The main purpose of the systems of railway automatics and telemechanics - ensure the safe movement of trains. To do this, the distance from the locomotive of a moving train to the last car of the train in front is automatically controlled.
Free from rolling-stock sections of track is now controlled primarily with the use of track circuits [1]. For this purpose, the units of rail lines of the selected length are separated by electrically insulating joints. At one end of this section, a track rail generator is connected to the rails, and at the other end, a track receiver. When the moving unit enters such a section, the wheel pairs close the rail lines. This causes the track receiver to turn off, which is a signal that there is a moving unit on this section of the rail line.
At the boundaries of such sections of the rail track are installed floor traffic lights, which on the stretches have three lamps - green, yellow and red lights. Green lamp burning indicates that ahead freely at least two sections of the railway, yellow - free one sections of the railway, and red - the next section of railway is occupied. At stations signalling at traffic lights is more difficult.
On the locomotive, information on the number of free sections of the railway by the train is provided by the automatic locomotive signaling system. On the locomotive traffic light added another lamp - red and yellow light, burning when the train to the red floor traffic light after passing a traffic light with a yellow light. The red lamp on the locomotive traffic light lights up when the red floor traffic light is passing, when the train enters the sections of the railway taken by another train. In this case, hitchhiking is triggered, providing emergency braking of the train.
Short-term self-healing failures in the operation of rail circuits and automatic locomotive signaling equipment cause switching of traffic lights to false indications that require reducing the speed of the train. False ceiling allowing the testimony of the outdoor traffic at a red light directly in front of the moving train causes the necessity of application of emergency braking.
The slower speed reduces throughput of the Railways, and emergency braking affects the safety of train movement. If false switching of locomotive traffic lights occurs frequently, the train crew is allowed to switch off the automatic locomotive alarm equipment, which increases the probability of accidents and crashes due to locomotive crew errors [2]. This problem is also relevant for the metro [3].
The results of statistical data processing on a number of sections of the Trans-Siberian railway, electrified at alternating current, on the impact of failures in the operation of the automatic locomotive signaling system on the locomotive traffic light readings showed the following. False testimony on the locomotive traffic light at movement of trains on the stretch distribution was divides average: white lamp - 75,0 %, red-yellow lamp
- 14,0 %, alternately switching the testimony of all lamps - 5.7 %, the red lamp - 5.0 %, yellow lamp - 0.3 %. Consequently, the need to use emergency braking due to the failures in question occurs quite often.
On electrified railways the main interferences are created by traction currents. As a result, the intensity of failures in the operation of the automatic locomotive signaling apparatus in such areas is 60-70 times greater than in areas with autonomous traction. In areas with AC electric traction, the power and harmonic composition of the interference from the traction current is much greater than in areas with DC electric traction. Therefore, when electric AC faults in operation of equipment automatic locomotive signaling is fixed in 4
- 5 times more than in areas with electric traction DC [2]. More unstable in such areas work and rail circuits.
Fig. 1 shows the location of the equipment of adjacent rail circuits and automatic locomotive signaling in the areas with electric power. The following conventions are used: RT1 and RT2 is the first and the second rail thread in question cut rail lines; WR1 and WR2 -way receivers of the first and second rail circuits; WG2
- way generator second rail circuit; IJ - insulating joints; CT - choke-transformers; L - locomotive; ALS
- equipment of the automatic locomotive signaling.
Fig. 1. Placement of automation equipment
In the electrified sections of railways electric locomotive currents flow along the rails, as well as signal currents of rail circuits and automatic locomotive signaling. The value of the signal currents in the relays in the rail circuits does not exceed 10 A, in the automatic locomotive signaling - 20 - 35 A. In the areas of connection to the rail network of the suction lines of traction substations, the constant electric traction current in the rail lines can exceed 1500 A, and the alternating traction current can be more than 700-800 A. Therefore, the value of the traction current can be one or two orders of magnitude greater than the signal current.
