EP1348609A1 - Schienenbruchdetektionsverfahren und -Anlage - Google Patents
Schienenbruchdetektionsverfahren und -Anlage Download PDFInfo
- Publication number
- EP1348609A1 EP1348609A1 EP03447067A EP03447067A EP1348609A1 EP 1348609 A1 EP1348609 A1 EP 1348609A1 EP 03447067 A EP03447067 A EP 03447067A EP 03447067 A EP03447067 A EP 03447067A EP 1348609 A1 EP1348609 A1 EP 1348609A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- signal
- track
- current
- common
- detecting
- 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.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 27
- 238000009434 installation Methods 0.000 title claims description 26
- 238000012544 monitoring process Methods 0.000 claims abstract description 8
- 238000003745 diagnosis Methods 0.000 claims abstract description 7
- 238000001514 detection method Methods 0.000 claims description 29
- 239000004020 conductor Substances 0.000 claims description 15
- 238000004804 winding Methods 0.000 claims description 13
- 230000000694 effects Effects 0.000 claims description 2
- 230000001939 inductive effect Effects 0.000 description 3
- 238000005259 measurement Methods 0.000 description 3
- 238000009413 insulation Methods 0.000 description 2
- 230000003071 parasitic effect Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003990 capacitor Substances 0.000 description 1
- 230000009849 deactivation Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000008034 disappearance Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000011664 signaling Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
- B61L23/044—Broken rails
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
Definitions
- the present invention relates to a process for monitoring the integrity of a railway track, in particular to a process for detecting a rail break.
- the invention likewise concerns the installation intended to implement the process.
- an initial rail break may be followed with a relatively high degree of probability by a second break in the immediate vicinity of the first. This then translates into the creation of a "gap" in detection or the "loss" of a train in the case of a detection system provided by a track circuit.
- a track circuit is known as being a system which uses the two rails as transmission lines.
- a signal is injected in differential form at one point and received by a receiver at another point.
- the presence of an axle between these points is translated into a resistance which short-circuits the two rails, producing in this way an attenuation of the signal received.
- the system thus acts as a detection system capable of detecting with complete security the presence of an axle in a given section.
- the latter is defined as the length of the section delimited respectively by the two points of emission and reception.
- detection can be ensured with a certain probability by following a certain number of rules as regards the positioning of the earthing points and of the return for the traction current towards the substations.
- the present invention aims to propose a solution which does not have the disadvantages of the state of the art by providing a process and installation for secure detection, in the railway engineering sense of the term, of a rail break.
- the present invention thus aims to provide a solution which makes it possible to detect a rail break, either by using a system involving detection with a track circuit or by using a system that does not involve a track circuit.
- An additional aim of the invention is to be able to apply the process and the installation of the invention to a relatively long section of track, e.g. of several tens of kilometres used, in particular in the case of lines for which detection of the trains is not ensured by track circuits.
- An additional aim of the invention is to provide a low-cost solution which minimizes the amount of equipment.
- the present invention relates to a process for monitoring the integrity of at least one section of railway track, the said section being constituted by two parallel rails, between which there are arranged, on the one hand, a generator or detector present at one end and an impedance present at the other end, and, on the other hand, a detector or a generator arranged in a common-mode link, comprising the following steps:
- the signal may be coded.
- the common-mode link may be an earthing connection in the case the traction current is an AC current.
- the common-mode link may be a connection serving as a return for the traction current towards the substations in the case the traction current is a DC current.
- the invention is further related to an installation for monitoring the integrity of a section of railway track, preferably for detecting rail breaks, comprising - according to a first embodiment - at least:
- said means for generating a signal may consist of an AC voltage source and said means for detecting said signal may consist of an AC current detector.
- the invention is further related to an installation for monitoring the integrity of a section of railway track, preferably for detecting rail breaks, comprising - according to a second embodiment - at least:
- said means for detecting a signal may consist of an AC voltage detector, and said means for generating a signal may consist of an AC current source.
- said common-mode connection may comprise an earth connection via earthing points.
- said common-mode connection may comprise a conductor which effects the return of the traction current towards substations.
- said appliances with a mid-point may be windings with a mid-point.
- said voltage source may play the part of transmitter (Tx) of a track circuit for the detection of trains
- said impedance may play the part of a tuning unit in connection with the receiver (Rx) of a track circuit for the detection of trains.
- Said track circuits may be separated from adjacent track circuits either by insulated joints or electrical joints.
