CZ2011754A3 - Device to determine deteriorated conductivity between rail vehicle wheel and rail - Google Patents

Abstract

In a first embodiment variant of the device for detecting the deteriorated conductivity between the wheel of a rail vehicle and the rail, when the rail vehicle is driven by its wheels (1L, 2L, 1P, 2P) located on the axles (N1, N2), on rails (L, P), an axle transformer (T) is placed on at least one rail vehicle axle (N1, N2). Its primary winding, flowing through the primary current (I.ub.1.), Is connected to the generator (G) and its secondary winding, in which the secondary voltage inducing the secondary current (I.sub.2) is induced. it is made up of parts of the axle (N1, N2). The primary current sensor (C.sub.1.n) and / or the axle (N1, N2) with the axle transformer are connected between generator (G) and axle transformer (T) T) is the secondary current sensor (C.sub.2.) And each of these sensors (C.sub.1.n, C.sub.2.n.). ) is coupled to the evaluation circuit (V) to output the output signal when the conductivity is reduced. In a second embodiment of this device, the axles (N1, N2) are provided with a traction current grounding (U1, U2) interconnected by an internal interconnected (VP). In addition, another axle transformer (T ') is placed on the other axle (N2), with its primary winding through its primary current (I.ub.1.) Being connected to another generator (G'). and whose secondary winding, in which the secondary current-inducing secondary voltage is induced (I.ub.2.), is formed directly by the axle (N2). Between the next generator (G´) and the next axle transformer (T´), another primary current sensor (C.sub.1.n.´) and / or axle (N2) are connected. ) with another (T´) j axle transformer

Description

Device for detecting impaired conductivity between a wheel of a rail vehicle and a rail

Technical field

The invention relates to a device for detecting impaired conductivity between a wheel of a rail vehicle and a rail. The rolling stock travels on its rails on its axles.

BACKGROUND OF THE INVENTION

10 '.

In the Czech Republic and abroad, railway accidents sometimes occur due to partial or complete isolation of the rail vehicle from rails, which makes it impossible to detect this rail vehicle with a safety device that uses resistance measurement, resp. conductivity between the two rail tracks of the rails. Insulation occurs due to contamination of the running surface of the rail with unwanted material with insulating properties, eg rust, spilled substrate or sand used to improve the traction and braking properties of railway vehicles.

CZ PV 2008-605 describes a device for removing brake sand from rails. This device removes the unwanted brake sand 20 'from the top of the rails by means of cleaning nozzles and possibly electromagnetic suction cups after the first axle of the vehicle. The device starts from the driver's command to start sanding, and therefore this device may not respond if there is a technical defect in the sandblaster that sands without the driver's command, nor does it respond to sand left on the rail from the previous train or other contamination. The indication of contamination of the rails is carried out via the optoelectronic route. In this solution, the optoelectronic sensor is also activated only after the conscious use of the sandblaster. A considerable disadvantage of optoelectronic control of the cleanliness of the rail tops is the maintenance effort, especially the cleaning of the optical system placed in a high dust environment. In addition, optoelectronic control may be disrupted by the whirling of snow or other objects located in the track, such as small debris, fallen leaves, etc.

30. The issue is also the effectiveness of the brake sand removal process in humid weather or if the pollutant is sticky, such as clay.

CZ PV 2009-809 describes a circuit for indicating rail contamination using the detection of the intensity of the rail current detection current. Although this system does not have the unfavorable properties described above, it has other disadvantages. An advantage is the wiring of the electrical conductivity control of the wheel / rail contact, which, unlike the optical control, is independent of the effects of weather, dust, snow and other air pollutants. However, this device is also bound to PV 2011 - 754 after survey 17-09-2012;

PV 2 (11 * 1 - 754: pd at least lf-09-20> 2 '* · * · »®» track circuit detection current, ie it is able to operate only inside the track circuit and is not able to detect the loss of conductivity before entering It is not able to recognize the loss of conductivity of all axles at the same time, or to reduce the conductivity on all axles to the same extent. The absence of a signal is an operating condition outside the track circuit or a fault condition within the track circuit The considerable operating variance of the detection current intensities in individual track circuits also does not make sure that the low current intensity in a particular track circuit is operating condition or due to impaired conductivity. around the rail vehicle 10 and the rail, and by this particular rail circuit It will be evaluated only as increased lead between the rails and not as occupancy of the rail circuit by the vehicle.

