The Analysis of Modern Diagnostic and Monitoring Devices for the
Traction Power Supply System
Alexandr Agunov, Ilya Terekhin, Olga Stepanskaya, Ivan Baranov and Erbol Abishov
State Transport University of Emperor Alexander I, St. Petersburg, Russian Federation
Key words: Monitoring, grounding, diagnostics, grounding system of contact line poles, traction power supply, high-
speed transport, low-maintenance system.
Abstract. In the process of a new modern device developing for diagnostics and real-time monitoring of the ground
system, in order to take into account, the existing features of high-speed traffic development, the present
modern diagnostic devices for the traction network of high-speed railway transport were investigated. The
existing devices and methods of diagnostics and monitoring of the traction power supply elements of railways
are discussed in the article. The basic operation principles of the used devices have been analyzed and the
analysis of their advantages and disadvantages are considered in the present paper. The presented analysis
allows us to studied not only the trends in the development of diagnostics and monitoring systems, but also
to make a conclusion about the future prospects for their implementation and refinement.
1 INTRODUCTION
Based on the Strategy for the Development of Rail
Transport in the Russian Federation through 2030, an
increase in the range of high-speed and high-speed
traffic, the weight of trains and the reliability of the
current system are being implemented. The risks of
traction network failures increase with the increase in
speed; train traffic disruptions lead to significant
economic losses. Restoration work takes a
considerable amount of time, as the damaged sections
become more extensive. The classical way to ensure
high reliability indicators is to provide redundancy and
increase the safety margin. So, at speeds over 160
km/h, it is forbidden to operate the contact wire with
wear and tear exceeding 20 % of the nominal cross
section. At the same time, on the lines with low speed
it is allowed to wear out 30 %. There is a similar
situation with the tension of contact wires and cables
that are part of the contact suspension system. Despite
the positive effect of increasing the tension on the
quality of current collection, it is limited to about 50 %
of the yield strength of the material.
The reasons described above have led to the fact
that the operation of the contact line nowadays
involves the replacement of contact wires much earlier
than reaching their critical wear and tear, and also
leads to a decrease in the dynamic performance of the
current collection system. Problems related to the
increase of permissible speeds and service life of
contact wires in conditions of transition to high-speed
traffic, when designing high-speed lines, are extremely
topical.
During operation, the contact line regulation
characteristics specified by the project are capable of
exceeding the permissible values as a result for the
effects of electric rolling stock (ERS), climatic
conditions and current loads, which leads to failures.
To ensure quality and reliable current collection, it is
necessary to constantly monitor the state of the contact
line and traction network as a whole. Improvement of
contact line operation technologies using the
permanent diagnostics and monitoring system helps to
reduce the need for JSCo "Russian Railways" in
traction network elements with increased strength
characteristics and increase it’s replacement periods
and will ensure the possibility of high-speed traffic on
the sections with standard design solutions.
According to the "Strategy for Scientific and
Technological Development of Russian Railways
Holding Company for the period until 2025 and for the
perspective until 2030," one of the most important
tasks in rail transport is to improve the quality of
traction network maintenance through the use of
software and hardware complexes that can allow
monitoring and diagnostics of traction network
elements in autonomous mode. Autonomous
Agunov, A., Terekhin, I., Stepanskaya, O., Baranov, I. and Abishov, E.
The Analysis of Modern Diagnostic and Monitoring Devices for the Traction Power Supply System.
DOI: 10.5220/0011587200003527
In Proceedings of the 1st International Scientific and Practical Conference on Transport: Logistics, Construction, Maintenance, Management (TLC2M 2022), pages 359-363
ISBN: 978-989-758-606-4
Copyright
c
2023 by SCITEPRESS – Science and Technology Publications, Lda. Under CC license (CC BY-NC-ND 4.0)
359
diagnostic and monitoring devices combined into the
system will improve the quality of diagnostics and
monitoring, as well as reduce the need for highly
qualified personnel and virtually eliminate the human
factor (Burkov, 2021).
