Subway track stray current monitoring system

Abstract

The utility model provides a stray current monitoring system for a subway track. The stray current monitoring system comprises a reinforcing mesh installed at a ballast bed structure, an embedded connection terminal, flat steel and a ballast bed embedded measurement terminal, the flat steel is parallel to transverse steel bars of the reinforcing mesh and is welded with all longitudinal steel bars of the reinforcing mesh; one end of the embedded connection terminal is connected with one end of the flat steel; and the other end of the embedded connection terminal is connected with the inner end of a ballast bed embedded measurement terminal arranged in concrete at a ballast bed structure. The rail direct-current traction power supply system is simple in structure, can timely and effectively monitor stray current, can conveniently and quickly position accident places, and can effectively solve the problems that the stray current of an existing rail direct-current traction power supply system corrodes metro metal pipelines and structural steel bars and diffuses to the outside of a metro.

Description

Technical Field

[0001] The utility model belongs to track technology, and in particular relates to a subway track stray current monitoring system. Background Art

[0002] Urban subway track DC traction power supply systems often use rails as return paths. Since it is impossible to completely insulate the rails from the ballast, it is inevitable that DC current leaks from the rails to the ballast, structure or metal pipelines, which is called stray current. Stray current mainly affects the buried metal pipelines around urban rail transit, the outer sheath of communication cables, and the steel bars in the main structures of stations, interval tunnels and elevated bridges, causing electrochemical corrosion. This will not only shorten the service life of metal pipes and wires, but also reduce the strength and durability of the main reinforced concrete structure of urban rail transit, and even lead to catastrophic accidents. Utility Model Content

[0003] The utility model aims to quickly locate the accident site by monitoring the stray current, so as to take safety measures in time and limit the possible consequences to the minimum.

[0004] To achieve the above-mentioned purpose, the utility model provides a subway track stray current monitoring system, including a steel mesh installed at the ballast structure, an embedded connection terminal, a flat steel and a ballast embedded measurement terminal;

[0005] The flat steel is arranged parallel to the transverse steel bars of the steel mesh and is welded to all the longitudinal steel bars of the steel mesh;

[0006] One end of the embedded connection terminal is connected to one end of the flat steel; the other end of the embedded connection terminal is connected to the inner end of the ballast embedded measurement terminal arranged in the concrete at the ballast structure.

[0007] As a further improvement, the track bed embedded measuring terminal is formed by connecting galvanized round steel and a top copper terminal connected by a conductive joint, and a bolt hole is arranged on the top of the top copper terminal.

[0008] When the ballast is a section ballast, the top surface of the ballast embedded measuring terminal is 3 to 5 mm higher than the upper surface of the concrete to prevent the upper surface of the ballast embedded measuring terminal from being submerged in the concrete.

[0009] When the roadbed is an integral roadbed of a parking lot, there are multiple roadbed embedded measuring terminals, which are respectively arranged on a column or wall adjacent to an expansion joint, and the roadbed embedded measuring terminals are installed on the outer side of the column or wall; the roadbed embedded measuring terminals on both sides of the expansion joint are connected by cables to form a loop.

[0010] The utility model has the advantages of simple structure, can timely and effectively monitor stray current, conveniently and quickly locate the accident site, and can effectively solve the existing track DC traction power supply system, the problem of stray current corrosion to subway metal pipelines and structural steel bars and the problem of its diffusion outside the subway. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a schematic diagram of the steel mesh structure.

[0012] Figure 2 It is a schematic diagram of the end face of the track bed structure of the section.

[0013] Figure 3 This is a schematic diagram of the structure of the track bed embedded measuring terminal.

[0014] Figure 4 This is a schematic diagram of the embedded measuring terminal setting of the column-type integral roadbed of a parking lot.

[0015] Figure 5 This is a schematic diagram of the embedded measuring terminal setting of the parking lot wall-type integral roadbed.

[0016] Figure 6 This is a schematic diagram of the measurement circuit connection.

[0017] Explanation of the reference numerals: 1. Steel mesh; 2. Embedded connecting terminal; 3. Flat steel; 4. Ballast bed embedded measuring terminal; 5. Galvanized round steel; 6. Conductive joint; 7. Top copper terminal; 8. Cable; 9. Measuring terminal; 10. Reference electrode hole. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of this patent to clearly and completely describe the technical solutions in the embodiments of this patent. Obviously, the described embodiments are only part of the embodiments of this patent, not all of them. Based on the embodiments in this patent, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this patent.