SUMMARY OF THE INVENTION

These disadvantages will be eliminated or substantially reduced by the device for detecting impaired conductivity 15 between the wheel of the rail vehicle and the rail of the present invention.

SUMMARY OF THE INVENTION An axle transformer, the primary winding of which flows through the primary current, is connected to a generator, and whose secondary winding, in which the secondary voltage inducing the secondary current, is formed directly, is arranged on at least one axle of the rail vehicle. axle parts. A primary current sensor is connected between the generator and the 20 'axle transformer and / or a secondary current sensor is mounted on the axle with the axle transformer. Each of these sensors is connected to an evaluation circuit for outputting an output signal when poor conductivity is detected. The primary current is detected through the primary current sensor, the secondary current is detected through the secondary current sensor.

The main advantage of the invention is that the device according to the invention makes it possible to continuously detect a decrease in the conductivity between the wheel and the rail on all lines, both electrified and non-electrified, with or without rail circuits, with isolated rails and with rails conductively connected. The conductivity loss output signal may be used to inform the driver and / or may be transmitted by radio to the appropriate workplace 30 'of the transport operator. If there is no traction or heating current earthing switch, hereinafter referred to as traction current earthing switch, on the rail vehicle, only one device according to the invention will suffice, for example on a motor traction vehicle or a driving car.

If the rail vehicle has axles provided with traction current earthing switches 35 interconnected internally, in addition to an axle transformer located on one of the axles, another axle transformer is located on the other one. An axle transformer, the primary winding of which flows through, is therefore located on one of the axles of the rail vehicle

PV 2011 - 754 after survey 17-09-2012

4, the primary current is connected to the generator 4 and whose secondary winding, in which the secondary voltage inducing the secondary current is induced, is formed directly by a part of the axle. A primary current sensor is connected between the generator and the axle transformer and / or a secondary current sensor is located on the axle with the transformer. Each of the 5 sensors is connected to an evaluation circuit for outputting an output signal when a deteriorated conductivity is detected.

A second axle transformer is then mounted on the second axle, the primary winding of which flows through its primary current to the next generator; and whose secondary winding, in which the secondary voltage inducing secondary current is induced, is formed directly by a part of another axle. An additional primary current sensor is connected between another generator and another axle transformer and / or another secondary current sensor is located on an axle with another axle transformer. Each of these additional sensors is connected to another evaluation circuit for outputting an output signal when a deteriorated conductivity is detected. Thus, each axle includes a device for detecting a deteriorated conductivity 15 between the wheel of the rail vehicle and the rail. Thus, by suitable connection of at least two devices according to the invention it is possible to eliminate the adverse influence of the traction current earthing switches and their internal connection on the formation of undesirable bypass paths for the signal detecting the conductivity deterioration between wheel and rail.

Furthermore, it is advantageous if the device for detecting a deteriorated conductivity between the wheel 2ϋ of the rail vehicle and the rail is provided with at least one additional current sensor placed on an optional internal connection of the traction current earthing switches. In this case, a secondary current sensor must always be installed on each axle. These sensors are used to determine the ratio of the secondary axle current to the current in the internal interconnection of the traction current earthing switches, which also indicates the condition of the conductivity between the wheel and the rail. Primary current sensors located between each generator and the associated axle transformer can also be used.

The operation of the device is not tied to the track circuit detection current, i.e. the device is capable of operating even on a track not equipped with track circuits, and is therefore also able to detect a deterioration in the conductivity between wheel and rail before the vehicle enters the track circuit.

In addition to detecting a partial deterioration or complete break of conductivity on one or both wheels of one axle, the device is able to detect a complete break of the conductivity of all axles at the same time, eventually a partial deterioration of conductivity on all axles to the same or different extent. Last but not least, the proposed device has a certain degree of self-control, i.e. a certain primary current value must be permanently detected when properly operated.

The proposed equipment contributes to increasing the safety of railway transport, while it is investment-intensive, essentially unmanned, and also has a permanent active control of its correct operation.

PN? 201.1.-. 754 pbjyfizkýgrti 17-0§-? Pt? »

The device can be integrated into the LS train protection system as a functionally separate module, thus significantly increasing the performance of the train protection system.

BRIEF DESCRIPTION OF THE DRAWINGS

DETAILED DESCRIPTION OF THE INVENTION The invention is described in detail below with reference to the accompanying drawings, in which: FIG.