- differential voltage detector may play the part of receiver (Rx) of a track circuit for the detection of trains
- the impedance may play the part of a tuning unit in connection with the transmitter (Tx) of a track circuit for the detection of trains.
- Said track circuits may be separated from adjacent track circuits either by insulated joints or electrical joints.
- said detecting means may comprise an instrument transformer comprising a first winding serving as a primary, a second winding serving as a secondary, and at least one receiver.
- said first winding connects the mid-points of two appliances with a mid-point belonging to two different tracks (A and B), and said at least one receiver is capable of detecting a current at a first frequency (F1), corresponding to a first track circuit present on the first track (A), and of detecting a current at a second frequency (F2), corresponding to a second track circuit present on the second track (B).
- F1 first frequency
- F2 second frequency
- Figures 1a and 1b show schematically the use of a track circuit fitted with a device for detecting rail breaks in common mode, according to the invention.
- Figures 2a to 2d represent schematically four versions of a device for detecting rail breaks according to the invention.
- Figure 3 represents schematically a track circuit for detecting the presence of a train between two electrical joints, with their emitter and their receiver.
- Figure 4 represents schematically a track circuit for detecting a train, fitted with a device according to the invention for detecting rail breaks.
- Figure 5 represents schematically a track section comprising two parallel tracks fitted with a device for detecting rail breaks, according to a preferred embodiment of the invention.
- the present invention consists in the presence of a signal generator, especially a voltage source or a current source, placed either between the two rails of a railway track or on a common-mode link, and in the detection of the said signal indicating a rail fracture or break.
- a signal generator especially a voltage source or a current source
- Any combination of type of source (voltage or current) and type of detector (measurement of current or of voltage) can be included within the scope of the present invention.
- common mode is understood to signify a means that allows two rails to be joined. These common-mode means are usually constituted by appliances with mid-points, which are either themselves interconnected with the aid of connections or the mid-points of which are directed to earth.
- FIGS 1 and 2 describe schematically the principle of detection for a process and a device implemented according to a preferred embodiment. More detailed explanations can be found by reference to Figure 3.
- a track circuit is constituted by rails 1 and 2, between which are arranged a source of AC voltage 3 at a frequency F1 and an impedance 4 equivalent to a given impedance at the said frequency of the source 3.
- This source generates a current which is preferably coded at a frequency that is lower the longer the section.
- the process according to the invention advantageously uses a system of coded signals to distinguish the traction current from the current for detecting rail breaks.
- appliances 5 impedance
- These appliances make it possible to achieve the common-mode link.
- appliances 5 are already fitted to track circuits and are, by virtue of this fact, used for the purpose of the invention.
- Such appliances 5 likewise exist in the case of a DC traction current, in order to ensure insulation of the track with respect to earth.
- the traction current is redirected via conductors 8 and from the mid-points of the said appliances 5 and a conductor 14 towards substations 15 (Fig. 2b).
- the electrical path formed by two conductors 8, and part of conductor 14 represent a common-mode connection 6.
- This connection 6 (Fig. 2a or 2b) will be used, according to the invention, to detect a rail break in the portion of track between the appliances 5.
- a device 7 capable of measuring the said current is arranged preferably in the connection 6 between an appliance 5 and either the conductor 14 or the earthing point 13, depending on the circumstances.
- This device 7 can be constituted by any instrument for measuring current known from the state of the art. It is, of course, configured to distinguish between the passage of a traction current and a current for detecting rail breaks at a frequency F1.
- the current I will pass via the circuit 12 ( Figure 1b) and will cause an increase in the current (traction current + current due to the common mode) detected by the device 7. It is thus sufficient to detect this increase in current to be able to determine that a discontinuity in the rail 1 or the rail 2 has taken place and thus to detect a rail break in the section of track concerned.
- the tuning of the detection process should take account of the environment of the track (earthing, catenary etc.).
- the limitations on use depend on the type of traction, on the presence of an earthing or of a return to the substations and on the characteristics of the track.
- connection 6 can be made in various forms, depending on the characteristics of the track. There are essentially two possibilities, which are linked to the return of the traction current (AC or DC).
- the traction current can be drained by means of earthing points 13 for the rails of the track, in the case of a 25 kV, at 50 Hz AC traction voltage (Fig. 2a) (at regular distance), or through the presence of a conductor 14 which links a plurality of points along a track to a substation 15, which is essentially a common track insulation point for a number of points on the track in the case of a direct traction voltage (Fig. 2b).
