EP1926649B1 - Trace de rails compose de differents joints de rails - Google Patents

Trace de rails compose de differents joints de rails Download PDF

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Publication number
EP1926649B1
EP1926649B1 EP06792113A EP06792113A EP1926649B1 EP 1926649 B1 EP1926649 B1 EP 1926649B1 EP 06792113 A EP06792113 A EP 06792113A EP 06792113 A EP06792113 A EP 06792113A EP 1926649 B1 EP1926649 B1 EP 1926649B1
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EP
European Patent Office
Prior art keywords
rail
identification element
joints
interrogation unit
identification
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.)
Not-in-force
Application number
EP06792113A
Other languages
German (de)
English (en)
Other versions
EP1926649A1 (fr
Inventor
Jürgen NEUHÄUSER
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.)
Neuhaeuser GmbH
Original Assignee
Neuhaeuser 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 Neuhaeuser GmbH filed Critical Neuhaeuser GmbH
Priority to PL06792113T priority Critical patent/PL1926649T3/pl
Publication of EP1926649A1 publication Critical patent/EP1926649A1/fr
Application granted granted Critical
Publication of EP1926649B1 publication Critical patent/EP1926649B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K3/00—Wetting or lubricating rails or wheel flanges
    • B61K3/02—Apparatus therefor combined with vehicles
    • 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
    • B61L23/002—Control or safety means for heart-points and crossings of aerial railways, funicular rack-railway
    • B61L23/005—Automatic control or safety means for points for operator-less railway, e.g. transportation systems
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/14—Rails for special parts of the track, e.g. for curves