10, FIG. 1 in the basic and fault condition, FIG. 2 in the fault condition, with one axle control in the functional case, FIG. 2a in the fault state, with one axle control in the non-functional case,

15 Dec

FIG. 3 shows a failure condition with both axles inspected, and FIG. 4 shows a general condition with both axles inspection and additional sensors.

Fig. 5 shows the time profile of the primary current at the entrance to the deteriorated conductivity; Fig. 6 shows the time profile of the current ratio in the internal connection to the secondary current at

25. entering a place of impaired conductivity.

DETAILED DESCRIPTION OF THE INVENTION

Example 1

3Ó

Giant. 1 and 5 show a block diagram of a device for detecting impaired conductivity between at least one of wheels 1L, 1P, a rail vehicle and a respective rail L, P and its operation in a ground state, i.e. normal conductivity between each wheel 1L, 1P and a respective rail L; P. 'Baseline' means a condition with good conductivity.

35. 'Failure condition' means a condition with impaired conductivity between at least one wheel 1L or 2L or 1P or 2P and the associated rails L, P.

PV 2011 - 754 after survey 17-09-2012 ’

Μ

The left wheels 1L, 2L of the rail vehicle move on the left rail L, the right wheels IP, 2P on the right rail P. The wheels 1L, 1P are located on the first axle N1, the wheels 2L, 2P on the second axle N2.

For the sake of clarity and simpler explanation of function, only Figure 5 is shown in Fig. 1 on the first axle NT. Not shown is an embodiment of the device according to the invention, which can also be placed on the second axle N2 and works identically.

On the first axle N1 is located an axle transformer T, eg of a split-core toroidal design, the primary winding of which is connected to the generator G via a current current sensor C-ι of the primary current b connected to the evaluation circuit V. proud li. Axle N1. which also forms the secondary winding of the axle transformer T, the secondary current l ₂ flows.

Generator G generates an alternating voltage of a suitable, e.g., pulsed nature, which supplies the primary winding of the axle transformer T and generates a primary current li, the value of which is sensed by the current sensor ^ ^ of primary current li and 15 evaluated in the evaluation circuit V. is selected so that it does not interfere with the frequencies used by security or other devices (not shown). The secondary winding of the axle transformer T is directly the first axle N1. and therein is induced a secondary voltage which generates a secondary current b, the flow of which is shown in dotted lines in FIG. 1 and which flows through the left wheel 11 of the first axle N1 into the left rail L,? 20, with the left rail L, by any suitable connection, e.g. second axle N2, the secondary current b reaches the right rail P and via the right wheel 1P of the first axle N1 returns to the first axle N1, i.e. the secondary winding of the axle transformer T. The total resistance of the secondary circuit determines the magnitude of the secondary current h and it also affects the magnitude of the primary current 11, which is ultimately evaluated in the evaluation circuit 25.

Giant. 1 also shows a block diagram of a device for detecting a deteriorated conductivity between wheel 1L, 1P, a rail vehicle and a respective rail L, P and its operation in a fault condition, i.e., with a deteriorated conductivity between wheel 1L or 1P and a respective rail L, P. between wheel 1L, 1P and the associated rail L, P can cause 30 'sandblasting, attacked leaves, rust, non-conductive dust and dirt, etc. As a result, the conductive path between the rails L, P for the detection current of a signaling device (not shown) is substantially impaired or interrupted, so that the signaling device may not be able to detect the rail vehicle.

In a fault condition, i.e. a worsened conductivity, e.g. between the left wheel 1L first

5th axle N1 and left rail L will decrease the conductivity and thus increase resistance between left wheel 1L of first axle N1 and left rail L, the resistance of the whole secondary circuit will change, secondary current [ ₂ and consequently primary current li will decrease, which will be evaluated

5, in the evaluation circuit V and then indicated to the driver. The other current paths closing the secondary circuit outside the left and right rails L, P and thus not participating in the overall rail vehicle shade, e.g. through the bearings and the housing of the vehicle, have a resistance much greater than a direct connection through both L and P rails. the secondary current line _{12 is} significantly more involved in the main current path.

The device works similarly to reduce the conductivity between the right-hand wheel 1P of the first N1 axle and the left-hand wheel 2L or the right-hand wheel 2P of the second N2 axle and to these wheels.

PV «2011 - 764 paptrumtr17-09-201Z« *: S * «* S *» · · * · ·· <»·« 'by the respective rails, ΒΤΙ, P.