- Figure 2a in fact describes the first embodiment (AC voltage), which profits from the earthing points 13 which link the mid-points of the appliances 5.
- the appliances 5 of the invention are advantageously inductive impedances (windings) which exhibit a given value at the frequency F1 of the track circuit while at the same time forming a low impedance at low frequency.
- these windings can be used in the process of the invention.
- Figure 2b represents the second embodiment in the case of a DC voltage: the conductor 14 is there essentially to drain the traction current towards the substation 15, but likewise serves as a connection 6 for implementing the process of the invention.
- the principle of the invention thus consists in using the connection to detect the presence of a common-mode current, the connection being either an earthing link (Fig. 2a) or a link redirected towards the substations (Fig. 2b).
- a known method is then used to measure the current between a point, for example the mid-point of a winding of the appliance 5, and a point of the connection 6, which is, for example, the earthing or a point on a return path for the traction current towards the substations.
- the signal detected at the frequency F1 at a specific detector 7 present on this connection 6 signifies that a rail fracture has occurred on the section (block system) under consideration.
- Figures 2c and 2d show an embodiment wherein a current source 40 and a differential voltage detector 41 are placed between the rails on the common-mode connection 6. This system equally allows to detect the rail break 11, by detecting the influence that said rail break has on the voltage measured by the detector 41.
- the process of the invention employs track circuits that are already present, such as the track circuits used to locate trains, which are separated by electrical joints.
- an electrical joint (referred to as an RX/TX joint) of the type shown in Figure 3 comprises two tuning units, TU.RX ("Tuning Unit - Receiver") and TU.TX ("Tuning Unit - Transmitter”) respectively, which are arranged between two rails 1 and 2, which connect the two rails and which are arranged at a distance of between 15 and 30 m from one another.
- the distance between the two adjacent joints can vary between a few hundred metres and one or two kilometres.
- Each joint thus separates the track into two sections 50 and 60, called “block systems", with an overlap zone 70, corresponding to the distance between the two units. Detection of the presence of a train is effected by means of electrical signals present in the circuits corresponding to the said block systems, at frequencies typical of each block system, this allowing electrical separation of two adjacent circuits.
- Figure 3 shows two electrical joints forming the limits of a track circuit.
- the unit 20 of the left-hand joint and the unit 21 of the right-hand joint are equivalent to capacitances at a first frequency F1.
- an AC source Tx
- the source Tx is in fact in series with the unit 20, while the unit 21 is provided with a receiver Rx in parallel, which essentially comprises a device for measuring the current in the track circuit.
- the track circuit corresponding to block system 50 is separated from the adjacent circuits 60 by virtue of the fact that the outer units 22 and 23 are equivalent to short circuits at the frequency F1.
- these units are by contrast equivalent to capacitances, in this way allowing detection of the presence of a train in the adjacent block system 60 by currents at this frequency F3.
- Detection of a train on the block system 50 is due to the fact that the axle 24 of this train forms in itself a short circuit between the rails 1 and 2. In reality, the axle exhibits a low impedance which can be likened to a short circuit, which will cause a drop in voltage in the receiver linked to unit 21, which is deactivated in this way. This deactivation thus corresponds to the detection of a train between units 20 and 21.
- a section of track monitored in accordance with the process of the invention may include several detecting track circuits. This allows the installation of appliances 5 with a mid-point close to a limited number of joints along the track, rather than close to each electrical joint.
- FIG. 5 A preferred mode of embodiment of the invention is shown in Figure 5.
- the measurement of current is performed on two essentially parallel pairs A and B of rails 1,2 and 1',2'.
- the two tracks A and B are equipped with track circuits for detecting trains, the said circuits being separated by electrical joints (20,22) and (21,23).
- the current-measuring device 7 is in the form of an instrument transformer (18,19,32), which allows a rail break to be detected in either of two block systems (30,31) belonging to either of the two parallel tracks.
- the detection of trains in the block systems 30 and 31 is performed by means of differential signals at different frequencies referred to as F1 and F2. Appliances 5,5' with a mid-point are present between the tuning units of the electrical joints.
- the impedance 18 consists in a self-induction coil with a mid-point earthed, for example, in the case of an AC voltage and acting as a primary of the instrument transformer.