Definitions

  • the invention relates to a rail track of individual rail joints, comprising at least one electronic identification element for the rail joints, which exchanges data with an interrogation unit, wherein rail-specific identification and / or control data are transmitted between the identification element and the interrogation unit. Furthermore, the invention relates to an associated method for exchanging data between the identification element in question and the interrogation unit.
  • a mounting rail system and a plurality of carriages, which are guided guided on the way system.
  • a central controller is provided which controls and coordinates the movement of the carriages on the route system.
  • the route system has a code carrier. This code carrier carries a readable code that codes a specific action of the car.
  • each car is equipped with a code reading device which cooperates with the code carrier. Furthermore, there is a car control, which evaluates the signals of the code reading device and executes the coded by the received code action of the car. On the whole, it is about making it possible to influence the goods flexibly and inexpensively.
  • a rail track through the DE 195 49 219 C1 known which involves applying lubricant to the surface of a Schienenradkranzes and / or a rail joint. Leave it operate the known device in response to the control signal of a control device.
  • the control device has a signal transmitter which sends an interrogation signal to a respective identification element arranged in the region of a track body.
  • a signal receiver for receiving an identification signal is provided, which emits the identification element after receiving the interrogation signal.
  • the identification element is a transponder which emits a coded high-frequency identification signal after receiving a high-frequency search pulse.
  • the invention is based on the technical problem of developing a rail track from individual rail joints of the embodiment described above so that a perfect identification of rail joints and their characteristics succeeds.
  • a suitable method for exchanging the associated data should be specified.
  • a generic rail track of individual rail joints in the invention is characterized in that it is the rail-specific identification and / or control data to characteristics of rail joints such as batch, manufacturer, age, strength, material, batch number, maximum load etc. acts.
  • the track-specific identification or control data no longer need to be mechanically attached to the rail by, for example, markings or engravings, but rather can be read out electronically.
  • These rail-specific identification data or control data are characteristics of the individual rail joints, such as the manufacturer, the production batch, the age, the strength, the choice of material, batch number, manufacturer's mark, max.
  • all these data can be determined by the interrogation unit without difficulty and with little effort, without the respective rail joint having to be cleaned, de-rusted, etc. beforehand, for example.
  • the read-out process is greatly simplified because a controller no longer needs to examine any markings at inadequate places, but only needs to bring the interrogation unit in the vicinity of the rail joint of interest in order to read out with his help the identification element.
  • this reading process regularly takes place wirelessly, although in principle a contact-based read-out process is also conceivable and is encompassed by the invention.
  • the procedure is such that the interrogation unit (with its own energy source) generates a carrier signal and in this way transmits electrical energy to an antenna arrangement which is part of the electronic identification element.
  • the identification element is not limited to a transponder, so a combined transceiver, which emits a response pulse after receiving an interrogation pulse or the carrier signal from the interrogation unit. Most of the time this response pulse is sent on a different frequency than the one used by the interrogation pulse.
  • an encryption of the transmitted data can take place. This is not mandatory. Suitable transponders, which the use inductive coupling described above, are exemplified in U.S. Patent 3,299,424 described, to which expressly referred.
  • the identification element is additionally coupled with one or more sensors, it is possible to transmit load-specific identification and control data from the identification element to the interrogation unit in addition to the track-specific identification data described, which are generally immutable.
  • load-specific identification and control data provide information about, for example, the number of vehicle movements on the rail track or the respective rail joint, possibly the weight of the associated vehicle, temperature gradients, etc.
  • load-dependent data provide information about, for example, the number of vehicle movements on the rail track or the respective rail joint, possibly the weight of the associated vehicle, temperature gradients, etc.
  • load-dependent data provide information about, for example, the number of vehicle movements on the rail track or the respective rail joint, possibly the weight of the associated vehicle, temperature gradients, etc.
  • load-dependent data provide information about, for example, the number of vehicle movements on the rail track or the respective rail joint, possibly the weight of the associated vehicle, temperature gradients, etc.
  • load-dependent data provide information about, for example, the number of vehicle movements on the rail track or the respective rail joint, possibly the weight
  • the identification element and the interrogation unit not only the bar-specific or load-dependent data may be exchanged, but also position-dependent data may be taken into account.
  • position-dependent data may be taken into account.
  • an offset of individual rail joints in the rail track can be observed and recorded in terms of time. This is of particular importance when the rail track or the individual rail joints for an advantageous embodiment are arranged underground and movements of the rail joints are expected due to, for example, subsidence.
  • the respective local position of the rail joint can be determined in detail by, for example, at least three (spatially spaced apart) interrogation units are provided and receive the identification signal or the response pulse of the identification element of three different spatial directions, in the intersection of the identification element and with he is the associated rail joint.
  • interrogation units are provided and receive the identification signal or the response pulse of the identification element of three different spatial directions, in the intersection of the identification element and with he is the associated rail joint.
  • the identification element and the optional sensor have at least one antenna or an antenna arrangement for inductive coupling with the interrogation unit and / or a vehicle-side power source.
  • a vehicle using the rail track can supply power to the aforementioned devices each time the identification element or associated sensor passes, so that the sensor is able to register the load of the vehicle, for example the axles rolling over the respective rail joint count and store them in non-volatile memory. As a result, this information is not lost, even if the energy source in the form of the vehicle is no longer available. In this way it is possible and conceivable that the identification element and / or the sensor do not have their own energy source, but rather are supplied with electrical energy by the interrogation unit and / or a vehicle-side energy source.
  • the identification element and / or the sensor can be designed separately from each other. In general, however, one will fall back on an integral unit, which is designed as an application-specific microchip.
  • each individual rail joint can not only be identified; but also with regard to its specific loads.
  • the identification element and / or the sensor are generally embedded in a recess and potted therein or placed sealed in the recess to prevent damage.