The device according to the invention shown in FIG

IQ current sensor Bb of primary current bis current sensor B? secondary current j ₂ . The invention can praovat without current sensor B & W b of the primary current, and its function is replaced by a current sensor _C2 of the secondary current _[2nd

The device according to the invention can also operate only with the current sensor 6, the primary current b, without the current sensor 6? secondary current l ₂ .

The course of the primary current at time is schematically shown in FIG. 5. From this graph it follows that the primary current ₁₁ at normal conductivity between about 1L, 2L, 1P, 2P of the rail vehicle and rail L, P reaches a certain value and basically constant value. The deterioration of the conductivity between at least one of the wheels 1L, 2L, 1P, 2P of the rail vehicle and the respective rails L, P causes a dramatic drop in the primary current b> ^C 20 as evaluated in the evaluation circuit V of the device according to the invention.

The time course of the secondary current b is identical to the time course of the primary current b. They differ only in the absolute magnitude of the two quantities in the ratio corresponding to the transmission of the axle transformer T.

The described embodiment with one device according to the invention is suitable, e.g.

25j for motor traction vehicles and steering cars, i.e. rail vehicles without grounding traction current switches U1, U2.

Example 2

Treatment of the bypass path of the secondary current l ₂ through the earthing switches U1, U2 and

30, the internal interconnection VP is described below. In Figs. 2 and 2a, a reduced conductivity location is hatched below the right wheel 1P. If the conductivity between the right wheel is reduced

1P, on which side the first earthing switch U1 is not located, the secondary current path ₁₂ of the axle transformer T is closed by two paths. The first current path of the secondary current ₁₂ is closed via the left wheel 11, then the rail L, then through the left wheel

2L to N2 axle. The second current path of the secondary current ₁₂ is closed from the first axle

N1 through the first traction current earthing switch U1, the internal VP connection, the second

PV 2011 - 754 after survey 17-09-2012

PVÉ011 - 754 (7-09-21) 12>

by grounding switch U2 of the traction current directly to the second axle N2. Subsequently, the two secondary current paths ₁₂ join together, and then continue together through the right wheel 2P to the right rail P, the right rail P through the reduced conductivity point to the right wheel 1P, and finally return to the first axle N1, i. The reduced conductivity is detected by the passage of the secondary current l ₂ , respectively the value of the secondary current l ₂ is influenced by this reduced conductivity and subsequently, despite the change in the primary current I, evaluated by the evaluation circuit V.

The secondary current ₁₂ is divided between the two current paths in a general ratio of "k", where 0 <"k"<1, for the first current path, and in a ratio of "1 - k, ie the remainder, for 10 the second current path."

Giant. 2 shows a device according to the preceding embodiment according to the invention in a fault condition and with only the first axle N1 controlled. The device in this particular exemplary embodiment is located on a vehicle with traction current earthing switches U1, U2 which are interconnected by an internal connection VP. The first traction current earthing switch U1 is located on the first N1 axle, the second traction current earthing switch U2 is located on the second N2 axle.

The treatment of the current path of the secondary current ₁₂ through the earthing conductors U1, U2 and the internal connection VP is described below. If there is a reduction in the conductivity between the right wheel 1P on which the first earthing switch U1 is not located, the current path 20 of the secondary current ₁₂ is closed from the axle transformer T via the left wheel 11, then the rail L, then , via the right wheel 2P to the right rail P, and further to the right rail P and through the reduced conductivity point to the wheel 1P, and finally returns to the first axle N1, i.e. the secondary winding of the axle transformer T. ₂ , respectively the value of 25 secondary current [ ₂ is affected by this reduced conductivity, and subsequently evaluated by the evaluation circuit through the change of primary current \ Λ

Similarly, the device according to the invention will always operate in the event that the conductivity is reduced in the wheel 1P or 1L in which the first traction current earthing switch U1 is not located.

The operation of the device will be the same both when the first traction current earthing switch U1 is located between wheels 1L and 1P of the first N1 axle and the second traction current earthing switch U2 between the wheels 2L and 2P of the second N2 axle. is located outside the wheels 1L or 1P of the first N1 axle and the second traction current earthing switch U2 outside the wheels 2L or 2P of the second N2 axle. The location of the traction current earthing switches U1, U2 is determined by the design of the particular rail vehicle.

The device according to the invention shown in FIG. 2 operates simultaneously with the current sensor 1 of the primary current I1 and the current sensor _{12 of the} secondary current ₁₂ .