- the mid-point can be connected to a cable which serves as a return connection towards the substations.
- detection of the two currents in the two circuits of the parallel tracks can be achieved with the aid of a single measurement appliance.
- the two windings 18 are used if an earthing is to be provided as shown in Figure 5.
- At least one specific receiver 32 intended to detect the rail break is connected to the secondary 19 of the transformer.
- the receiver 32 detects a signal above a certain threshold corresponding to the determined frequency (filtering) and to the coding. This detection makes it possible to determine the block system or track in which there is an anomaly.
- receiver 32 per earthing point It is possible to use a single receiver 32 per earthing point, provided that it is equipped with means (of decoding for example) for distinguishing between a signal at frequency F1 and a signal at frequency F2.
- Two receivers 32 per earthing point will advantageously be installed, that is to say one receiver per frequency F1, F2. These receivers will be installed in parallel on the secondary winding 19.
- a rail break in one or the other of two block systems 30 and 31 is detected by a current-measuring device (18,19,32).
- the adjacent block sytems will be monitored by similar devices (18',19',32') linked to inductive connections 5' close to the adjacent joints.
- the presence of an earthing point in proximity to an electrical joint should participate in the common-mode conduction associated with a rail break in this section. It is consequently unnecessary to seek to detect this signal in the adjacent earthing points.
- the current sensor 18,19 and the detector 32 will preferably be incorporated into a single housing, into which there passes, for example, a conductor carrying the common-mode current. Detection by the detector 32 can be effected either at the track or at a distance.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
- Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
- Geophysics And Detection Of Objects (AREA)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP03447067A EP1348609B1 (de) | 2002-03-27 | 2003-03-27 | Schienenbruchdetektionsverfahren und -Anlage |
SI200331446T SI1348609T1 (sl) | 2002-03-27 | 2003-03-27 | Postopek in naprava za zaznavanje loma tirnice |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP02447045 | 2002-03-27 | ||
EP02447045A EP1348608A1 (de) | 2002-03-27 | 2002-03-27 | Schienenbruchdetektionsverfahren und -Anlage |
EP03447067A EP1348609B1 (de) | 2002-03-27 | 2003-03-27 | Schienenbruchdetektionsverfahren und -Anlage |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1348609A1 true EP1348609A1 (de) | 2003-10-01 |
EP1348609B1 EP1348609B1 (de) | 2008-10-22 |
Family
ID=27798978
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02447045A Withdrawn EP1348608A1 (de) | 2002-03-27 | 2002-03-27 | Schienenbruchdetektionsverfahren und -Anlage |
EP03447067A Expired - Lifetime EP1348609B1 (de) | 2002-03-27 | 2003-03-27 | Schienenbruchdetektionsverfahren und -Anlage |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02447045A Withdrawn EP1348608A1 (de) | 2002-03-27 | 2002-03-27 | Schienenbruchdetektionsverfahren und -Anlage |
Country Status (10)
Country | Link |
---|---|
EP (2) | EP1348608A1 (de) |
KR (1) | KR101044681B1 (de) |
CN (1) | CN100441460C (de) |
AT (1) | ATE411930T1 (de) |
DE (1) | DE60324216D1 (de) |
DK (1) | DK1348609T3 (de) |
ES (1) | ES2315474T3 (de) |
HK (1) | HK1058341A1 (de) |
PT (1) | PT1348609E (de) |