  • the recess is regularly arranged on a protected surface of the respective rail joint, for example on a running surface opposite surface.
  • the rail joints are not limited to profile rail joints for monorails, which form an underground track, which are used for example in mining or tunneling.
  • the invention also relates to a method for exchanging data between the electronic identification element of the rail track from individual rail joints and the interrogation unit. In this method, the track-specific identification and / or control data is transmitted between the identification element and the interrogation unit.
  • the invention relates to the use of a rail track of individual rail joints, with at least one electronic identification element for the rail joints, which exchanges data with an interrogation unit, for the transmission of rail-specific identification and / or control data between the identification element and the interrogation unit.
  • the identification element may possibly be integrated together with the sensor and the optional antenna or antenna arrangement as a structural unit or separate elements not only in individual or selected rail joints. But it is also within the scope of the invention, alternatively or additionally equip one or more joints between the individual rail joints with the relevant elements, ie the identification element and / or the sensor and / or the antenna or the antenna arrangement.
  • a rail track of individual rail joints as well as a method for the exchange of data are provided, which allow a particularly comfortable identification of the individual rail joints and their specific loads during the operating period.
  • a controller may be equipped with a mobile interrogation unit, which is designed like a conventional transceiver, such as a radio or cell phone. With the help of this interrogation unit, the inspector can leave the railroad track and is informed during his inspection of all relevant information regarding each rail impact. It is conceivable in addition that additionally maintenance-relevant data or other information is transmitted directly to a control center by radio, which, for example, initiates subsequent maintenance and / or replacement and / or repair of individual rail joints.
  • a mobile interrogation unit which is designed like a conventional transceiver, such as a radio or cell phone.
  • Fig. 1 is a rail track from individual rail joints 1 shown.
  • These rail joints 1 are not limited to profile rail splints 1 with I-shaped cross section corresponding to Fig. 2 , In fact, the respective rail joint 1 has a top flange 2 and a bottom flange 3 forming running surfaces 4. On the treads 4 rollers move a monorail conveyor, not shown.
  • the upper flange 2 has on its upper side a pocket-shaped recess 5 in cross-section to form the substantially forked or U-shaped upper flange 2.
  • the lower flanges 3 has on its underside a pocket-shaped recess 6 in cross-section to form the substantially inverted fork-shaped or U-shaped lower flange 3 with the treads formed by the U-base on both sides of the I-web.
  • the pocket-shaped recess 5 in the upper flange 2 is designed for the partial reception of suspension elements of a suspension device 7 at the rail ends and serves, moreover, to a in Fig. 2 to indicate indicated electronic identification element 10.
  • the pocket-shaped recess 6 in the lower flange is for partially receiving joint parts of an indicated articulated rail connection 8 to the Rail ends set up.
  • Both the U-shaped upper flange 2 and the U-shaped lower flange 3 have on the inside against the U-base conically widening U-legs 9. - It should be stressed that in the Fig. 1 and 2 shown rail line is to be regarded only as an example and, of course, differently designed rail lines are covered by the invention, and indeed those that are overground.
  • the in the recess 5 in the upper flange 2 and thus protected and the tread 4 opposite arranged identification element 10 serves to provide data with a in Fig. 2 interrogate unit 11 shown schematically. This happens wirelessly, like the Fig. 2 and 3 suggest.
  • the exchanged data are primarily token-specific identification and / or control data which are transmitted from the identification element 10 to the interrogation unit 11 (or else back).
  • characteristics of the rail joints 1 such as batch, manufacturer, age, strength, material, batch number, manufacturer's brand, maximum load, strength, etc. are eligible.
  • the identification element 10 is coupled to a sensor 12 and forms together with this not restrictive an integral assembly 10, 12 in the form of a microchip or transponder 10, 12, which is received in the recess 5 and poured therein, for example.
  • the sensor 12 is able, for example, to determine and count the number of vehicle movements of the monorail monorail in the example case and, if necessary, to record their weight. In the context of the embodiment, only the number of axles of the monorail monorail is counted, which are about the associated rail joint 1 - starting, for example, from the installation time of the rail joint 1 - are rolled.
  • both the identification element 10 and the connected sensor 12 do not have their own energy source.
  • both the identification element 10 and the sensor 12 are supplied with electrical energy by the interrogation unit 11 and / or an unillustrated vehicle-side power source.
  • the assembly 10, 12 via an antenna assembly 13, which is inductively coupled with an associated antenna assembly 14 in the interrogation unit 11 and the vehicle or the monorail monorail.
  • electrical energy can be transmitted to the identification element 10 or the sensor 12 by the interrogation unit 11 or the vehicle.
  • the query unit 11 or the vehicle generates an in Fig. 4 illustrated carrier signal 15, which induces a current in the antenna assembly 13 of the assembly 10, 12 and thus the assembly 10, 12 or the total transponder formed by it in operation.
  • the transponder 10, 12 or the assembly 10, 12 generates a return signal or a response pulse with, for example, half the frequency of the carrier signal 15 and the interrogation pulse, which (which) is emitted by the interrogation unit.
  • This does not lead to a disturbance between on the one hand the return signal and on the other hand the carrier signal 15.
  • Only the capacities 16 shown for completeness on the one hand in the assembly 10, 12 and on the other hand 17 in the interrogation unit 11 indicate that each is a resonant circuit and prove the made inductive coupling.
  • the Fig. 4 now shows the data transmission schematically, using the so-called FSK method (frequency shift keying).
  • FSK method frequency shift keying
  • this method draws on the already mentioned high-frequency carrier signal 15, which not only provides the required energy for the transponder 10, 12 or the assembly 10, 12, but with halved frequency (and of course reduced amplitude) of the assembly 10th 12 is transmitted as a return signal to the interrogation unit 11.
  • the frequency changes and corresponds to an associated serial data word over time, as shown in FIG Fig. 4 is shown.
  • D. h. The frequency changes determine a serial data sequence that can be evaluated in the query unit 11 as data information.
  • this memory 18 for example, load values recorded by the sensor 12 (in the example, the number of axles of monorail conveyors rolled over the respective rail joint 1 since its installation) can be stored and, if necessary, a transmission can be sent to the interrogation unit 11.
  • each individual rail joint 1 has the identification element 10 or the structural unit 10, 12, so that individual data is available for each rail joint 1.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Health & Medical Sciences (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Architecture (AREA)
  • Heart & Thoracic Surgery (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Joining Of Building Structures In Genera (AREA)
  • Bridges Or Land Bridges (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)