7 '

PV 2011 - 754 after survey 17-09-2012.

PV 201 · 1-7 & 4 ρό Survey 14-09-2 (51 Feb

The device according to the invention can be operated even without the current sensor C1, the primary current _11x being replaced by the current sensor _{12 of the} secondary current ₁₂ .

The device according to the invention can also operate only with a current sensor 1 or a primary current h, without a current sensor _{2 a} secondary current ₁₂ .

The treatment of the unwanted bypass path of the secondary current ₁₂ through the earthing switches U1, U2 and the internal interconnection VP is described below and is shown in Fig. 2a.

In Fig. 2a, a reduced conductivity location is shaded below the left wheel 11L.

Said device is inoperative if the conductivity of the wheel 11 in which the first traction current earthing switch U1 is located is reduced. In this undesirable case, as shown in FIG. 2a, for example, when the conductivity between the left wheel 1L and the left rail L deteriorates, the secondary current ₁₂ from the axle transformer T is bypassed outside the left wheel 11L, outside the left rail L and outside the left wheel 2L. The bypass path of the secondary current ₁₂ is then closed from the first axle N1, through 15 the first traction current earthing switch U1, further through the internal interconnection VP, the second traction current earthing switch U2, and then the right wheel 1P of the first axle N1 goes back to the first axle NM, ie to the secondary winding of the axle transformer T. Thus, the secondary current l ₂ does not flow or flows very little, despite the deteriorated conductivity below the left wheel 11_L, left wheel 2L. and it can therefore be very difficult to detect and evaluate this condition in the evaluation circuit V.

Similarly, the device will not always operate when the conductivity is reduced for that wheel 1L or IP where the first ground current earthing switch U1 is located.

25 .. Example 3

The malfunction described in the previous exemplary embodiment is corrected by connecting two devices according to Fig. 3, i.e. with the conductivity deterioration below the left wheel 1L, as indicated by the shaded pattern in Fig. 3. , U2 traction current. It is based on the principle that, for functional reasons, the traction current earthing switches U1, U2 are located alternately on the left and right sides of the rail vehicle of the dependent electric traction.

The device itself is identical to the previous embodiment, with the difference that the same device, respectively. its axle transformer Τ 'is added on the second axle N2. The second device 35, functionally related to the second axle N2, comprises a generator G ', an axle transformer Τ', a current sensor, ', a primary current l' and an evaluation circuit Λ. The other elements are identical to the previous embodiment. Second device, functionally relevant

PV2011 - 754 after survey 17-09-2012,

t.

* · Second axle N2. it may operate temporarily with the first device, functionally related to the N1 axle.

To reduce the conductivity of, for example, the left wheel 1L of the first axle N1, on which the first traction current earthing switch U1 is located, the main current path of the secondary current stream ₂ from the axle transformer T closes off traction current, VP internal connection, second traction current earthing switch U2, right wheel 2P of second axle N2, rail P, then right wheel 1L of first axle N1, and finally returns to the first axle N1, ie to the secondary winding of the axle transformer T. This circuit is broken because the space through impaired conductivity IQ flowing secondary current _I2, flows or very little. However, at the same time, another already functional circuit is closed from the axle transformer T ', via the left wheel 2L of the second axle N2, via the reduced conductivity point to the rail L, through the reduced conductivity point to the first wheel 1L of the first axle N1. and further through the internal connection VP and the second traction current earthing switch U2 to the second axle N2, ie to the secondary axle winding

Thus, by passing the secondary current 16 through the reduced conductivity point, this reduced conductivity is detected, and then, by changing the primary current L, evaluated by the current sensor C / primary current IL and the evaluation circuit V '.

Ultimately, this condition is indicated to the driver.

The device will operate in the same way even if the conductivity drops below

20. the left wheel 2L and / or the right wheels IP, 2P of any of the axles N1, N2 and the associated rail L or P.