2 MATERIALS AND METHODS
Traction network monitoring and diagnostic devices
form a set of special equipment that can be divided into
mobile and stationary. Mobile devices are the
laboratory wagon and various manual devices for
control of traction power supply system elements.
Stationary devices are used for continuous real-time
monitoring of certain parameters. Information from
stationary devices is transmitted via various
communication channels, such as: optoelectronic,
radio channels, mechanical (via insulating element)
and optical. Processing and analysis of output signals
from sensors installed on traction network elements
are performed according to specially developed
algorithms for each of them, as well as the program
responsible for combining, storing and transmitting
these signals.
2.1 Mobile Diagnostic Devices
The problem of mobile devices is that they have to
perform diagnostics on functioning lines, along which
the ERS movement is carried out stable. In addition,
manual measurements aren’t sufficiently effective,
since they require several bypass of diagnosed sections
of different lengths, and give insufficiently accurate
results.
One of the most effective mobile devices is a
complex of automated control of contact line
parameters. Them equipped with a diagnostic
laboratory wagon, on the roof for which a measuring
current collector and an observation tower with
measuring equipment are installed. Apart from
determining voltage to the type and magnitude in
contact line, special devices make it possible to
measure and register the deviations of the contact line
parameters that go beyond the set norms for all the
contact line objects, and on this basis they
automatically generate a report on the assessment of
the technical condition of the contact line on the track
section under diagnosis. The design of the observation
tower provides a wide and sufficient view for the
measuring and control systems installed on it for video
and thermal monitoring as well as ultraviolet
diagnostics.
The system of speed control of contact wire is also
known (Contact network control systems, tvema.ru)
Fig. 1 - one of modern developments. Sensors perform
all measurements in a non-contact manner, and the
recorded parameters are processed by the information-
computer equipment of the complex. Parameters are
measured in relation to the level of top of rail heads
and their position in the plot plan. At the same time,
the hardware complex registers the reduction of
contact wire on aerial frog and the height of
registration fitting set relative to it, measures the force
of current collector pressing on the contact wire, as
well as registers hits on the current collector, tension
of contact wire and breaking loose of current collector.
Diagnostic results, including registered deviations
from the required standard parameters of the contact
line, are displayed in the form to graphs on the
monitors of the operator's hardware complex and
saved to electronic storage devices. Measurement
results for the thermal imaging and ultraviolet camera
are recorded separately. All recorded readings are
linked to the recorded parameters of speed sensors and
the distance travelled, as well as to the points of contact
wire fixation.
Figure 1: System for speed control of contact wire.
2.2 Stationary Diagnostic Devices
Currently on the JSCo «Russian Railways» range, the
most widespread stationary diagnostic and remote
monitoring system (SDRM) of the contact line
contains various sensors for recording parameters for
the technical condition of the contact line elements,
which include the carrying cable (CC), contact wire
(CW), consoles, strings, load-compensating devices
placed on the anchored poles of the contact line.
Stationary data acquisition and transmission devices
are installed along the entire length for the contact line
section on the CC and CW behind the rollers of the
load-compensating units and/or above the load of the
load-compensating unit placed on the anchored poles
of the contact line, Fig. 2. Each device for transmitting
and collecting information contains a certain list of
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sensors for measuring parameters to the technical
condition of the contact line elements, a
microprocessor device for analog-digital processing an
information from the sensors, an autonomous power
supply, a device for wireless communication between
the device and an intermediate information storage
device SDRM placed at the nearest station, which is
connected by a wire and/or wireless communication
with a single information storage device on the
condition of the contact line elements of the railway
network (Nepomnyashchij, RU2444449C1).
Figure 2: Information collection and transfer device SDRM.