The separation of signal and traction currents is provided by using different frequencies, coding of signal currents, as well as by a special method of connecting the equipment of rail circuits to the rails and locomotive receivers of automatic locomotive signaling to the receiving coils.
Rail threads for signal current ls of rail circuits and automatic locomotive signaling are used as two-wire communication lines, so this current in the rail threads of one rail line flows in different directions (Fig. 1.). The traction current IT, consumed by electric locomotives from the contact network, in spreads along the first iTR1 and second iTR2 rail threads, along which they flow in one direction. This allows quite simple means to significantly reduce the influence of traction currents and their harmonics on the equipment of rail circuits connected to the rails, and on the locomotive receivers of automatic locomotive signaling.
Traction currents of rail threads iTR1 and 1TR2 flow bypassing the insulating joints in the halves (sections) of the main windings of the choke-transformers counter. Therefore, when these currents are equal, the electromotive forces of the interference induced in the additional winding of the choke-transformer by the alternating traction current or its harmonics are the same in magnitude and directed counter. Counter-directed and electromotive forces of interference, which are induced in the receiving coils of the automatic locomotive signaling traction currents in the rails under these coils. Therefore, when the condition iTR1 = 1TR2 voltage interference from flowing on rails traction currents and their harmonics is not in the equipment of rail circuits
connected to the choke-transformers, and in the receiver of automatic locomotive signaling, which is connected to the locomotive coils.
In the absence of track circuits rolling stock and the absence of traction current leakage from the rails into the land of traction currents in the sections of the main windings of the choke-transformers connected to it reception apparatus, is inversely proportional to the magnitudes of the input resistances and Z§^2. Therefore, interference from the traction current on track circuit apparatus appear when ^ Zf^2. The value of each of these resistances is determined by the resistance of the rails of the corresponding rail thread (longitudinal resistance) and the value of its resistance to the ground (transverse resistance).
The locomotive receivers automatic locomotive signaling the interfering influence of traction currents Itti and ^tt2,
current under the foster locomotive coils. The value of these currents is inversely proportional to the value of the input resistances Zffrl and segments of the rail threads from the head of the electric locomotive to the place of connection to the rails of the equipment that forms the signal currents. The values of these input resistances are functions of the longitudinal and transverse resistances of these sections of rail threads.
If the equal resistance of the segments of the rail threads is violated, then there is a difference in the traction currents in them, called the asymmetry of the traction current. Interference from the traction current to the operation of the rail circuit receivers and automatic locomotive signaling receivers increases with the growth of this asymmetry and the increase in the distortion of the sinusoidal signal currents under the influence of interference.
Below are examples of the action of interferences from the traction current on the signal currents. Image recorded by the digital storage oscilloscope on the inputs under consideration, locomotive and travel receivers
An example of the distortion of the received pulse signals of the automatic locomotive signaling by interferences from the alternating traction current can be the oscillogram shown in fig. 2 [1].
Fig. 2. The voltage at the input of the receiver automatic locomotive signaling
It can be seen that the bellows fill both the intervals between the signals and the signals themselves. When exceeding the relationship of the "interference -signal" a certain level a failure occurs in the operation of this receiver. These excess wear stochastic character, that and defines the complexity of the difficulty causes of the failure.
Fig 3 shows a fragment of a record showing how much voltage signals of rail circuits appear on the track
receiver at their pulsed power supply and how filled with interferences intervals between these pulses [1].
Even an increase in the frequency of the signal current by about ten times or more in relation to the frequency of the first harmonic of the traction current equal to 50 Hz does not guarantee the exclusion of the influence of the traction current on the operation of this receiver.
Fig. 3. Voltage on the track receiver of the rail circuit with its pulsed power
Fig. 4. The distortion of the voltage waveform on track receiver of rail circuit
Interference also distorts the shape of the signals, as can be seen from the oscilloscopes of the voltage on the winding of the track receiver of the rail circuit with continuous power, shown in fig. 4. With insufficient efficiency of electric filters in such rail circuits or with too much distortion of the signal current form, the track receiver falsely records the employment of the rolling stock of the controlled section of the track [4].
