Broken rail detection system for railway systems

• US 9,701,326 B2
• Filed: 09/12/2014
• Issued: 07/11/2017
• Est. Priority Date: 09/12/2014
• Status: Active Grant

• Current Assignee: Wabtec Corporation (Westinghouse Air Brake Technologies Corporation), Westinghouse Air Brake Technologies Corporation
• Original Assignee: Westinghouse Air Brake Technologies Corporation
• Inventors: Kull, Robert C.
• Primary Examiner(s): Smith, Jason C
• Application Number:
  US14/484,672
• Publication Number:
  US 20160075356A1
• Time in Patent Office: 1,033 Days
• CPC Class Codes: B61L 1/188 Use of coded current
• CPC Class Codes: B61L 23/044 Broken rails

Abstract

A broken rail detection system including: a power module having: a first electrical connection to the first rail to apply a direct current voltage; and a second electrical connection to the second rail to apply a direct current voltage; a diode shunt arrangement; a measurement device to sense or measure current; and a controller programmed or configured to: (i) cause at least one application of a direct current voltage of a first polarity on the railway track; (ii) determine the current resulting from the application step (i); (iii) cause at least one application of a direct current voltage of a second polarity on the railway track; (iv) determine the current resulting from the application step (iii); and (v) determine the presence or absence of a break based at least partially on the determined current.

Claims

1. A broken rail detection system for a portion of a railway track having a first and second opposing rail, each supported by at least one railroad tie and ballast material, the system comprising:

a power module positioned at a first end of the portion of the railway track, the power module comprising;

(1) a first electrical connection to the first rail and configured to apply a direct current voltage to the first rail; and

(2) a second electrical connection to the second rail and configured to apply a direct current voltage to the second rail;

a at least one diode shunt arrangement positioned at a distance from the at least one power module;

at least one measurement device configured to sense or measure current resulting from the application of the direct current voltage from the first electrical connection and the second electrical connection; and

at least one controller in direct or indirect communication with the at least one power module and the at least one measurement device and programmed or configured to;

(i) cause at least one application of a direct current voltage of a first polarity on the railway track through the first electrical connection and second electrical connection;

(ii) determine the current resulting from the application step (i) using the at least one measurement device;

(iii) cause at least one application of a direct current voltage of a second polarity on the railway track through the first electrical connection and the second electrical connection;

(iv) determine the current resulting from the application step (iii) using the at least one measurement device; and

(v) determine the presence or absence of a break in at least one of the first and second rail based at least partially on the current determined in steps (ii) and (iv).

2. The system of claim 1, wherein the distance between the at least one power module and the at least one diode shunt arrangement is up to about 20 kilometers.

3. The system of claim 1, wherein at least one of the following:

the at least one power module, the at least one measurement device, the at least one controller, or any combination thereof, is integrated with or part of at least one existing electrically-powered railway device.

4. The system of claim 3, wherein the at least one existing electrically-powered railway device is at least one of the following:

a switch device or arrangement, a radio device, a wayside device, a wayside interface unit, or any combination thereof.

5. The system of claim 1, wherein the voltage of the direct current applied in at least one of the application step (i) and application step (iii) comprises at least one of the following:

a fixed voltage, a configurable voltage, an adjustable voltage, a voltage pulse, or any combination thereof.

6. The system of claim 5, wherein the voltage of the direct current is in the range of about 3 volts to about 12 volts.

7. The system of claim 1, wherein at least one of the application step (i) and application step (iii) comprises applying at least one pulse of direct current.

8. The system of claim 7, wherein the at least one pulse of direct current comprises at least one of the following:

a fixed voltage, a configurable voltage, an adjustable voltage, a fixed polarity, a configurable polarity, an adjustable polarity, a fixed pulse width, a configurable pulse width, an adjustable pulse width, a fixed timing pattern, a configurable timing pattern, an adjustable timing pattern, a fixed time period, a configurable time period, an adjustable time period, a fixed number of pulses, a configurable number of pulses, an adjustable number of pulses, or any combination thereof.

9. The system of claim 8, wherein the at least one pulse of direct current comprises a plurality of pulses of direct current with opposite polarity between at least two of the plurality of pulses of direct current.

10. The system of claim 8, wherein the at least one pulse of direct current comprises a plurality of pulses of direct current with a pulse width in the range of about 80 milliseconds to about 120 milliseconds.

11. The system of claim 8, wherein the at least one pulse of direct current comprises a plurality of pulses of direct current with timing pattern between pulses of direct current in the range of about 200 milliseconds to about 300 milliseconds.

12. The system of claim 8, wherein the at least one pulse of direct current comprises a plurality of pulses of direct current that are pulsed over a time period in the range of about 5 seconds to about 20 seconds.

13. The system of claim 1, wherein the voltage of the direct current of the first polarity and the voltage of the direct current of the second polarity are substantially identical.

14. The system of claim 1, wherein the voltage of the direct current of the first polarity and the voltage of the direct current of the second polarity are configured based at least partially upon at least one of the following:

(i) the distance between the at least one power module and the at least one diode shunt arrangement;

(ii) a condition of the ballast material;

(iii) a condition of the railway track;

(iv) an environmental condition, or any combination thereof.