[0019] In order to solve the problem of corrosion of subway metal pipelines and structural steel bars by stray current in the existing track DC traction power supply system and the problem of spreading outside the subway, it is particularly important to locate the accident site in time. Therefore, this embodiment provides a subway track stray current monitoring system, including a steel mesh 1 (such as a steel mesh 1 installed at the track bed structure) Figure 1 As shown), embedded connection terminal 2 (as Figure 1 As shown), flat steel 3 (as Figure 1 as shown) and the track bed embedded measuring terminal 4 (as shown Figure 2 , 3As shown); wherein the flat steel 3 is arranged parallel to the transverse steel bars of the steel mesh 1 and is welded to all the longitudinal steel bars of the steel mesh 1; and one end of the embedded connection terminal 2 ( Figure 1 The right end in the middle) and one end of the flat steel 3 ( Figure 1 The other end of the embedded connection terminal 2 is connected to the inner end of the ballast embedded measurement terminal 4 provided in the concrete at the ballast structure, that is, Figure 2 The lower end of the embedded measuring terminal 4 is vertically buried in the concrete of the track bed structure. Note that the top surface of the embedded measuring terminal 4 is 3 to 5 mm higher than the upper surface of the concrete to prevent the upper surface of the embedded measuring terminal 4 from being submerged in the concrete.

[0020] Depend on Figure 3 It can be clearly seen that the embedded measuring terminal 4 of the ballast bed is composed of a galvanized round steel 5 with a diameter not less than Φ25mm and a top copper terminal 7 connected by a conductive joint 6. The top of the top copper terminal 7 is provided with M12 bolt holes 3 to 5 with a hole depth of 25mm.

[0021] The installation position of the measuring terminal of the column type integral roadbed of the parking lot is as follows Figure 4 As shown, when the roadbed is an integral roadbed of a parking lot, there are multiple roadbed embedded measuring terminals 4, which are respectively arranged on a column or wall adjacent to an expansion joint, and the roadbed embedded measuring terminals 4 are installed on the outer side of the column or wall; the roadbed embedded measuring terminals 4 on both sides of the expansion joint are connected by Figure 6 The cables 8 shown are connected to form a loop. The flat steel 3 here uses 50×8mm galvanized flat steel of not less than 200mm and is welded in parallel with the transverse steel bars, with a welding length of not less than 180mm and a weld thickness of 6mm, and is welded with the crossed longitudinal steel bars. The embedded connection terminal 2 is led out from the galvanized flat steel, and the embedded connection terminal 2 is welded with the galvanized flat steel, with a welding length of not less than 180mm and a weld thickness of 6mm.

[0022] refer to Figure 5 When measuring stray current, the stray current is measured by using a measuring terminal 9 (the same structure and electrical setting as the embedded measuring terminal 4 in the ballast) pre-buried on the wall or column, in conjunction with a preset reference electrode hole 10, with the help of a meter (such as an ammeter). The stray current is obtained and compared with the reference current to determine whether it meets the standard. When the stray current does not meet the standard, the stray current can be used to quickly locate the place where the accident occurred (determining the point based on leakage is a common technology in this field and will not be repeated here), and certain measures are taken to minimize the possible consequences.

[0023] In summary, it is not difficult to see that the subway track stray current monitoring system provided in the above embodiments has a simple structure, can monitor the stray current in a timely and effective manner, conveniently and quickly locate the accident site, and can effectively solve the existing track DC traction power supply system, the problem of stray current corrosion to subway metal pipelines and structural steel bars and the problem of spreading outside the subway.

Claims

1. A subway track stray current monitoring system, characterized in that: It comprises a steel mesh (1) installed at the ballast structure, an embedded connection terminal (2), a flat steel (3) and a ballast embedded measurement terminal (4); The flat steel (3) is arranged parallel to the transverse steel bars of the steel mesh (1) and is welded to all the longitudinal steel bars of the steel mesh (1); One end of the embedded connection terminal (2) is connected to one end of the flat steel (3); the other end of the embedded connection terminal (2) is connected to the inner end of a ballast embedded measurement terminal (4) arranged in the concrete at the ballast structure.

2. The subway track stray current monitoring system according to claim 1, characterized in that: The track bed embedded measuring terminal (4) is formed by connecting a galvanized round steel (5) and a top copper terminal (7) connected via a conductive joint (6), and a bolt hole is arranged at the top of the top copper terminal (7).

3. The subway track stray current monitoring system according to claim 1 or 2, characterized in that: When the ballast is a field ballast, the top surface of the ballast embedded measuring terminal (4) is 3 to 5 mm higher than the upper surface of the concrete to prevent the upper surface of the ballast embedded measuring terminal (4) from being submerged in the concrete.

4. The subway track stray current monitoring system according to claim 1 or 2, characterized in that: When the ballast is an integral ballast of a parking lot, there are a plurality of ballast embedded measuring terminals (4), which are respectively arranged on a column or a wall adjacent to an expansion joint, and the ballast embedded measuring terminals (4) are installed on the outer side of the column or the wall; the ballast embedded measuring terminals (4) on both sides of the expansion joint are connected by cables (8) to form a loop.

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