Broken rail detector
A method and apparatus to detect breaks in tracks and/or detect the presence of a vehicle, which can include for example a train, in a monitored section of the track or rail. Embodiments of the present invention measure the change in amplitude and/or phase angles. Electrical shunts are connected between the rails at spaced-apart intervals. At least two different frequencies of alternating current are generated and fed into the segments of rail (for example at or near a mid-point between the shunts). If a rail break occurs, the total inductance of the rail at that segment will change. Using two or more frequencies allows a rail break to be differentiated from environmental rail-to-rail and rail-to-earth leakage.
1 . A method for detecting a condition of rail tracks comprising:
forming segments of the rail tracks by coupling shunts between rails of the rail tracks at intervals;
providing a plurality of detectors and coupling a respective one of the plurality of detectors to a respective one of the formed segments of rail tracks, wherein axles of all moving trains move with respect to the plurality of detectors;
providing at least two frequencies of alternating electrical current to the respective one of the formed segments of rail tracks;
evaluating a change in signal amplitude above a baseline reference in at least one of the at least two frequencies, and evaluating a phase angle difference between the at least two frequencies of alternating electrical current; and
detecting the condition based on a change in the signal amplitude and phase angle difference between the at least two frequencies.
2 . The method of claim 1 wherein the shunts comprise wires.
3 . The method of claim 1 wherein the shunts comprise cables.
4 . The method of claim 1 wherein the shunts comprise filters that are tuned to pass operating frequencies but attenuate other frequencies.
5 . The method of claim 4 wherein the other frequencies comprise direct current.
6 . The method of claim 1 further comprising forming a bypass section of rail tracks by disposing the shunts on both sides of the bypass section and not disposing a detector in the bypassed section.
7 . The method of claim 6 wherein forming a bypass section comprises forming a bypass section at or near a location of rail equipment such that the rail equipment lies within the formed bypass section.
8 . The method of claim 7 wherein the rail equipment comprises a wheel condition detector.
9 . The method of claim 1 wherein the condition comprises a rail switch position.
10 . The method of claim 1 wherein the condition comprises a break in a portion of the rail tracks.
11 . The method of claim 10 wherein detecting the break condition comprises detecting the break when a positive amplitude shift relative to an amplitude of a higher of the at least two frequencies from the baseline reference is observed in a lower of the at least two frequencies of alternating electrical current in combination with a negative phase shift relative to a phase shift of a lower of the at least two frequencies in a higher of the at least two frequencies of alternating electrical current.
12 . The method of claim 1 wherein the condition comprises a train presence condition when a train is disposed on at least one of the segments of the rail tracks.
13 . The method of claim 12 wherein detecting the train presence condition comprises detecting a negative amplitude shift for the at least two frequencies in addition to a positive phase shift for the at least two frequencies.
14 . The method of claim 1 wherein the baseline reference is compensated for environmental effects by normalizing signal amplitude values relative to phase values when no trains are present and when no breaks are present.
15 . The method of claim 1 wherein the condition comprises rail stress change.
16 . The method of claim 15 wherein the rail stress change is formed in response to a break in at least one of the segments of rail tracks at a location other than a segment of the rail tracks where the rail stress is detected.
17 . The method of claim 15 wherein the rail stress is formed by thermal expansion or thermal contraction of the rails of the rail tracks.
18 . A detector comprising:
a circuit configured to provide at least two frequencies of alternating electrical current to a shunted segment of a track;
said circuit configured to measure an amplitude difference and a phase angle between the at least two frequencies of alternating electrical current and identify a break in at least a portion of the track based on a change in the measured amplitude difference and phase angle; and
said detector not disposed on a train or moving vehicle.
19 . The detector of claim 18 wherein said detector does not travel with respect to the shunted segment of the track while said detector is in operation.
20 . The detector of claim 18 wherein said circuit provides the at least two frequencies of alternating electrical current via a direct electrical connection to rails of the shunted segment of the track.
21 . The detector of claim 18 wherein said circuit provides the at least two frequencies of alternating electrical current via induction into a rail of the shunted segment of the track.
