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WO2025078125A1 - Procédé permettant d'utiliser un système de surveillance de courant d'interférence - Google Patents

Procédé permettant d'utiliser un système de surveillance de courant d'interférence Download PDF

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Publication number
WO2025078125A1
WO2025078125A1 PCT/EP2024/076042 EP2024076042W WO2025078125A1 WO 2025078125 A1 WO2025078125 A1 WO 2025078125A1 EP 2024076042 W EP2024076042 W EP 2024076042W WO 2025078125 A1 WO2025078125 A1 WO 2025078125A1
Authority
WO
WIPO (PCT)
Prior art keywords
rail vehicle
route
sfz
strk
abi
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.)
Pending
Application number
PCT/EP2024/076042
Other languages
German (de)
English (en)
Inventor
Georg Lohneis
Christian STRÖSSNER
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.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of WO2025078125A1 publication Critical patent/WO2025078125A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/005—Interference suppression
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the invention relates to a method for using interference current monitoring in a rail vehicle.
  • a rail vehicle is supplied with electrical power via an overhead line.
  • the rail vehicle uses a converter system that converts the supplied power for the rail vehicle's internal power systems—for example , power supplied from the overhead line is converted from a single-phase AC overhead line system with a voltage of 15 kV and a frequency of 16 2/3 Hz to a polyphase power system with a lower voltage level.
  • interference current monitoring This monitors the current fed back into the overhead line. It deactivates the rail vehicle's power systems if interference current thresholds are exceeded in predetermined frequency ranges.
  • the monitoring of interference currents is complex with regard to the sections of the line to be traveled by the rail vehicle, because in particular in the cross-border network in Europe there are sections of line with and without the requirement of interference current monitoring.
  • a train driver of the rail vehicle activates or deactivates the interference current monitoring of the rail vehicle depending on whether this is required or prescribed in the section of track to be traveled or not.
  • the sensible and safe use of interference current monitoring is determined by the actions of the train driver and thus by his experience, reliability, caution and error-free actions.
  • the invention relates to a method for using interference current monitoring in a rail vehicle that travels on a route divided into sections.
  • the rail vehicle automatically activates or deactivates an interference current monitoring system depending on the section of track travelled. This system monitors interference current threshold values in predetermined frequency ranges of a current fed back into the overhead line and If the interference current threshold values are exceeded, the rail vehicle's energy devices are deactivated.
  • An electronic route map provides spatially defined route sections for the route travelled, whereby the route map assigns to each individual route section an interference current monitoring device to be used there.
  • the rail vehicle automatically determines its current position and determines a route section by comparing it with the spatially defined route sections on the route map.
  • the rail vehicle Based on the route map, the rail vehicle automatically selects the interference current monitoring to be used for the specific route section and uses it automatically in the route section.
  • the route map determines parameters for the interference current monitoring for each route section, which are to be used in this route section by the interference current monitoring.
  • the rail vehicle Based on the route map, the rail vehicle automatically selects the parameters to be used for the route section and uses these for interference current monitoring.
  • the electronic route map is provided by the rail vehicle and/or the electronic route map is provided by IT equipment of a fixed and landside operations control center.
  • the route map is preferably updated regularly and/or the land-side and the rail vehicle-side route map (STRK) are regularly synchronized with each other.
  • the rail vehicle determines its current position on the route to be traveled. This is done with the aid of a location receiver or with the aid of a receiver for position determination.
  • a location receiver For example, a GPS receiver, a Galileo receiver, or a mobile radio device is used, with the aid of which position determination can be carried out.
  • the following parameters for the interference current monitoring are determined by the route map for each section of the route: frequency ranges of the interference currents to be monitored,
  • the interference current monitoring prevents the energy devices from being switched on again if interference current threshold values are exceeded more frequently than specified by the transmitted parameters.
  • the rail vehicle transmits the interference current monitoring and/or the associated Parameters are sent to a land-based control center, which checks whether they are approved for the section of track.
  • the land-based control center then notifies the rail vehicle of their use and operation by issuing an approval.
  • the method according to the invention makes it possible to operate a rail vehicle in the rail network with a high degree of safety with regard to interference currents.
  • the method according to the invention relieves the driver and gives him more time to carry out other, demanding tasks.
  • the method according to the invention can be retrofitted to existing rail vehicles with little effort and thus at low cost.
  • the method according to the invention allows a remote diagnosis of the quality of a disturbance current monitoring system used and enables a significantly better and more effective maintenance of rail vehicles.
  • FIG 1 shows a schematic representation of a route map used in the method according to the invention.
  • the route map STRK shows three route sections ABI to AB3 which are to be used by a rail vehicle SFZ.