However, a complete transition to stationary
devices has not yet been organized and is difficult. In
order to control the parameters of the contact line with
detection of pre-fault conditions, it is planned to use a
combined monitoring and diagnostic system
consisting of mobile diagnostic devices (laboratory
wagons), diagnostic tools on the ERS, stationary
monitoring devices installed along the entire line area,
as well as a unitary system for data collection and
analysis. Stationary devices provide diagnostics and
monitoring for a number to certain parameters,
including movement of compensating device weights,
tension of contact suspension wires, temperature of
contact wires, conditions of ice formation, vibration
and inclination of contact line poles, etc (Eurasia news,
eav.ru).
3 RESULTS AND DISCUSSION
The main disadvantage of the existing systems for
monitoring the state of the contact line with the help
for mobile diagnostic devices is that these
measurements are carried out periodically, and the
observation time is short enough, which does not
provide an opportunity to monitor the stress and strain
state of the components to the contact line. Also, the
presence of optical devices has a negative impact on
all the above, as it significantly reduces the reliability
of the described method.
Table 1: Frequency of inspections, checks and measurements of grounding devices.
Name of work on the scope of maintenance for grounding devices Periodicity
1. Inspection of all visible elements for the grounding device,
checking the contacts strength, the correctness of installation, no
mechanical damage; tightening loose bolted contacts, elimination of
detected faults
Twice a year (spring and autumn)
2. Selective opening of the ground to inspect the elements of
the
g
roundin
g
device in the
g
roun
d
once every 5 years
3. Measuring the resistance of the grounding device (if it's
value is normalized)
After installation, no later than 6
months after commissioning, and
thereafter at least once ever
y
3
y
ears
4. Measuring the grounding resistance of structures and
devices connected to the rail circuits (if necessary to control their
values in the condition of the influence on the operation of the rail
circuits for signals and interlocks and protection against electrical
corrosion)
At commissioning and thereafter at
least once every 5 years (direct
current) and at least once every 10
years (alternating current)
5. Checking serviceability of protective devices of the
grounding circuit:
airgap
diode, diode-spark grounders
airgap type IPV-CNII
once every 3 months
twice a year
once a yea
r
6. Checking the serviceability of the grounding circuits by
electrical measurement
once a year
The Analysis of Modern Diagnostic and Monitoring Devices for the Traction Power Supply System
361
Continuous monitoring systems that are used do
not allow you to properly assess the tension of wires
and cables traction network in the online mode, or
require changes in the construction of the control
object.
Both versions of diagnostic and monitoring
systems have the ability to control only one parameter
- the force in wires and cables. In addition, the
described systems do not provide the possibility of
continuous diagnosis and monitoring of the state of
traction network elements, but most importantly, they
do not provide the possibility of rapid prediction of
pre-fault and failure situations. At the moment, many
of these disadvantages have been solved in the
developments (Efanov, RU2701887C1; Navik, 2016).
However, even before it’s final and full-fledged
implementation, certain improvements are needed.
Along with the development of the optimal system for
diagnostics and monitoring of the contact suspension
elements, the issue of diagnostics and monitoring of
other elements in the traction network, in particular,
such an important element of traction power supply as
the grounding system, remains unresolved.
According to (Ministry of Railways of Russia,
1993) (Table 1) it can be concluded that the frequency
of checking the grounding system devices is not great
and consists mainly of visual inspections, which,
combined with the human factor, creates a high
probability of untimely detection of faults in the
grounding system.
This maintenance procedure inevitably leads to
high labor costs for it’s implementation, and often
misses the real pre-fault states of the grounding system
elements. This leads to failures and, as a consequence,
to disruptions in train traffic, and in the worst cases can
lead to disasters.
One of the important and problematic nuances is
the resistance of the contact line poles groups, which
affects the operation of the relay protection.
Operational information about the technical
condition of the traction network elements, including
the grounding system, will allow technicians to
eliminate pre-fault conditions in time.