22 . The detector of claim 18 wherein said circuit is configured to measure via direct electrical connection to rails of the shunted segment of the track.
23 . The detector of claim 18 wherein said circuit is configured to measure via induction into a rail of the shunted segment of the track.
24 . The detector of claim 18 further comprising an isolation transformer.
25 . The detector of claim 18 wherein said circuit is configured to provide at least two frequencies of alternating electrical current into two shunted segments of a track.
26 . The detector of claim 25 wherein the two shunted segments of a track comprise two adjacent segments of a track.
27 . The detector of claim 18 wherein the amplitude difference comprises a difference between a current amplitude and a reference amplitude.
28 . The detector of claim 18 wherein the phase angle between the at least two frequencies of alternating electrical current comprises a difference between a current phase and a reference phase.
29 . A method for detecting a condition of rail tracks comprising:
forming segments of the rail tracks by coupling shunts between rails of the rail tracks at intervals;
providing a plurality of detectors and coupling a respective one of the plurality of detectors to a respective one of the formed segments of rail tracks;
forming a bypass section of rail tracks at or near a location of rail equipment such that the rail equipment lies within the formed bypass section by disposing the shunts on both sides of the bypass section and not disposing a detector in the bypassed section;
providing at least two frequencies of alternating electrical current to the respective one of the formed segments of rail tracks;
evaluating a change in signal amplitude above a baseline reference in at least one of the at least two frequencies, and evaluating a phase angle difference between the at least two frequencies of alternating electrical current; and
detecting the condition based on a change in the signal amplitude and phase angle difference between the at least two frequencies.
30 . The method of claim 29 wherein the shunts comprise filters that are tuned to pass operating frequencies but attenuate other frequencies.
31 . The method of claim 30 wherein the other frequencies comprise direct current.
32 . The method of claim 29 wherein the condition comprises a rail switch position.
33 . The method of claim 29 wherein the condition comprises a break in a portion of the rail tracks.
34 . The method of claim 33 wherein detecting the break condition comprises detecting the break when a positive amplitude shift relative to an amplitude of a higher of the at least two frequencies from the baseline reference is observed in a lower of the at least two frequencies of alternating electrical current in combination with a negative phase shift relative to a phase shift of a lower of the at least two frequencies in a higher of the at least two frequencies of alternating electrical current.
35 . The method of claim 29 wherein the condition comprises a train presence condition when a train is disposed on at least one of the segments of the rail tracks.
36 . The method of claim 35 wherein detecting the train presence condition comprises detecting a negative amplitude shift for the at least two frequencies in addition to a positive phase shift for the at least two frequencies.
37 . The method of claim 29 wherein the baseline reference is compensated for environmental effects by normalizing signal amplitude values relative to phase values when no trains are present and when no breaks are present.
38 . The method of claim 29 wherein the condition comprises rail stress change.
39 . A method for detecting a break in a portion of rail tracks comprising:
forming segments of the rail tracks by coupling shunts between rails of the rail tracks at intervals;
providing a plurality of detectors and coupling a respective one of the plurality of detectors to a respective one of the formed segments of rail tracks;
providing at least two frequencies of alternating electrical current to the respective one of the formed segments of rail tracks;
evaluating a change in signal amplitude above a baseline reference in at least one of the at least two frequencies, and evaluating a phase angle difference between the at least two frequencies of alternating electrical current; and
detecting the break based on a change in the signal amplitude and phase angle difference between the at least two frequencies when a positive amplitude shift relative to an amplitude of a higher of the at least two frequencies from the baseline reference is observed in a lower of the at least two frequencies of alternating electrical current in combination with a negative phase shift relative to a phase shift of a lower of the at least two frequencies in a higher of the at least two frequencies of alternating electrical current.
40 . The method of claim 39 wherein the shunts comprise filters that are tuned to pass operating frequencies but attenuate other frequencies.
41 . The method of claim 40 wherein the other frequencies comprise direct current.
42 . The method of claim 39 wherein the condition comprises a rail switch position.