Claims (9)

  1. Voie ferroviaire constituée de joints de rail (1) individuels, comportant au moins un élément d'identification électronique (10) des joints de rails (1), qui échange des données avec une unité d'interrogation (11), moyennant quoi des données d'identification et/ou de contrôle spécifiques au rail sont transmises entre l'élément d'identification (10) et l'unité d'interrogation (11), caractérisée en ce que les données d'identification et /ou de contrôle spécifiques au rail se rapportent aux caractéristiques des joints de rail (1) comme la charge, le fabricant, l'âge, la résistance mécanique, le matériau, le numéro de lot, la charge maximale, etc.
  2. Voie ferroviaire selon la revendication 1, caractérisée en ce que l'élément d'identification (10) est couplé à au moins un capteur (12), qui détecte par exemple le nombre de mouvements du véhicule, le cas échéant son poids, etc.
  3. Voie ferroviaire selon une des revendications 1 ou 2, caractérisée en ce que l'élément d'identification (10) et/ou le capteur (12) ne présentent pas de source d'énergie propre, mais au contraire sont alimentés en énergie électrique par l'unité d'interrogation (11) et/ou une source d'énergie du côté du véhicule.
  4. Voie ferroviaire selon une des revendications 1 à 3, caractérisée en ce que l'élément d'identification (10) et/ou le capteur (12) présentent une antenne, respectivement un dispositif d'antenne (13) pour le couplage inductif avec l'unité d'interrogation (11) et/ou la source d'énergie du côté du véhicule.
  5. Voie ferroviaire selon une des revendications 2 à 4, caractérisée en ce que l'élément d'identification (10) et le capteur (12) sont réalisés séparément l'un de l'autre ou forment un module intégral (10,12).
  6. Voie ferroviaire selon une des revendications 1 à 5, caractérisée en ce que l'élément d'identification (10) et/ou le capteur (12) sont intégrés dans chaque joint de rail (1) individuel ou sélectionné, en étant par exemple encastrés dans une cavité (5).
  7. Procédé d'échange de données entre un élément d'identification électronique (10) d'une voie ferroviaire constituée de joints de rail (1) individuels, notamment d'une voie ferroviaire selon les revendications 1 à 6, et une unité d'interrogation (11), moyennant quoi des données de contrôle et d'identification spécifiques au rail sont transmises entre l'élément d'identification (10) et l'unité d'interrogation (11), caractérisé en ce que les données d'identification et /ou de contrôle spécifiques au rail se rapportent aux caractéristiques des joints de rail (1) comme la charge, le fabricant, l'âge, la résistance mécanique, le matériau, le numéro de lot, la charge maximale, etc.
  8. Utilisation d'une voie ferroviaire constituée de joints de rail (1) individuels, notamment d'une telle voie ferroviaire selon une des revendications 1 à 6, comportant au moins un élément d'identification électronique (10) des joints de rail (1), qui échange des données avec une unité d'interrogation (11), en vue de la transmission de données d'identification et/ou de contrôle spécifiques au rail entre l'élément d'identification (10) et l'unité d'interrogation (11), moyennant quoi les données d'identification et /ou de contrôle spécifiques au rail se rapportent aux caractéristiques des joints de rail (1) comme la charge, le fabricant, l'âge, la résistance mécanique, le matériau, le numéro de lot, la charge maximale, etc.
  9. Voie ferroviaire selon une des revendications 1 à 6, procédé selon la revendication 7 ou utilisation selon la revendication 8, caractérisés en ce que les joints de rail (1) sont disposés sous terre, par exemple sont réalisés comme des joints pour rails de roulement profilés (1) de réseaux de rail aérien monorail
EP06792113A 2005-09-23 2006-09-16 Trace de rails compose de differents joints de rails Not-in-force EP1926649B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL06792113T PL1926649T3 (pl) 2005-09-23 2006-09-16 Trasa szynowa z pojedynczych segmentów szynowych