Means of continuous diagnostics and monitoring
are currently sufficiently equipped only facilities of
railway automation and telemechanic, the fault of
which is registered less than 3% of failures that caused
violations of train traffic and safety of people (Efanov,
2016). However, it’s mainly necessary to provide
means of continuous diagnostics and monitoring of the
following objects: traction network and track railway
line, which aren't redundant.
For quite a long time there has been a need to
introduce continuous monitoring and diagnostic
systems of the traction network on railways, because
it's elemention failures lead to disruption of train
traffic, threaten the safety of passengers and
maintenance personnel, and also have a negative effect
on adjacent objects.
It should be noted that, according to a preliminary
estimate, the cost of implementing the monitoring and
diagnostics system will be less than 10-15 % of the
cost of capital building of the traction network. The
costs of the diagnostics and continuous monitoring
system can be divided into two components: the cost
of technological equipment: sensors, accumulators,
autonomous power supplies, etc. and the hardware
complex of centralization: data transmission channels,
automated workplaces, servers, etc. Application of the
continuous monitoring and diagnostics system will
contribute to almost complete elimination of critical
damage for traction network elements, leading to a
threat to human safety and disruption of train traffic.
Obviously, the quality and safe operation of
electrified railways directly depends on the reliable
operation of all components of railway infrastructure
and ERS. Thus, an effective means of ensuring high
reliability as well as preventing pre-failure states are
systems for continuous monitoring and diagnostics of
railway infrastructure facilities, including grounding
systems.
On the Department "Electrical Power Supply of
Railways" of the Emperor Alexander I St. Petersburg
State Transport University is working on a modern
diagnostic and real-time monitoring device for the
grounding system, which in combination with the
traction power supply system without grounding the
contact line poles on the traction rail will create a low-
maintenance grounding system and allow for control
within the digital substation.
4 CONCLUSION
Development of the real-time diagnostics and
monitoring system for the railway traction network is
associated with the improvement of monitoring
technologies, reduction in the cost of hardware and
equipment and increase in the established level to the
quality of system operation. At the same time,
equipping railways with continuous monitoring
systems creates favorable conditions for the
development of digital railway space (digital railway)
(Rozenberg, 2016).
The development of data transmission networks at
signal transmitting elements, which include diagnostic
devices of the permanent monitoring system of the
traction network, on long railway sections is
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accompanied by the creation of a system of wireless
transmission of diagnostic information in real time.
Any diagnostic and monitoring devices for the railway
infrastructure, including grounding systems equipped
with radio transmitters, can be connected to such a
system. At the same time, there will be no need to
provide the services of contractors in terms of
communication (Ivanov, 2016). At the same time, a
real-time digital diagnostic data transmission system
will allow the use of cloud-based storage and
transmission technologies in the railway transport, for
example, diagnostic and monitoring results can be
transmitted on the portable devices of the nearest
service personnel to the diagnostic and monitoring
object. Stationary workstations with a large number of
hardware and computers can be eliminated, and
monitoring results can be displayed in a separate
module of the automatic train control system. The
reduction in equipment will reduce the cost of
diagnostic and monitoring systems for various railway
infrastructure facilities.
However, scientists engaged in the development of
continuous monitoring systems for railway
infrastructure facilities have not yet been able to solve
the problem associated with the use of diagnostic data
not only for maintenance tasks, but also to transfer
information about deviations from established
standards onboard devices for ERS, which would
allow in conditions of critical violations of train safety
to make different decisions to counteract dangerous
situations: from lowering the pantograph in dangerous
areas to a complete train stop.
The development of the continuous monitoring and
diagnostics system for railway traction network
elements allows to judge about the prospects of it's
widespread implementation, as well as to conclude that
with it’s help the transition to Smart grid technology -
smart power supply networks - is possible (Madrigal,
2017).
The development of continuous traction network
monitoring technology, as well as the creation of low-
maintenance technical diagnostic tools, will enable the
optimization of all electrified railways in the future.
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