15. The system of claim 1, wherein the at least one measurement device is at least one of the following:

at least one resistor, at least one current sensor, or any combination thereof.

16. The system of claim 1, wherein, prior to application step (i), the at least one controller is further programmed or configured to determine whether the railway track between the at least one power module and the at least one diode shunt arrangement is occupied by at least one railcar.

17. The system of claim 1, further comprising at least one communication device programmed or configured to directly or indirectly transmit system data to at least one remote computer.

18. The system of claim 1, wherein the determination step (v) comprises:

(a) determining the difference between the current determined in step (ii) and the current determined in step (iv); and

(b) determining the presence or absence of a break in the first rail or the second rail of the railway track if the difference is less than a specified value or percentage.

19. The system of claim 18, wherein the determination step (b) comprises determining the presence of a break in the first rail or the second rail of the railway track if the measured current in determination step (ii) is substantially identical to the measured current in determination step (iv).

20. The system of claim 1, wherein the determination step (v) is at least partially based upon at least one of the following:

(i) the distance between the at least one power module and the at least one diode shunt arrangement;

(ii) a condition of the ballast material;

(iii) a condition of the railway track;

(iv) an environmental condition, or any combination thereof.

21. The system of claim 1, wherein at least one of steps (i)-(v) are implemented based upon receipt, by the at least one controller, of at least one of the following:

(1) a command from at least one remote computer;

(2) a command from at least one remote computer prior to issuance of a movement authority to a specified train;

(3) a command from at least one remote computer to the specified train prior to entering the portion of the railway track;

(4) a command from at least one remote computer to the specified train after exiting the portion of the railway track, or any combination thereof.

22. The system of claim 1, wherein at least one of steps (i)-(v) are implemented based upon at least one of the following:

a specified schedule, a configurable schedule, a specified time period, a configurable time period, track data, train data, environment data, condition data, or any combination thereof.

23. The system of claim 1, wherein at least one of steps (i)-(v) are implemented while a train is travelling towards or within the portion of the railway track.

24. A broken rail detection system for a portion of a railway track having a first and second opposing rail, each supported by at least one railroad tie and ballast material, the system comprising:

a first power module positioned at a first end of the portion of the railway track and having;

(1) a first electrical connection to the first rail and configured to apply a direct current voltage to the first rail; and

(2) a second electrical connection to the second rail and configured to apply a direct current voltage to the second rail;

a first diode shunt arrangement positioned at a distance from the first end of the portion of the railway track;

a first measurement device configured to sense or measure current resulting from the application of the direct current voltage from the first electrical connection and the second electrical connection;

a first controller in direct or indirect communication with the first power module and the first measurement device and programmed or configured to;

(i) cause at least one application of a direct current voltage of a first polarity on the railway track through the first electrical connection and second electrical connection;

(ii) determine the current resulting from the application step (i) using the first measurement device;

(iii) cause at least one application of a direct current voltage of a second polarity on the railway track through the first electrical connection and the second electrical connection;

(iv) determine the current resulting from the application step (iii) using the first measurement device; and

(v) determine the presence or absence of a break in at least one of the first and second rail in a first portion of the portion of the railway track based at least partially on the current determined in steps (ii) and (iv);

a second power module positioned at a second end of the portion of the railway track and having;

(1) a first electrical connection to the first rail and configured to apply a direct current voltage to the first rail; and

(2) a second electrical connection to the second rail and configured to apply a direct current voltage to the second rail;

a second diode shunt arrangement positioned at a distance from the second end of the portion of the railway track;

a second measurement device configured to sense or measure current resulting from the application of the direct current voltage from the first electrical connection and the second electrical connection;

a second controller in direct or indirect communication with the second power module and the second measurement device and programmed or configured to;

(i) cause at least one application of a direct current voltage of a first polarity on the railway track through the first electrical connection and second electrical connection;

(ii) determine the current resulting from the application step (i) using the second measurement device;

(iii) cause at least one application of a direct current voltage of a second polarity on the railway track through the first electrical connection and the second electrical connection;

(iv) determine the current resulting from the application step (iii) using the second measurement device; and

(v) determine the presence or absence of a break in at least one of the first and second rail in a second portion of the portion of the railway track based at least partially on the current determined in steps (ii) and (iv); and

at least one insulation joint positioned between the first diode shunt arrangement and the second diode shunt arrangement and configured to prevent electrical communication between the first and second portions of the portion of the railway track.

25. A method for detecting a broken rail in a portion of a railway track having a first and second opposing rail, each supported by at least one railroad tie and ballast material, the method comprising:

(i) causing at least one application of a direct current voltage of a first polarity on the railway track through a first electrical connection to the first rail and a second electrical connection to the second rail;

(ii) determining the current resulting from the application step (i);

(iii) causing at least one application of a direct current voltage of a second polarity on the railway track through the first electrical connection and the second electrical connection;

(iv) determining the current resulting from the application step (iii); and

(v) determining the presence or absence of a break in at least one of the first and second rail based at least partially on the current determined in steps (ii) and (iv).