In the event of a conductivity reduction (not shown), for example, the right wheel 1P of the first axle N1 or the right wheel 2P of the second axle N2, on which the second traction current earthing switch U2 is located, the secondary current main path [2 '25 of the axle transformer T' closes off instead of impaired conductivity through the second traction current earthing switch U2, the internal connection VP, the first traction current earthing switch U1, the left wheel 1L of the first axle N1, the rail L, then the left wheel 2L of the second axle N2, the second axle N2 into the axle transformer T. This circuit is inoperative because there is no current flow or very little flow over the worsened conductivity. However, at the same time, another already functioning circuit is closed from the 30 axle transformer T via the right wheel 1P of the first axle N1, through the reduced conductivity point to the rail P, through the lowered conductivity point to the right wheel 2P of the second axle N2, and through the internal connection. Thus, the VP and the first traction current earthing switch U1 through the first N1 axle back to the axle transformer T. The passage of the secondary current through the reduced conductivity points is detected and then evaluated by the current current sensor or the primary current _{lx of the} evaluation circuit _V. the status indicated to the driver.

PV 2013-7 {> 4 for survey 1AO9-3O12;

Thus, in the exemplary embodiment of Fig. 3, the device functionally relevant to the N1 axle always detects a deterioration of the conductivity of the right wheels 1P, 2P relative to the right rail P, and that the deterioration of the conductivity affected all wheels IP, 2P, 1L, 2L, both react

5. Equipment.

The operation of the device will be the same both when the first traction current earthing switch U1 is located between wheels 1L and 1P of the first N1 axle and the second traction current earthing switch U2 between the wheels 2L and 2P of the second N2 axle. located outside the wheels 1L or 1P of the first axle N1 and the second earthing switch U2 1 (1 of the traction current outside the wheels 2L or 2P of the second axle N2. The location of the earthing switches U1, U2 is determined by the design of the particular rail vehicle.

The device according to the invention shown in Fig. 3 operates simultaneously with current sensors No. _1; NO / primary current l l _lx <, and likewise also having current sensors NO _2, C ₂ 'of the secondary current I _2, L _2'.

15, the device according to the invention may be operated even without current sensors,

Č <of the primary current it, l <, their function is then replaced by current sensors Č ₂ , Č? ' secondary current l _2, l £.

The invention can also operate with only current sensors CI, C <primary current U, L <current sensors without NO _2, C? ' of the secondary current ₁₂ ,.

20 May

Example 4

The exemplary embodiment of FIG. 4 is identical in design and function to the previous exemplary embodiment of FIG. 3, except that it additionally comprises additional current sensors 25 of CP, CP 'on the internal interconnection VP.

These additional current sensors CP, CP 'detect if a substantial part of the secondary current ₁₂ does not accidentally flow through the internal interconnection VP of the earthing current U1, U2, which would again be the result of impaired conductivity, i.e. increased resistance between one of wheels 1L, 2P and rail L, P.

30 'If it is found undesirable secondary current value of the ratio L _2, 1 _2' to flow in the inner interconnection VP earthing switches U1, U2 traction current, indicated by the driver to a fault condition.

FIG. 6 is a schematic representation of the time course of the ratio of the secondary current ₁₂ to the internal interconnection current VP. The deterioration of the conductivity between one of the wheels 11_L and the rail L 35 will cause a change in the magnitude of the secondary current I? as well as changing the distribution of this secondary current ₁₂ between the current flowing through the wheel 11L, 2L and the current flowing through the internal interconnection VP of the earthing current U1, U2 in favor of the current flowing

PV 2011 -754 after survey 17-09-2012 through this internal VP link. thus causing a change in the ratio of the current flowing through the internal interconnection VP to the total secondary current 1g. This change in the ratio of the two currents is also evaluated in the evaluation circuit V of the device according to the invention.

The device according to the invention shown in FIG. 4 operates simultaneously with the current sensors C1, CF of the primary current li, If, and the current sensors CG, CF 'of the secondary current Ig, lg'.

The device of the invention works even without current sensors ,, C · D / L _lx primary current II2, and then replaces the function of current sensors CG, CG 'secondary current Ig, h' ·

In the exemplary embodiments of the present invention, a maximum of two devices according to the present invention are described and illustrated. However, the rail vehicle may also be equipped with a plurality of proposed devices according to the invention. The axle transformers T, Τ 'and any other axle transformers not shown are then placed on more axles than on the two axles N1, N2. The generators G, G 'and any other not illustrated 15' generators, as well as the evaluation circuits V, V 'and any other not illustrated evaluation circuits, may be located in a common housing and may also be interconnected for synchronization of operation.

Each second and other devices may operate at different operating frequencies, which may additionally be modulated differently, or the devices may operate in a time-varying, 20 'or a combination of these parameters, thereby ensuring the differentiation of the signals of the individual devices during evaluation. Optionally, there can be only one generator G and a current sensor b1 of the primary current b for the whole vehicle, and these can then be switched sequentially to the individual axle transformers T, Τ 'and any other axle transformers not shown.