Longitudinal electric resistance of the rail threads in section railway consists of electric resistance elements, which from the worn solid rails, sections off the main windings of the choke-transformers, choke and jumper prefabricated conductive rails were joints. Resistances of conductive rail joints include resistances of rail linings, welded and plug rail butt connectors [1].
Resistance of continuous rails and sections of the main windings of choke-transformers are mainly inductive. The resistance of continuous rails depends on their temperature and the magnitude of the current in them.
Even copper choke jumpers and rail butt connectors due to steel tips have a certain inductance.
All contact connections in the rail thread have transient resistances between the linings, pins and rails, between wires and tips in the butt rail connectors and choke jumpers, in the places of connection of the choke jumpers with rails and choke-transformers. The values of these transient resistances are included in the value of the longitudinal resistivity of the rail thread.
The formula for calculating this resistance can be represented as follows
tfp
v
™Rp Kqp iiq
+ II
(1)
/=1
k=l j=1 i=1
where Zj is the resistance of the f-th element of the p-th rail thread having an inductive character; tfP is
the number of elements of the f-th type with inductive resistance in the p-th rail thread; flf is the active resistance of the i-th junction in the q-th element of the p-th rail thread; l? is the number of transitions of the ith type in the q-th element of the p-th rail thread; nqp is the number of q-th type elements in the p-th rail thread; mRp is the number of elements of all types with active transient resistances in the p-th rail thread.
In the elements of rail threads having an inductive character of resistance, the values of these components of their resistances do not depend on the duration of the operation of the upper structure of the track after overhaul. These resistances are included in the first member of formula (1).
As the operation increases, the values of the active resistances of the elements included in the second member of the formula (1) grow due to the action of physico-chemical degradation processes.
The magnitude of the electrical resistance of transitions between rails and linings depends on the force of pressing the linings to the rails and the degree of clogging of the contacting surfaces with corrosion products, dust, snow, and in some parts of the railways in winter and frost.
Lining and side rail surfaces do not contact over the entire area of overlap, and in some places where the contact is located against each other, the protrusions on the surfaces of the pads and the lateral surfaces of the necks of the rails. The area of these points of contact where the electric current flows depends not only on the shape of these projections, but also on the force provided by the tightened bolts, as well as on the cleanliness of the surfaces in these places.
The effort of pressing the linings against the rails decreases over time due to the loosening of the bolted joints. As a result, the total area of contact between the necks of the rails and linings is reduced, and the parts of the surfaces freed from close contact are clogged with the above-mentioned materials. The electrical resistivity of these materials is practically independent of temperature and is usually several orders of magnitude greater than the electrical resistivity of rail steel. As a result, as the operating time of the rail line increases, the active resistance of these transitions at the conductive joints increases.
Materials contaminating the contact surface in teams that the current-carrying joints, including the corrosion products are dielectric, which have a large specific electrical resistance.
With alternating voltage through the dielectric currents are a through of conductivity and polarization currents. The current through the conductance described is called active. It causes dielectric heating by defining dielectrical losses. Losses are also partly caused by polarization currents.
With increasing temperature the conductivity of dielectrics to increase the balance wheel increases due to the temperature of destruction of the molecules of dielectrics, in result of which there are free carriers. The increase in humidity causes a drop in the electrical resistance of the dielectric, since water in real conditions contains dissolved substances and is a conductor.
Similar in character is also the process of change over time of electrical resistance in the contact passages "plug - rails" plug rail butt connectors and choke jumpers.
As a result of the action of electrochemical corrosion over time, almost purely active resistances in the "tip - copper wire" transitions in welded connectors and plug butt connectors, as well as in choke jumpers, grow. Due to corrosion and mechanical effects on the rails from moving wheel pairs, resistance increases at the welding points of the tips with rails, as well as between the plug and rails
These transient resistances initially depend on the magnitude of the compression forces of the copper wires in the tips or in the plugs. With the passage of time, these resistances grow due to the action of contact electrochemical corrosion that occurs at the junction of metals with different contact potentials. As a result, the total area of electrical contacts in these transitions decreases.