SI (1) | SI1348609T1 (de) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2007075415A1 (en) * | 2005-12-27 | 2007-07-05 | General Electric Company | System and method for detecting rail break or vehicle |
WO2007079909A1 (de) * | 2005-12-23 | 2007-07-19 | Framatome Anp Gmbh | Verfahren und einrichtung zum überwachen eines gleises |
NL1033153C2 (nl) * | 2005-12-22 | 2008-01-08 | Voestalpine Railpro B V | ES-las kwaliteitbewakingsysteem. |
WO2008076533A1 (en) * | 2006-12-15 | 2008-06-26 | General Electric Company | Methods and system for jointless track circuits using passive signaling |
CN102416970A (zh) * | 2011-10-12 | 2012-04-18 | 北京安通伟业铁路工务技术有限公司 | 一种钢轨断裂在线监测系统及其敲击检测方法 |
RU2781703C1 (ru) * | 2022-01-25 | 2022-10-17 | Юрий Иосифович Полевой | Способ и устройство контроля целостности рельсовых нитей |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR100730372B1 (ko) * | 2005-06-14 | 2007-06-19 | 주식회사 혁신전공사 | 철도용 신호제어 시스템 및 그 방법 |
DE102006024692B4 (de) * | 2006-05-19 | 2008-05-29 | Siemens Ag | Verfahren und Vorrichtung zur Detektion des Belegt- oder Freizustandes eines Gleisabschnittes |
CN101607565B (zh) * | 2008-06-16 | 2013-06-19 | 唐德尧 | 一种钢轨裂纹地面在线监测装置及其地面在线监测方法 |
SG11201405197WA (en) * | 2012-04-23 | 2014-09-26 | Univ Nanyang Tech | Method and apparatus for detecting railway system defects |
CZ2012558A3 (cs) * | 2012-08-20 | 2014-05-14 | Eurosignal A.S. | Zařízení pro indikaci zlomené kolejnice |
CN106442647A (zh) * | 2016-10-27 | 2017-02-22 | 北京国兴力德新材料技术有限公司 | 一种铁路道岔尖轨伤损监测装置及其方法 |
CN108008210B (zh) * | 2017-10-19 | 2021-03-23 | 北京全路通信信号研究设计院集团有限公司 | 断轨检测方法及装置 |
CN107914737B (zh) * | 2017-10-19 | 2021-02-09 | 北京全路通信信号研究设计院集团有限公司 | 断轨检测方法及装置 |
CN107985344B (zh) * | 2017-10-19 | 2021-02-09 | 北京全路通信信号研究设计院集团有限公司 | 断轨检测方法及装置 |
KR101949952B1 (ko) * | 2018-10-05 | 2019-05-21 | 벽산파워 주식회사 | 궤도회로 불평형 모니터링 방법 |
CN109677447B (zh) * | 2018-12-24 | 2024-03-29 | 卡斯柯信号有限公司 | 一种基于二乘二取二架构的多制式轨道信号采集系统 |
CN110667642B (zh) * | 2019-10-17 | 2020-09-04 | 南京城铁信息技术有限公司 | 一种轨道交通故障诊断用轨道焊缝检测装置 |
RU2748826C1 (ru) * | 2020-11-23 | 2021-05-31 | Федеральное государственное автономное образовательное учреждение высшего образования "Российский университет транспорта" (ФГАОУ ВО РУТ (МИИТ), РУТ (МИИТ) | Устройство для контроля излома рельсов на участках с электротягой переменного тока |
CN113514685B (zh) * | 2021-07-26 | 2022-11-08 | 中车株洲电力机车研究所有限公司 | 列车轨道感应电压的地面测试装置及其测试方法 |
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Publication number | Priority date | Publication date | Assignee | Title |
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US4117529A (en) * | 1977-03-23 | 1978-09-26 | Westinghouse Air Brake Company | Broken rail detecting track circuits |
US4145018A (en) * | 1977-03-18 | 1979-03-20 | Wabco Westinghouse | Protective device for railroad signaling apparatus |
US4389033A (en) * | 1980-04-08 | 1983-06-21 | Gec-General Signal Limited | Broken rail/bond detectors |
US4432517A (en) * | 1980-04-18 | 1984-02-21 | Ansaldo S.P.A. | Circuit for detecting unbalance of the traction current in a track circuit |
DE10022636A1 (de) * | 2000-04-28 | 2001-10-31 | Siemens Ag | Vermaschter Gleisstromkreis |
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US3924461A (en) * | 1974-08-20 | 1975-12-09 | Harris A Stover | Monitoring system for detecting defective rails or road beds |
US4005601A (en) * | 1975-08-29 | 1977-02-01 | Amac, Inc. | Apparatus for detecting rail discontinuities |
CN88203203U (zh) * | 1988-02-04 | 1988-10-19 | 哈尔滨铁路局工业处哈尔滨通信信号器材厂 | 通用机车信号检测仪 |