  • the rail vehicle SFZ has a pantograph SAT1 in order to establish an electrical contact with an overhead line OL, through which an energy supply to the rail vehicle SFZ is realized.
  • the route map STRK contains information as to whether or not a disturbance current monitoring system UEB is to be used in the respective route section ABI to AB3.
  • the route map STRK contains additional information on which parameters are to be used for the interference current monitoring UEB in the respective route section ABI to AB3.
  • the first route section ABI starts at ORT1 and ends at ORT2
  • the second route section AB2 starts at ORT2 and ends at ORT3
  • the third route section AB3 starts at ORT3 and ends at ORT4 .
  • the above-mentioned information on interference current monitoring and the parameters are made available in the route map STRK for the route to be traveled or for the route sections ABI to AB3.
  • the route map SRTK is stored both on the rail vehicle SFZ and on a fixed IT equipment known as landside LS, which is connected to the rail vehicle SFZ via a radio link FUE.
  • the land-based IT equipment is, for example, part of an operations control center BLZ.
  • the route map STRK is kept up to date and updated both on the land side LS and on the rail vehicle SFZ, both route maps STRK are preferably continuously synchronized with each other.
  • the following parameters for interference current monitoring are stored in the card: frequency ranges of the interference currents to be monitored,
  • predetermined trigger times for reactions to be initiated e.g. deactivation of energy devices of the rail vehicle ) in case of a threshold value being exceeded, and/or
  • FIG. 2 shows, with reference to FIG. 1, an exemplary representation of functions and components for carrying out the method according to the invention.
  • the rail vehicle SFZ determines its current position on the route to be traveled with the aid of a GPS receiver 1 .
  • the rail vehicle SFZ is located in the first track section ABI , which is defined by the two location information items ORT1 and ORT2 .
  • the current position is made available to a control system 2 of the rail vehicle SFZ.
  • the control system 2 of the rail vehicle SFZ determines by comparing the current position of the rail vehicle SFZ with the location information ORT1 to ORT4 in which section of the route ABI to AB3 the rail vehicle SFZ is located.
  • the route map STRK is provided via a route map
  • Storage 4 is made available to control system 2. Through common security and encryption procedures
  • the control system 2 reads the required information for the interference current monitoring UEB and the parameters PARS from the route map STRK for the first route section ABI.
  • This location-dependent reading is carried out with the aid of a selection logic which is contained in a monitoring unit 5 and which is connected to the route map memory 4 and to the GPS receiver 1 as a location receiver.
  • the activation of the interference current monitoring or the parameters used are transmitted via a radio connection device 3 and via a radio connection FUE to the landside LS or to its landside IT infrastructure 7.
  • the landside LS then additionally checks whether the interference current monitoring is approved for the section of track and releases its use or operation to the rail vehicle SFZ via the radio connection FUE. For example, the landside LS transmits release information to the rail vehicle SFZ, which is evaluated accordingly by the monitoring unit 5.
  • the route map STRK is synchronized regularly or at defined times with a route map stored on the landside LS via the secure mobile radio connection 3. This ensures that the route map is up-to-date and correct.
  • a measuring device 8 continuously measures the current transmitted between the rail vehicle SFZ and the overhead line OL. If interference current threshold values are exceeded, the monitoring unit 5 initiates a shutdown of the rail vehicle's power systems, as described above.
  • the monitoring unit 5 analyses the current with regard to interference currents – i.e. the exceeding of current strengths in predetermined frequency ranges.
  • the monitoring unit 5 If an associated threshold value is exceeded for a predetermined period of time in a monitored frequency range, the monitoring unit 5 causes the energy devices to be switched off.
  • the monitoring unit 5 blocks the restart of the energy devices if interference current thresholds are exceeded too frequently.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention se rapporte à un procédé permettant d'utiliser un système de surveillance de courant d'interférence (UEB) dans un véhicule ferroviaire (SFZ) qui se déplace sur une voie divisée en sections de voie (AB1). Le véhicule ferroviaire (SFZ) utilise un pantographe (SAT1) pour échanger de l'énergie sous forme de courant avec une ligne aérienne (OL) au moyen de ce pantographe. En fonction de la section de voie (AB1) parcourue, le véhicule ferroviaire (SFZ) active un système de surveillance de courant d'interférence au moyen duquel un courant d'interférence d'un courant renvoyé dans la ligne aérienne (OL) est surveillé, des dispositifs d'énergie du véhicule ferroviaire étant désactivés si des valeurs seuils sont dépassées. Une carte électronique de voie (STRK) fournit des sections de voie (AB1) définies spatialement (ORT1, ORT2) pour la voie parcourue, un système de surveillance de courant d'interférence (UEB) à utiliser étant attribué à chaque section de voie individuelle (AB1). Le véhicule ferroviaire (SFZ) détermine sa position actuelle et identifie une section de voie (AB1) en la comparant avec les sections de voie définies spatialement (ORT1, ORT2) (AB1). Le véhicule ferroviaire (SFZ) sélectionne et applique automatiquement le système de surveillance de courant d'interférence (UEB1) à utiliser pour la section de voie identifiée (AB1) sur la base de la carte de voie (STRK).
PCT/EP2024/076042 2023-10-11 2024-09-18 Procédé permettant d'utiliser un système de surveillance de courant d'interférence Pending WO2025078125A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023209966.7 2023-10-11
DE102023209966.7A DE102023209966A1 (de) 2023-10-11 2023-10-11 Verfahren zum Einsatz einer Störstromüberwachung