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202005014981U DE202005014981U1 (de) 2005-09-23 2005-09-23 Schienentrasse aus einzelnen Schienenstößen
PCT/EP2006/009032 WO2007036307A1 (fr) 2005-09-23 2006-09-16 Trace de rails compose de differents joints de rails

Publications (2)

Publication Number Publication Date
EP1926649A1 EP1926649A1 (fr) 2008-06-04
EP1926649B1 true EP1926649B1 (fr) 2008-12-10

Family

ID=35668998

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06792113A Not-in-force EP1926649B1 (fr) 2005-09-23 2006-09-16 Trace de rails compose de differents joints de rails

Country Status (8)

Country Link
EP (1) EP1926649B1 (fr)
CN (1) CN101272943B (fr)
AT (1) ATE416962T1 (fr)
DE (2) DE202005014981U1 (fr)
ES (1) ES2319577T3 (fr)
PL (1) PL1926649T3 (fr)
RU (1) RU2401757C2 (fr)
WO (1) WO2007036307A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202008014141U1 (de) 2008-10-23 2009-01-29 Neuhäuser GmbH Schienenstrang

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007054221B4 (de) * 2007-11-12 2013-12-05 Rail.One Gmbh Oberbau für eine Schienenfahrbahn
DE202015104542U1 (de) * 2015-08-27 2015-09-22 Neuhäuser GmbH Profillaufschiene für Einschienen-Hängebahnen

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3299424A (en) 1965-05-07 1967-01-17 Jorgen P Vinding Interrogator-responder identification system
DE19549219C1 (de) * 1995-12-30 1996-12-05 Alexander Rebs Vorrichtung zum Schmieren der Oberfläche eines Schienenrades und/oder einer Schiene eines Gleiskörpers
US5785283A (en) * 1996-11-25 1998-07-28 Union Switch & Signal Inc. System and method for communicating operational status of a railway wayside to a locomotive cab
DE19954760A1 (de) * 1999-01-26 2000-08-03 Manfred Clauss Verfahren und Vorrichtung zur Überwachung des Gleiskörpers
DE29903167U1 (de) * 1999-02-16 1999-05-27 Deutsche Kahneisen Gesellschaft mbH, 12057 Berlin Ankerschiene mit schieneninnenseitig einsehbarer Kennzeichnung
DE10063447A1 (de) * 2000-12-20 2002-07-04 Eisenmann Kg Maschbau Förderanlage, insbesondere Elektrohängebahn
US7174836B2 (en) * 2002-04-05 2007-02-13 Jervis B. Webb Company Station control system for a driverless vehicle
AT500769B1 (de) * 2003-10-02 2007-02-15 Oebb Infrastruktur Bau Ag Verfahren zur erfassung von kräften von elastischen verformungen zumindest einer schiene und eines oberbaues
DE10360089B3 (de) * 2003-12-20 2005-05-25 Rag Ag Schienengeführtes Transportsystem

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202008014141U1 (de) 2008-10-23 2009-01-29 Neuhäuser GmbH Schienenstrang

Also Published As

Publication number Publication date
EP1926649A1 (fr) 2008-06-04
ATE416962T1 (de) 2008-12-15
RU2401757C2 (ru) 2010-10-20
DE502006002348D1 (de) 2009-01-22
DE202005014981U1 (de) 2006-01-12
CN101272943B (zh) 2011-02-09
CN101272943A (zh) 2008-09-24
RU2008115946A (ru) 2009-10-27
PL1926649T3 (pl) 2009-06-30
WO2007036307A1 (fr) 2007-04-05
ES2319577T3 (es) 2009-05-08

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