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WO2010020232A1 - Procédé et dispositif permettant la production de dérivations sur des rails par des véhicules ferroviaires - Google Patents

Procédé et dispositif permettant la production de dérivations sur des rails par des véhicules ferroviaires Download PDF

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Publication number
WO2010020232A1
WO2010020232A1 PCT/DE2009/001163 DE2009001163W WO2010020232A1 WO 2010020232 A1 WO2010020232 A1 WO 2010020232A1 DE 2009001163 W DE2009001163 W DE 2009001163W WO 2010020232 A1 WO2010020232 A1 WO 2010020232A1
Authority
WO
WIPO (PCT)
Prior art keywords
track
rail vehicle
vehicle according
spark
sparks
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2009/001163
Other languages
German (de)
English (en)
Inventor
Peter Hildenbrand
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
HOCHSCHULE OFFENBURG
Original Assignee
HOCHSCHULE OFFENBURG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by HOCHSCHULE OFFENBURG filed Critical HOCHSCHULE OFFENBURG
Priority to EP09736102A priority Critical patent/EP2326543B1/fr
Publication of WO2010020232A1 publication Critical patent/WO2010020232A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/18—Railway track circuits
    • B61L1/181—Details
    • B61L1/182—Use of current of indifferent sort or a combination of different current types
    • B61L1/183—Use of means on the vehicle for improving short circuit, e.g. in vehicles with rubber bandages