ES2335189T3 (es) * | 1999-02-12 | 2010-03-23 | Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H. | Procedimiento de medicion de una via ferrea. |
US6262573B1 (en) * | 1999-09-17 | 2001-07-17 | General Electric Company | Electromagnetic system for railroad track crack detection and traction enhancement |
CN2457601Y (zh) * | 2000-12-28 | 2001-10-31 | 洛阳市瀍河环星电子标牌厂 | 双零度探头钢轨探伤仪 |
CN2473089Y (zh) * | 2001-04-28 | 2002-01-23 | 上海理工大学附属二厂 | 轨道综合测量仪 |
-
2002
- 2002-03-27 EP EP02447045A patent/EP1348608A1/de not_active Withdrawn
-
2003
- 2003-03-27 ES ES03447067T patent/ES2315474T3/es not_active Expired - Lifetime
- 2003-03-27 KR KR1020030019106A patent/KR101044681B1/ko active IP Right Grant
- 2003-03-27 AT AT03447067T patent/ATE411930T1/de active
- 2003-03-27 SI SI200331446T patent/SI1348609T1/sl unknown
- 2003-03-27 DK DK03447067T patent/DK1348609T3/da active
- 2003-03-27 PT PT03447067T patent/PT1348609E/pt unknown
- 2003-03-27 CN CNB031082815A patent/CN100441460C/zh not_active Expired - Fee Related
- 2003-03-27 DE DE60324216T patent/DE60324216D1/de not_active Expired - Lifetime
- 2003-03-27 EP EP03447067A patent/EP1348609B1/de not_active Expired - Lifetime
-
2004
- 2004-02-13 HK HK04101022.6A patent/HK1058341A1/xx not_active IP Right Cessation
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4145018A (en) * | 1977-03-18 | 1979-03-20 | Wabco Westinghouse | Protective device for railroad signaling apparatus |
US4117529A (en) * | 1977-03-23 | 1978-09-26 | Westinghouse Air Brake Company | Broken rail detecting track circuits |
US4389033A (en) * | 1980-04-08 | 1983-06-21 | Gec-General Signal Limited | Broken rail/bond detectors |
US4432517A (en) * | 1980-04-18 | 1984-02-21 | Ansaldo S.P.A. | Circuit for detecting unbalance of the traction current in a track circuit |
DE10022636A1 (de) * | 2000-04-28 | 2001-10-31 | Siemens Ag | Vermaschter Gleisstromkreis |
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
NL1033153C2 (nl) * | 2005-12-22 | 2008-01-08 | Voestalpine Railpro B V | ES-las kwaliteitbewakingsysteem. |
WO2007079909A1 (de) * | 2005-12-23 | 2007-07-19 | Framatome Anp Gmbh | Verfahren und einrichtung zum überwachen eines gleises |
WO2007075415A1 (en) * | 2005-12-27 | 2007-07-05 | General Electric Company | System and method for detecting rail break or vehicle |
CN101351373B (zh) * | 2005-12-27 | 2011-06-15 | 通用电气公司 | 用于检测铁轨断裂或车辆的系统和方法 |
AU2006329907B2 (en) * | 2005-12-27 | 2011-11-10 | General Electric Company | System and method for detecting rail break or vehicle |
WO2008076533A1 (en) * | 2006-12-15 | 2008-06-26 | General Electric Company | Methods and system for jointless track circuits using passive signaling |
CN101563265B (zh) * | 2006-12-15 | 2012-01-18 | 通用电气公司 | 用于采用无源信令的无接头轨道电路的方法和系统 |
CN102416970A (zh) * | 2011-10-12 | 2012-04-18 | 北京安通伟业铁路工务技术有限公司 | 一种钢轨断裂在线监测系统及其敲击检测方法 |
CN102416970B (zh) * | 2011-10-12 | 2013-11-06 | 北京安通伟业铁路工务技术有限公司 | 一种采用钢轨断裂在线监测系统的敲击检测方法 |
RU2781703C1 (ru) * | 2022-01-25 | 2022-10-17 | Юрий Иосифович Полевой | Способ и устройство контроля целостности рельсовых нитей |
Also Published As
Publication number | Publication date |
---|---|
ES2315474T3 (es) | 2009-04-01 |
EP1348608A1 (de) | 2003-10-01 |
ATE411930T1 (de) | 2008-11-15 |
DE60324216D1 (de) | 2008-12-04 |
CN1451577A (zh) | 2003-10-29 |
KR20030078030A (ko) | 2003-10-04 |
HK1058341A1 (en) | 2004-05-14 |
EP1348609B1 (de) | 2008-10-22 |
KR101044681B1 (ko) | 2011-06-28 |
SI1348609T1 (sl) | 2009-02-28 |
PT1348609E (pt) | 2008-12-22 |
CN100441460C (zh) | 2008-12-10 |
DK1348609T3 (da) | 2009-02-09 |
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