When two dissimilar metals with different energy outputs of electrons from the metal are tightly connected to vacuum, the predominant transition of electrons from the metal with a lower energy output to the metal with a higher energy output occurs. Metals are charged differently, and in a state of thermodynamic equilibrium between two contacting dissimilar metals appears potential difference, called the internal contact potential difference. In the process of contact corrosion, a material with a negative potential of a larger value is destroyed [5].
The increase in the value of the traction current passing through the contacting surfaces increases the effect of electrochemical corrosion. As a result, copper rail butt connectors are less durable than steel ones, as the resistance of "tip - wire" transitions increases relatively quickly due to contact corrosion of copper wire. A similar pattern is observed in the transitions "copper wire - steel plug" in throttle jumpers.
Contact corrosion is stronger than atmospheric corrosion. For example, copper rail butt welded connectors have to be replaced after 3 to 4 years of operation on the load - stressed sections of railways. The effect of electrochemical corrosion of copper wires in them leads to the fact that after the specified time, the wires can often be pulled out of the cuffs without much effort.
Since the value of resistance of traction rail butt significantly depends on the value of the transition resistance, it was proposed to use in areas with electric traction of alternating current not subject to electrochemical corrosion and less expensive steel rail butt connectors [2]. This proposal is successfully used on the Trans-siberian railway [1] and on foreign railways [6].
In solid dielectrics unit volume pv and the surface electrical resistance ps have the following characteristic values: pv = 108 - 1018 Ohm-m; ps = 106- 1016 Ohm-m [7]. Therefore, we can assume that the resistance transitions in the butt weld and plug connectors, transitions in the choke jumpers, and transitions "rails-lining» purely active.
The transverse resistance of the rail threads includes the parallel resistance of the rails with respect to the ground, distributed along the length of the rail line, as well as the input resistance of the circuits of the grounding of the contact network supports connected to the rails. The first resistance depends on the state of the upper structure of the track and the state of the electro-insulating elements of reinforced concrete sleepers. The value of each of the input resistances of the ground circuits depends on the state of the spark gaps installed in these circuits. Resistance these decrease sharply when the breakdown of spark gaps, the reliability of which is low [8].
The increase of the considered longitudinal resistances over the operating time is uneven in length of the rail threads. The condition of the ground circuits connected to the rails, as well as the condition of the insulating elements of reinforced concrete sleepers, deteriorates unevenly. Therefore, rail threads are electrical lines with inhomogeneous longitudinal and transverse resistances. The asymmetry and non-uniformity of these changes in the rail threads of the rail line is the cause of the stochasticity of the difference (asymmetry) of the resistance along their length.
For rail circuits the difference between the total resistances of the relay threads between the source of the signal current and its receiver is important, and these resistances are averaged to a certain extent on these segments of the rails of the rail threads. In the rail circuits limited by insulating joints with the choke-transformers, two sections of the main windings of the choke-transformers playing the role of ballast resistances are included in the scheme of each rail thread. Therefore, the asymmetry of resistances of prefabricated rail joints has less impact on the stability of operation in short relay circuits.
The stability of the automatic locomotive signaling is affected by the asymmetry of the input resistances of the rail threads at a specific point of the rail line through which the head electric locomotive passes. In the cutting of the rail threads between the electric locomotive and the end of the rail circuits, one section of the main windings of the choke-transformers remains, which makes the asymmetry of the resistances of these segments strongly pronounced. As a result, the asymmetry of the resistance of rail threads on the stability of the automatic locomotive signaling works affects more strongly than on the work of rail circuits [9].
Rail thread for traction current represent a singlewire electric line "rails - land", having due to the presence of external inductances mutual inductances with the other electrical lines. Resistance mutual inductance increases the resistance of rail threads. The specific mutual inductance of the rail thread with other electric lines depends on the distance between them, the state of the rail resistance with respect to the ground and the position of the electric locomotive in the zone between the traction substations [10].