Definitions

  • the present invention relates to the Oberansprifflflieh claimed and thus deals with rail transport.
  • the short-circuit or shunt caused by the rail vehicle is usually caused by the pairs of wheels on which the rail vehicle rests on the tracks, because the wheel pairs are electrically conductively connected to one another via their wheel axle.
  • the object of the present invention is to provide new products for commercial use.
  • the present invention thus proposes, in a first aspect, a multi-track rail vehicle, which is designed for the electrically conductive connection of pairs of tracks and with a contact resistance reducing means for reducing the contact resistance to the track, in which it is provided that the contact resistance reducing means for generating sparks between at least a track and the rail vehicle is formed.
  • a first essential aspect of the present invention thus utilizes the knowledge that the shunt does not have to be permanent or mandatory via a connection of the track and the wheel which is good from the outset, but rather can be effected via the current made possible by sparks.
  • the current conduction through the spark proves to be entirely sufficient to cause the required voltage drop by shunting between the rails of a track pair, between which a track signal low voltage is applied;
  • the formation of sparks proves to be at least so far independent of the deposition of rust or dirt on wheels or rails that sufficiently low contact resistance can result under all practical operating conditions.
  • this contributes to the fact that a sufficiently high voltage can be generated for the formation of sparks, and a spark that is once ignited itself ensures a secure contact to the ground potential of the track and on the other hand, the contact resistance is sufficiently reduced by nonlinearity.
  • the contact resistance between wheel and rail itself is highly nonlinear. This means that, via the voltage drop or current between the wheel and the rail resulting from the spark, the contact resistance is reduced so much that the (low) train free-field voltage is shunted beyond this contact resistance, which is reduced by non-linear effects, if necessary independently of this Contact resistance on the footprint of the wheel on the track.
  • the device of the present invention can be well assembled with simple components, such as those used in the automotive industry. This increases the reliability, at the same time the energy requirement is so low that a supply may be sufficient even from a conventional 12 V car battery; since the space requirement of an arrangement according to the invention is low, integration in wagons is easily possible.
  • the rail vehicle will typically have wheel axles via which, as is conventional, an electrically conductive connection between the tracks of a track pair can also be established via the wheels. It is possible and preferred, in the presence of such axes also with the invention, to allow the current required for shunting the track signal voltage to flow at least partially through the axis.
  • the transition resistance reduction means will generate spark sequences and also, as is preferred, continuously and automatically func. Generate ken.
  • the spark sequence is preferably fast compared to the frequency in the case of a pulsed or alternating track signal voltage, such as in the French rail system, in which the track signal low alternating voltage, which is to be short-circuited, has a frequency between 2,000 Hz and
  • the spark following frequency generated with the contact resistance reduction means will preferably be higher than such a track signal low voltage change frequency, allowing the track signal frequency to be sampled in a conventional manner. It should be noted that the shunt currents enabled by spark generation can be sufficiently large to cause at least substantial potential drop between the tracks of the track pair. It should also be noted how quickly the non-linear lowering of the contact resistance is finished again, etc.
  • the voltage source for generating the train-free low-voltage typically will have such an internal resistance that the charging, or, in the case of an alternating track signal voltage, the reloading of the track pair is so slow compared to the repetition frequency of the spark train, that between two sparks can not build significant voltages. This ensures that even with digital sampling of lying between the tracks of the track pair voltage across A / D converter can not build significant voltages, even not if a scan of the voltage between the tracks of a track pair until just before a renewed discharging spark occurs.
  • the fact that the method also makes it possible to carry out an analogue track vacancy notification should be mentioned.
  • the spark repetition frequency is several kHz, preferably at least 5 kHz, particularly preferably at least 10 kHz and, even more preferably, at least 20 kHz.
  • the correspondingly higher frequencies make it possible to provide a multiple shunt of a track pair during a period of oscillation of an alternating low voltage.
  • the contact resistance reducing means is designed to generate sparks, in particular spark sequences, on both tracks of a track pair.
  • the invention is preferably used on each track of a track pair.
  • the multi-track rail vehicle may be both a locomotive and another vehicle, such as a passenger or freight car. This is particularly advantageous in maneuvering mode and prevents a track from being accidentally reported as free because there are wagons that otherwise do not cause sufficient shunting due to poor wheel-track contact resistance.
  • sparks When sparks are generated for both tracks of a track pair, it is preferable to synchronously generate them on both sides, which is accomplished by using an electronic firing circuit. ses or an electronic circuit of the spark is readily possible.
  • the synchronous generation of sparks on both sides ensures that a shunt or short circuit of the track of the track pair actually takes place and not just capacitive currents flow.
  • spark generators operate in phase, that is, sparks are generated by the first spark generator of a track exactly when the other spark generator is being charged. In this way it is ensured that the spark repetition frequency can be increased, which, as can be seen from the above, is advantageous.