43 . The method of claim 39 wherein the condition comprises a train presence condition when a train is disposed on at least one of the segments of the rail tracks.
44 . The method of claim 43 wherein detecting the train presence condition comprises detecting a negative amplitude shift for the at least two frequencies in addition to a positive phase shift for the at least two frequencies.
45 . The method of claim 39 wherein the baseline reference is compensated for environmental effects by normalizing signal amplitude values relative to phase values when no trains are present and when no breaks are present.
46 . The method of claim 39 wherein the condition comprises rail stress change.
47 . A method for detecting train presence on rail tracks comprising:
forming segments of the rail tracks by coupling shunts between rails of the rail tracks at intervals;
providing a plurality of detectors and coupling a respective one of the plurality of detectors to a respective one of the formed segments of rail tracks;
providing at least two frequencies of alternating electrical current to the respective one of the formed segments of rail tracks;
evaluating a change in signal amplitude above a baseline reference in at least one of the at least two frequencies, and evaluating a phase angle difference between the at least two frequencies of alternating electrical current; and
detecting the train presence when a train is disposed on at least one of the segments of rail tracks based on a negative amplitude shift for the at least two frequencies in addition to a positive phase shift for the at least two frequencies.
48 . The method of claim 47 wherein the shunts comprise filters that are tuned to pass operating frequencies but attenuate other frequencies.
49 . The method of claim 48 wherein the other frequencies comprise direct current.
50 . The method of claim 47 wherein the condition comprises a rail switch position.
51 . The method of claim 47 wherein the condition comprises a break in a portion of the rail tracks.
52 . The method of claim 51 wherein detecting the break condition comprises detecting the break when a positive amplitude shift relative to an amplitude of a higher of the at least two frequencies from the baseline reference is observed in a lower of the at least two frequencies of alternating electrical current in combination with a negative phase shift relative to a phase shift of a lower of the at least two frequencies in a higher of the at least two frequencies of alternating electrical current.
53 . The method of claim 47 wherein the baseline reference is compensated for environmental effects by normalizing signal amplitude values relative to phase values when no trains are present and when no breaks are present.
54 . The method of claim 47 wherein the condition comprises rail stress change.
55 . A method for detecting a condition of rail tracks comprising:
forming segments of the rail tracks by coupling shunts between rails of the rail tracks at intervals;
providing a plurality of detectors and coupling a respective one of the plurality of detectors to a respective one of the formed segments of rail tracks;
providing at least two frequencies of alternating electrical current to the respective one of the formed segments of rail tracks;
evaluating a change in signal amplitude above a baseline reference in at least one of the at least two frequencies, and evaluating a phase angle difference between the at least two frequencies of alternating electrical current;
compensating the baseline reference for environmental effects by normalizing signal amplitude values relative to phase values when no trains are present and when no breaks in the rail tracks are present; and
detecting the condition based on a change in the signal amplitude and phase angle difference between the at least two frequencies.
56 . The method of claim 55 wherein the shunts comprise filters that are tuned to pass operating frequencies but attenuate other frequencies.
57 . The method of claim 56 wherein the other frequencies comprise direct current.
58 . The method of claim 55 wherein the condition comprises a rail switch position.
59 . The method of claim 55 wherein the condition comprises a break in a portion of the rail tracks.
60 . The method of claim 59 wherein detecting the break condition comprises detecting the break when a positive amplitude shift relative to an amplitude of a higher of the at least two frequencies from the baseline reference is observed in a lower of the at least two frequencies of alternating electrical current in combination with a negative phase shift relative to a phase shift of a lower of the at least two frequencies in a higher of the at least two frequencies of alternating electrical current.
61 . The method of claim 55 wherein the condition comprises a train presence condition when a train is disposed on at least one of the segments of the rail tracks.
62 . The method of claim 61 wherein detecting the train presence condition comprises detecting a negative amplitude shift for the at least two frequencies in addition to a positive phase shift for the at least two frequencies.
63 . The method of claim 55 wherein the condition comprises rail stress change.