The device itself may be located outside the rail vehicle bogie, outside the axles N1, N2, but on at least one axle N1, N2 an axle transformer T, Τ 'is located. The remaining parts of the equipment are located at a suitable location on the rail vehicle.

In the exemplary embodiments, the closing of the secondary current 1g through the second 0 axle N2 is disclosed. The described secondary current path 1g may be closed in another way, depending on the instantaneous electrical conductivity conditions, eg instead of the axles N2. interlocking transformer of signaling equipment.

5 ´ Industrial Applicability

The solution is designed for rail transport and increasing its safety.

11 ’».

Reference numerals ^

G, G ' aenerátor T, Γ axle transformer 5 k k primary current b> b secondary current V, V ' evaluation circuit 1L left wheel of first axle N1 2L left wheel of second axle N2 10 1P right wheel of first axle N1 2P right wheel of second axle N2 N1 first axle N2 second axle L left rail 15 ’ P right rail IN P internal connections U1 the first traction current earthing switch on the first N1 axle U2 a second traction current earthing switch on the second N2 axle CP, CP ' additional current sensors ČP, Č'for internal VP connection 20, C! C/ current sensor C1 or C1 of the primary current k k C2, C2 current sensor Č? B / secondary current b. B '

12.

Claims (3)

PATENT REQUIREMENTS ^: 2 * 1. Device for detecting impaired conductivity between a wheel of a rail vehicle and a rail, the rail vehicle being driven by its wheels (1L, 2L, 1P, 2P) mounted on the axles (N1, N2) of 5, rails (L, P) characterized in that an axle transformer (T) is arranged on at least one axle (N1, N2) of the rail vehicle, - the primary winding of which flows through the primary current (h) is connected to a generator (G), - and whose secondary winding, in which the secondary current inducing secondary current ( ₁₂ ) is induced, is formed directly by part of the axle (N1, N2), with a sensor (Č0) connected between the generator (G) and the axle transformer (T) the primary current (I) and / or on the axle (N1, N2) with the axle transformer (T) is a sensor _(C2) of the secondary current (I _2), and 15. - each of these sensors (No. _1t No. ₂ ) is connected to an evaluation circuit (V) to output an output signal when a deteriorated conductivity is detected. 2. Device for detecting impaired conductivity between a wheel of a rail vehicle and a rail, this rail vehicle is traveling with its wheels (1L, 2L, 1P, 2P) mounted on the axles (N1, N2) of 20. rails (L, P), characterized in that - the axles (N1, N2) are equipped with traction current earthing switches (U1, U2) interconnected by internal interconnection (VP), - an axle transformer (T) is placed on one of the axles (N1) of the rail vehicle, the primary winding of which flows through the primary current (h) and is connected to the generator 2 o (G) | and a secondary winding in which the secondary voltage inducing secondary current ( ₁₂ ) is induced is formed directly by part of the axle (N1), a sensor (Ci) is connected between the generator (G) and the axle transformer (T) primary current (H) and / or on the axle (N1, N2) with the axle transformer (T) is a sensor _(C2) of the secondary current (I _2), and 30 - each of these sensors (Č ,, Č ₂ ) is connected to the evaluation circuit (V) for outputting an output signal when the conductivity is deteriorated, with another axle transformer () ') on the second axle (N2), - whose primary winding, flowing through its primary current (h '), is connected to another generator (G'); and - whose secondary winding, in which the secondary voltage inducing the secondary current ( ₁₂ ) is induced, constitutes directly a part of the axle (N2), 13, PV 2011 - 754 after survey 17-09-2012 s • i »t«. with «» # 14. py.2d11-7S4the surveyub-9aí: s1 ^ between the next generator (G ^- ) and the next axle transformer (T.7) is connected another primary current sensor (Č /) and / or on the axle (N2) with another axle transformer (Τ ') is placed next sensor (Č ₂ ') of secondary current O2) - ^a And - each of these additional sensors (C ₂ , C ₂ ') is connected to another evaluation circuit (V') to output an output signal when a deteriorated conductivity is detected. Device for detecting impaired conductivity between a wheel of a rail vehicle and a rail according to claim 2, characterized in that the internal connection (VP) of the traction current earthing switches (U1, U2) is provided with at least one additional current sensor (CP, CP). ).