  • a spark electrode is arranged on a wheel bogie. It is particularly preferred if the spark electrode is arranged close to the rail, in particular with a distance between 5.0 cm and 0.5 cm, preferably between 1.0 cm and 0.5 cm to the rail. Too long a distance from the rail means that the ignition voltage for generating the sparks becomes very large. If the distances are too short there is a risk of damaging the spark electrode.
  • a plurality of electrode tips can be arranged next to one another in order to be able to face a generally bare spot of a rail profile, depending on the country.
  • spark generation is typically spaced apart from the contact area of the wheel on the track. follow and reduces the contact resistance thus also just spaced from the AufStandstician.
  • Track shunt claimed by rail vehicles in which it is provided that generates a spark sequence between the rail vehicle and track and the shunt is detected at least .
  • current for generating the track shunt can flow both via the sparks produced according to the invention and via the wheel track contact.
  • Fig. 1. a multi-track rail vehicle of the present invention
  • Fig. 2 is a circuit diagram for a principal application of the present invention.
  • a rail vehicle 1, generally indicated at 1, here only indicated, for electrically interconnecting a pair of tracks 2a, 2b comprises transition resistance reducing means 3 for reducing contact resistance to the track, interspersed as means 3 for generating sparks 4a, 4b the tracks 2a, 2b and the rail vehicle 1 is formed.
  • the rail vehicle In the illustrated embodiment, the rail vehicle
  • the locomotive 1 a locomotive, but it may also be a wagon or the like act.
  • the locomotive 1 has several axles 5.1, 5.2, at which wheels 5.1a, 5.1b, 5.2a, 5.2b are provided.
  • the wheels of a wheel pair arranged on an axle for example the wheels 5.1a and 5.1b, are electrically conductively connected to one another via the respective axle, in this case axle 5.1.
  • the tracks 2a, 2b as a track pair is associated with a voltage source 2cl, which has a finite internal resistance 2cl and generates an AC voltage.
  • the tracks 2a, 2b are insulated from adjacent track sections, which are ahead and behind in the direction of travel, by electrically insulating gaps 2al, 2bl or 2a2, 2b2, so that the voltage applied to the track section between the tracks 2a, 2b by the voltage source 2c Stress is to be detected only in the section between the isolations, but not at the adjacent track sections.
  • the tracks 2 is further associated with a voltage detection 2d, with which the AC voltage applied between the tracks 2a, 2b can be detected so accurately that it can be determined whether a short or shunt of the tracks 2a, 2b is given or not.
  • the electrical conductivity of the rail vehicle 1 is sufficient to electrically connect the tracks 2a, 2b of the track pair so well that the condition can be detected as a short and shunt on the voltage detection 2d.
  • the contact resistance reducing means 3 now comprises a spark generator 3 to be described in more detail with reference to FIG. 2 for generating the sparks 4a, 4b
  • Electrodes are arranged near the rails 2a, 2b, and preferably at a wheel bogie (not shown), so that they are always at the same distance to a track.
  • the means for reducing the contact resistance per rail comprises an ignition circuit with a DC voltage source 3a, ignition coils 3bl, 3b2, anti-interference capacitors 3c1, 3c2 and a circuit breaker 3d1, 3d2, which is shown as a relay, but readily as known to the person skilled in the art is, can be realized electronically.
  • the DC voltage source 3a is effected jointly for both ignition circuits.
  • Pol of the DC voltage source 3a is connected to a wheel axis 5.1, while the other pole is connected via the coil 3bl or 3b2 to an electrode tip 3el or 3e2, which is arranged adjacent to the rails 2a, 2b for generating the spark 4a, 4b.
  • FIG. 2 Further illustrated in FIG. 2 are other pairs of wheel axles, labeled only at 5.2, 5.3, 5.4, etc., as well as track free field voltage source 2c with internal resistance 2c1 and track free field voltage detection sensor 2d.
  • the breakers 3dl, 3d2 are designed to open or close at a frequency above 5 kHz.
  • the DC voltage source 3a is designed to act on the coils 3bl, 3b2 with a sufficiently large excitation current within the resulting ignition pauses.
  • the breakers 3dl, 3d2 open so fast that the interruption of the current flow through the coils 3bl, 3b2 at the electrodes 3el, 3e2 generate sparks 4a, 4b.
  • the breakers 3dl, 3d2 open at the same time, for which purpose a corresponding synchronization circuit (not shown) is provided.
  • the arrangement is used as follows:
  • a track signal voltage is generated across the voltage source 2c, which is detected by the voltmeter 2d 'as long as no rail vehicle on the Schie ⁇ enabêt 2a, 2b and this is short-circuits.
  • the voltage from the track free-voltage source 2c should be shorted so far that no voltage can be detected at the voltage sensor 2d. With bad contacts, that is, high contact resistance, this does not succeed reliably.
  • Ignition sparks on the one hand in the spark gaps cause a low contact resistance between the ignition electrode 3el and 3e2 and the associated rail 2a and 2b, respectively, thereby already shorting the track free field voltage from the track free field voltage source 2c.
  • the shunt current necessarily flows over the pairs of wheels belonging to one and the same axis. Rather, an inference to wheels on other wheel axles, in particular via the vehicle chassis, is also possible.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un véhicule ferroviaire circulant sur plusieurs rails, conçu pour établir une liaison électriquement conductrice entre des paires de rails et comprenant un moyen de réduction de la résistance de contact vis-à-vis du rail. A cet effet, le moyen de réduction de la résistance de contact est conçu pour produire des étincelles entre au moins un rail et le véhicule ferroviaire.
PCT/DE2009/001163 2008-08-20 2009-08-19 Procédé et dispositif permettant la production de dérivations sur des rails par des véhicules ferroviaires Ceased WO2010020232A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP09736102A EP2326543B1 (fr) 2008-08-20 2009-08-19 Procédé et dispositif permettant la production de dérivations sur des rails par des véhicules ferroviaires

