Insulation protection device for heavy haul railway

Abstract

The utility model provides an insulation protection device for a heavy haul railway, which comprises a first inductor, a second inductor and a capacitor, the first end of the first inductor is electrically connected with the first end of the second inductor, the second end of the first inductor is electrically connected with the first end of the capacitor, and the second end of the capacitor is electrically connected with the second end of the second inductor. The corresponding common end of the first inductor and the second inductor serves as a first wiring point, and the corresponding common end of the second inductor and the capacitor serves as a second wiring point; the first wiring point and the second wiring point are used for being electrically connected with two adjacent sections of steel rails insulated and isolated by an insulating joint, the first wiring point is used for being electrically connected with one steel rail, and the second wiring point is used for being electrically connected with the other steel rail; the frequency of series resonance formed by the first inductor and the capacitor is 50 Hz, and the frequency of parallel resonance formed by the first inductor, the second inductor and the capacitor is 25 Hz. Traction backflow is effectively dredged, normal work of a 25Hz phase-sensitive track circuit is guaranteed, and an insulation joint is prevented from being burnt out.

Description

Technical Field

[0001] The utility model relates to the technical field of track circuits, and particularly relates to an insulation protection device for heavy-haul railways. Background Art

[0002] In China, mechanical insulation joints are set in heavy-haul railway stations. As the dividing points of track circuit sections, they can cut off the traction return current. A choke transformer can be set at the insulation joint to communicate the traction return current when necessary. The insulation joint is an important basic equipment to ensure the normal operation of the track circuit. With the increase in traffic volume and the use of ultra-high-power electric locomotives, it has recently been found that the insulation joints in heavy-haul railway stations are frequently damaged by burning, causing damage to the surface of the rail. The direct consequence of the insulation joint being burned out is that the track circuit is connected in series, resulting in problems such as string codes and deteriorated shunting, thus causing a red light band fault in the track circuit. In severe cases, the equipment is burned out, affecting the safety of train operation. Content of the Utility Model

[0003] Based on this, the purpose of the utility model is to provide an insulation protection device for heavy-haul railways, which can communicate the 50Hz traction return current while reducing the voltage on both sides of the insulation joint, and at the same time can isolate the 25Hz track circuit information from entering the adjacent section to ensure the normal operation of the 25Hz phase-sensitive track circuit in this section. The traction return current is effectively dredged, the voltage on both sides of the insulation joint is greatly reduced, and the insulation joint is effectively prevented from being burned out. To achieve the above purpose, the technical solution of the utility model is as follows:

[0004] An insulation protection device for heavy-haul railways includes a first inductor, a second inductor and a capacitor. The first end of the first inductor is electrically connected to the first end of the second inductor. The second end of the first inductor is electrically connected to the first end of the capacitor. The second end of the capacitor is electrically connected to the second end of the second inductor. The corresponding common end of the first inductor and the second inductor serves as a first connection point, and the corresponding common end of the second inductor and the capacitor serves as a second connection point;

[0005] The first connection point and the second connection point are used for electrically connecting to two adjacent rails insulated by a mechanical insulation joint. Among them, the first connection point is used for electrically connecting to one rail, and the second connection point is used for electrically connecting to the other rail;

[0006] The frequency of the series resonance formed by the first inductor and the capacitor is 50Hz, and the frequency of the parallel resonance formed by the first inductor, the second inductor and the capacitor is 25Hz.

[0007] Furthermore, the insulation protection device for heavy-haul railways further includes a housing, and the first inductor, the second inductor and the capacitor are all arranged in the housing.

[0008] The beneficial effects of the utility model are:

[0009] The insulation protection device for heavy-haul railways of the present utility model effectively dredges the 50Hz traction return current, greatly reduces the voltage on both sides of the insulation joint, effectively avoids the burnout of the insulation joint, and can also isolate the 25Hz track circuit information from entering the adjacent section, ensuring the normal operation of the 25Hz phase-sensitive track circuit in this section, avoiding the problem of the third rail detour of the track circuit, ensuring the reliable operation of the track circuit, and guaranteeing the safe operation of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is a circuit principle block diagram of the insulation protection device for heavy-haul railways according to an embodiment of the present utility model;

[0011] Figure 2 It is a schematic diagram of the electrical connection of the insulation protection device for heavy-haul railways according to an embodiment of the present utility model with two adjacent sections of steel rails. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0012] In order to make the objectives, technical solutions and advantages of the present utility model clearer, the insulation protection device for heavy-haul railways of the present utility model will be further described in detail below with reference to the drawings and embodiments. It should be noted that, without conflict, the following embodiments and the features in the embodiments can be combined with each other. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0013] Referring to Figure 1 and Figure 2 , the insulation protection device for heavy-haul railways according to an embodiment of the present utility model includes a first inductor L1, a second inductor L2 and a capacitor C.

[0014] The first end ( Figure 1 the left end in Figure 1 ) of the first inductor L1 is electrically connected to the first end ( Figure 1 the left end in Figure 1 ) of the second inductor L2, the second end ( Figure 1 the right end in Figure 1 ) of the first inductor L1 is electrically connected to the first end ( Figure 1 the left end in Figure 1 ) of the capacitor C, the second end ( Figure 1 the right end in Figure 1 ) of the capacitor C is electrically connected to the second end ( Figure 1 the right end in ) of the second inductor L2, and the corresponding common end of the first inductor L1 and the second inductor L2 serves as the first connection point 1, and the corresponding common end of the second inductor L2 and the capacitor C serves as the second connection point 2.