At the stations the longitudinal asymmetry of resistance in the rail lines is most characteristic. On single-track stages with frozen ground, you can also limit yourself to taking into account only the longitudinal asymmetry of the resistance of the rail threads in the
rail lines. For the considered cases, the calculations of the resistivity of the rail threads zRT1 in the presence of asymmetry of the traction current can be carried out according to the formulas [11]
= zB
=
+
+
1-k
nZT
AI
Z M + -
1 + kAI M I
1 + kAI nZTT
ZM + '
1- k
AI
(2) (3)
where zR1; zR2 is the resistivity of the rails in the first and second rail threads, taking into account the transient resistances; zM is the resistivity of the mutual inductance of the rails in the rail threads; ZTT is resistance section of the main winding of the choke-transformer for traction current; n - coefficient equal to one for automatic locomotive signaling and equal to two for rail circuits; l - the length of the rail chain.
Traction currents are distributed along the rail threads of the rail circuits inversely proportional to their resistance. Therefore, the numerical value of the coefficient of asymmetry of the input resistances of the rail threads, calculated by the formula kAZ =
\(zR
- Zj}
: )/ (ZRT1 + ZRT2 ) \, will be equal to the nu-
merical value of the coefficient of asymmetry of the traction current. Then, taking into account the formulas (2) and (3) can be written
+4-
k
AI
kAI = kAZ = '
k2 ' kA
R1 + R
+ ?1 + kh + 1-kA.I
Zm + 2
nZT ~T
(4)
In formula (4), the coefficient kAI is present in both parts of the equation. Consequently, the process of forming the asymmetry of the traction current in the rail lines has a kind of positive feedback [12]. Indeed, the asymmetry of the resistances of rail lines kAZ causes of asymmetry traction current kAI. But the value of the asymmetry of the traction current affects, in turn, the value of the asymmetry of the resistance of the rail threads as a result of their mutual inductance.
For the conditions under consideration, the coefficient of asymmetry of the traction current in the rail chain can be calculated using the expression obtained from formula (1) taking into account [13, 14],
ymRp y"qp y \ L k = 1 Lj = 1 Li=1Ri1
RP
ytnRp y"Qp ilq p Lk=1 L j = 1 L Í = 1RÍ2
Zrti + Zrt2 + Ztt/Irc 2z¡
k
(6)
In formula (6), the coefficient kAI is present in both parts of the equation. Consequently, the process of the formula (6) shows that the value of the coefficient of asymmetry of the traction current depends not only on the magnitude of the absolute difference in the resistance of transitions between the elements in the conductive prefabricated rail joints and choke jumpers link path, but also on the sum of the resistance of the rail threads and the magnetic resistance zM.
M
p
The resistivity of the continuous rails that specifies the amount of resistance zRT1 and zRT2 depends on the temperature of the rails, size and frequency of traction current in them. Changes in their values result in changes to the amount of resistance zRT1 and zRT2 in the denominator of formula (6), the result changes and the value of asymmetry traction current.
The results of experimental studies in operation confirm the correctness of theoretical studies. These studies have led to the development of measurement methods of measurement interferences from traction currents and methods of automatic control of parameters of a traction rail network. More than twenty author's certificates and patents on inventions are received. The results of the considered research and engineering solutions developed on their basis are used on the Railways of Russia, Europe and Kazakhstan.
Thus, the process of influence of traction current on the stability of the equipment of rail circuits and automatic locomotive signaling is quite difficult. In the analysis of this process, it is necessary to take into account the one-time longitudinal and transverse asymmetry of the resistance of the rail threads in the rail line, as well as the mutual inductance of the rail thread with another rail thread of its rail line, with the rail threads of other nearby rail lines and with the power supply lines located near the wires.
Knowledge of the characteristics of the process allows to obtain reliable information about the dynamics of the electromagnetic environment in the traction rail network and on this basis to develop effective measures to enhance the stability of work of equipment of railway automation.
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