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008038494.1 2008-08-20
DE102008038494A DE102008038494A1 (de) 2008-08-20 2008-08-20 Verfahren und Vorrichtung zur Gleisnebenschlusserzeugung durch Bahnfahrzeuge

Publications (1)

Publication Number Publication Date
WO2010020232A1 true WO2010020232A1 (fr) 2010-02-25

Family

ID=41445594

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2009/001163 Ceased WO2010020232A1 (fr) 2008-08-20 2009-08-19 Procédé et dispositif permettant la production de dérivations sur des rails par des véhicules ferroviaires

Country Status (3)

Country Link
EP (1) EP2326543B1 (fr)
DE (1) DE102008038494A1 (fr)
WO (1) WO2010020232A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114701537A (zh) * 2022-02-11 2022-07-05 国能包神铁路集团有限责任公司 轨道电路分路不良预警方法及装置

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014102453A1 (de) * 2014-02-25 2015-08-27 Wolfgang Bisinger Schienenfahrzeugvorrichtung

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE654655C (de) 1936-01-22 1937-12-28 Westinghouse Brake & Signal Eisenbahnsignaleinrichtung
US2176616A (en) 1932-08-16 1939-10-17 Union Switch & Signal Co Apparatus for decreasing rail contact resistance
DE814303C (de) 1949-03-31 1951-09-20 Siemens & Halske A G Gleisfreimeldeanlage
DE1036902B (de) 1954-09-10 1958-08-21 Emile Marcel Pierre Leroy Schaltungsanordnung fuer Gleisstromkreise
US3913874A (en) 1974-03-08 1975-10-21 Westinghouse Electric Corp Vehicle control system including residue breakdown voltage across the vehicle rails
US5054722A (en) 1990-10-22 1991-10-08 Bartel Welding Shop Road-rail shunt
US5242136A (en) 1989-11-17 1993-09-07 British Railways Board Railway signalling systems
DE10022636A1 (de) 2000-04-28 2001-10-31 Siemens Ag Vermaschter Gleisstromkreis
US6533222B1 (en) 2002-01-16 2003-03-18 Gaetano D. Brooks Railway vehicle safety shunt system
DE102005030297A1 (de) 2005-06-24 2007-01-04 Siemens Ag Verfahren und Anordnung zur Überwachung des Belegungszustandes einer Weiche oder eines Gleisbereichs

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2176616A (en) 1932-08-16 1939-10-17 Union Switch & Signal Co Apparatus for decreasing rail contact resistance
DE654655C (de) 1936-01-22 1937-12-28 Westinghouse Brake & Signal Eisenbahnsignaleinrichtung
DE814303C (de) 1949-03-31 1951-09-20 Siemens & Halske A G Gleisfreimeldeanlage
DE1036902B (de) 1954-09-10 1958-08-21 Emile Marcel Pierre Leroy Schaltungsanordnung fuer Gleisstromkreise
US3913874A (en) 1974-03-08 1975-10-21 Westinghouse Electric Corp Vehicle control system including residue breakdown voltage across the vehicle rails
US5242136A (en) 1989-11-17 1993-09-07 British Railways Board Railway signalling systems
DE69007295T2 (de) 1989-11-17 1994-06-16 British Railways Board Verbesserungen in eisenbahnmeldeanlagen.
US5054722A (en) 1990-10-22 1991-10-08 Bartel Welding Shop Road-rail shunt
DE10022636A1 (de) 2000-04-28 2001-10-31 Siemens Ag Vermaschter Gleisstromkreis
US6533222B1 (en) 2002-01-16 2003-03-18 Gaetano D. Brooks Railway vehicle safety shunt system
DE102005030297A1 (de) 2005-06-24 2007-01-04 Siemens Ag Verfahren und Anordnung zur Überwachung des Belegungszustandes einer Weiche oder eines Gleisbereichs

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
WONDEREN ET AL.: "SIGNAL + DRAHT", vol. 99, 1 May 2007, TELZLAFF VERLAG GMBH, article "Admission of rolling stock on track circuit based train detection systems"
WONDEREN VAN E ET AL: "ADMISSION OF ROLLING STOCK ON TRACK CIRCUIT BASED TRAIN DETECTION SYSTEMS", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 99, 1 May 2007 (2007-05-01), pages 42 - 48, XP001540211, ISSN: 0037-4997 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114701537A (zh) * 2022-02-11 2022-07-05 国能包神铁路集团有限责任公司 轨道电路分路不良预警方法及装置
CN114701537B (zh) * 2022-02-11 2024-03-05 国能包神铁路集团有限责任公司 轨道电路分路不良预警方法及装置

Also Published As

Publication number Publication date
DE102008038494A1 (de) 2010-02-25
EP2326543A1 (fr) 2011-06-01
EP2326543B1 (fr) 2012-10-31

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