[0015] Preferably, the insulation protection device for heavy-haul railways may further include a housing, and the first inductor L1, the second inductor L2 and the capacitor C are all arranged in the housing. The housing is provided to protect the first inductor L1, the second inductor L2 and the capacitor C, and also facilitates installation and maintenance.

[0016] Such as Figure 2As shown in the figure, the first connection point 1 and the second connection point 2 are used for electrically connecting to two adjacent sections of rail 101 that are insulated from each other by a mechanical insulation joint 102. Among them, the first connection point 1 is used for electrically connecting to one of the rails 101, and the second connection point 2 is used for electrically connecting to the other rail 101. The above two adjacent rails 101 are insulated from each other by a mechanical insulation joint 102.

[0017] Among them, the frequency of the series resonance formed by the first inductor L1 and the capacitor C is 50 Hz, and the frequency of the parallel resonance formed by the first inductor L1, the second inductor L2 and the capacitor C is 25 Hz.

[0018] In a series resonance circuit, when the frequency of the input signal is equal to the resonance frequency of the series resonance circuit, the impedance of the LC series circuit is the smallest, and the signal can easily pass through the capacitor and the inductor and be output. In a parallel resonance circuit, when the frequency of the input signal is equal to the resonance frequency of the parallel resonance circuit, the impedance of the LC circuit at the parallel resonance frequency is the largest, and the signal at the resonance frequency point cannot pass through the LC parallel resonance circuit.

[0019] Since the signal frequency points of 25 Hz and 50 Hz are close, the key technical point of this solution is to design a heavy-duty insulation protection device that presents a high impedance to the 25 Hz signal. By using a circuit composed of inductors with different inductance values and capacitors with different capacitance values to achieve the principle of series and parallel resonance, it is possible to prevent the 25 Hz information in this section from entering the adjacent section. In addition, the heavy-duty insulation protection device presents a low impedance to the 50 Hz signal, enabling the smooth flow of the 50 Hz traction current on the traction return path. Among them, the inductor L1 and the capacitor C are in series resonance at 50 Hz, and L1, L2 and C are in parallel resonance at 25 Hz.

[0020] The heavy-duty railway insulation protection device of this embodiment has the following advantages:

[0021] (1) It does not affect the normal operation of the existing 25 Hz phase-sensitive track circuit.

[0022] (2) It avoids causing the problem of the third rail detour in the track circuit.

[0023] (3) While communicating the 50 Hz traction return current to reduce the voltage on both sides of the insulation joint, it can also isolate the 25 Hz track circuit information from entering the adjacent section.

[0024] Based on fully considering the large traction current of heavy-duty railways, the heavy-duty insulation protection devices of the above embodiments achieve the communication of the 50 Hz traction return current to reduce the voltage on both sides of the insulation joint 102, and at the same time, they can isolate the 25 Hz track circuit information from entering the adjacent section to ensure the normal operation of the 25 Hz phase-sensitive track circuit in this section. The traction return current is effectively dredged, the voltage on both sides of the insulation joint is greatly reduced, and the insulation joint is effectively prevented from being burned out, with significant technical benefits.

[0025] Through experimental verification, it effectively solves the problem of insulator burnout caused by the increase in traffic volume and the departure of high-power locomotives in the heavy-haul railway station, ensures the reliable operation of the track circuit, and effectively guarantees the safety of railway operation. The demand is large and the economic benefits are considerable.

[0026] The above-described embodiments merely represent several implementation manners of the present utility model, and the description thereof is relatively specific and detailed, but it should not be construed as a limitation to the scope of the patent of the present utility model. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present utility model, several modifications and improvements can still be made. Any equivalent implementation manners or changes made without departing from the technical spirit of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An insulation protection device for heavy-duty railway, characterized in that: The invention comprises a first inductor (L1), a second inductor (L2) and a capacitor (C), wherein a first end of the first inductor (L1) is electrically connected to a first end of the second inductor (L2), a second end of the first inductor (L1) is electrically connected to a first end of the capacitor (C), a second end of the capacitor (C) is electrically connected to a second end of the second inductor (L2), a corresponding common end of the first inductor (L1) and the second inductor (L2) serves as a first wiring point (1), and a corresponding common end of the second inductor (L2) and the capacitor (C) serves as a second wiring point (2); The first connection point (1) and the second connection point (2) are used to electrically connect two adjacent sections of steel rails (101) insulated and isolated by a mechanical insulation node (102), wherein the first connection point (1) is used to electrically connect one of the steel rails, and the second connection point (2) is used to electrically connect the other steel rail; The frequency of the series resonance formed by the first inductor (L1) and the capacitor (C) is 50 Hz, and the frequency of the parallel resonance formed by the first inductor (L1), the second inductor (L2) and the capacitor (C) is 25 Hz.

2. The insulation protection device for heavy-duty railway according to claim 1, characterized in that: The invention also comprises a shell, wherein the first inductor (L1), the second inductor (L2) and the capacitor (C) are all arranged in the shell.

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