Publications (1)

Publication Number Publication Date
WO2025078125A1 true WO2025078125A1 (fr) 2025-04-17

Family

ID=92926234

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2024/076042 Pending WO2025078125A1 (fr) 2023-10-11 2024-09-18 Procédé permettant d'utiliser un système de surveillance de courant d'interférence

Country Status (2)

Country Link
DE (1) DE102023209966A1 (fr)
WO (1) WO2025078125A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0917979A1 (fr) * 1997-11-14 1999-05-26 ABB Daimler-Benz Transportation (Technology) GmbH Méthode pour surveiller le courant parasit et l'état des véhicules ferroviares
WO2023147913A1 (fr) * 2022-02-01 2023-08-10 Siemens Mobility GmbH Procédé de tracé d'itinéraire

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0917979A1 (fr) * 1997-11-14 1999-05-26 ABB Daimler-Benz Transportation (Technology) GmbH Méthode pour surveiller le courant parasit et l'état des véhicules ferroviares
WO2023147913A1 (fr) * 2022-02-01 2023-08-10 Siemens Mobility GmbH Procédé de tracé d'itinéraire

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
MANGOLD C ET AL: "STOERSTROMUEBERWACHUNG UND SCHUTZ DER HOCHSPANNUNGSKREISE AUF TRIEBFAHRZEUGEN TIEL 1: PLATTFORMENTWICKLUNG//INTERFERENCE MONITORING AND PROTECTION OF HIGH VOLTAGE CIRCUITS ON ELECTRIC TRACTION VEHICLES - PART 1: PLATFORM DEVELOPMENT//SURVEILLANCE DES PER", EB- ELEKTRISCHE BAHNEN, DIV-DEUTSCHER INDUSTRIEVERLAG, DE, vol. 100, no. 11, 1 November 2002 (2002-11-01), pages 411 - 418, XP001132567, ISSN: 0013-5437 *

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Publication number Publication date
DE102023209966A1 (de) 2025-04-17

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