EP2260149A1

EP2260149A1 - Switch heating system

Info

Publication number: EP2260149A1
Application number: EP09717022A
Authority: EP
Inventors: Michael Funke; Tim Frenzel
Original assignee: Triple S GmbH
Current assignee: Triple S GmbH
Priority date: 2008-03-07
Filing date: 2009-03-09
Publication date: 2010-12-15
Anticipated expiration: 2029-03-09
Also published as: PL2260149T3; DK2260149T3; ES2384602T3; ATE550492T1; EP2260149B1; WO2009109664A1; KR20110009102A

Abstract

The invention relates to a heating system for heating switching rails, wherein a heating line (23, 24) through which fluid flows with at least one wall is in heat-conducting contact with a rail part and connected to a line system, which preferably draws heat from a circulating fluid, and to a corresponding assembly method. From the switch start (WA), the stock rail (1, 2) of a switch tongue device is contacted on the outside on the web (42) with a metal molded piece (30), which on the side facing away from the web (42) preferably comprises two holders (31, 32) for the flow line to be clamped and the return of the heating line (23, 24). In addition, the tongue blade (11, 12) is installed on the side facing away from the stock rail (1, 2) and at a distance from the switch start (WA).

Description

Points heating system

The invention relates to a heating system for heating switch rails, in which a liquid-flow heating cable is in heat-conducting contact with a rail part with at least one wall and is connected to a pipe system which receives heat from a heat source via a circulating liquid and a corresponding assembly method ,

Turnouts are incorporated in track-guided traffic to branch railways, to turn sideways or swerve, to allow overtaking, to bypass sections, etc. Here, moving parts of a switch are moved back and forth, thus initiating a change of direction within tracks.

Deutsche Bahn AG and other railway operators have a large number of different points and intersections to make their trains "steerable." Deutsche Bahn AG alone has over 78,000 points and intersections, of which around 64,000 points are heated If these turnouts do not function properly, the operator will incur unreasonably high costs due to delay minutes, diversions or detours, disrupt normal train operation or, in the worst case, bring it to a standstill, especially where overtaking tracks are being dismantled In addition to the resulting costs, of course, the customer satisfaction is reduced and there is still the danger of an accumulation of incidents of this kind, customers to other traffics lose what you do should be avoided as far as possible. Although there are efforts to replace maintenance-intensive points against low-maintenance, but remain the heaters and lubrication points on drives, locks and joints as maintenance items. In addition, one must imagine the replacement investment in enormous magnitude per turnout, so this can probably only be regarded as a long-term alternative and accordingly only broken points are replaced by such. An enclosure as weather protection is out of the question, neither technically nor economically.

There are points heaters that are operated with hot water, hot steam, gas, electric or with heat pumps. Operation with superheated steam and gas is very dangerous. Again and again, there are serious accidents at work dealing with the fuel. The maintenance and repair is very complex and costly and therefore not very desirable for the operator. In addition to the increased risk potential, it is also a fact that ice and snow removal with the known systems consumes enormous energy and maintenance costs. As an example, a switch EW 49 500 1: 9 is called (this is the most common type), which consumes so much heating energy in electricity during electrical operation that comparatively a single-family house could be supplied with this consumption for one year. In gas mode, this switch requires 3.3 Kg of propane gas per hour.

Currently, turnouts are mainly heated electrically to ensure the above availability. Accordingly high is the energy consumption. The political discussion about reducing CO2 emissions further complicates the operation of operators of railway infrastructure companies.

The effectiveness and cost-effectiveness of point heaters depends largely on the heat transfer between the heating cables and the switch parts to be heated. The heat transfer from the heating cables to the switch parts is unsatisfactory in point heaters in which the radiator are pressed resiliently flat to the corresponding switch parts. From DE-Auslegeschrift 1277290 is known, between the radiators and the surfaces to be heated, a self-curing plastic compound is applied, which is mixed with metal in powder form, for the purpose of achieving a good heat transfer. At the same time the mass used should support the mechanical support of the radiator on the rail parts. The radiators are pipes through which a heated fluid flows. The tubes may be clamped with springs, and between them and the heated surfaces a self-hardening plastic mass enriched with aluminum, iron or similar thermally conductive metal powders is provided in order to achieve a good heat transfer. Through the pipes is heated in a boiler highly heated liquid, a heating fluid, eg. As linseed oil or glycerin, which has a high evaporation point and a low freezing point, pumped.

From the document DE 202005021255 U1 and EP 01645688 A2 a heating device with a fastened on a rail side, frontally closed cover box is known which extends substantially between the rail head and rail and are arranged in the heating elements, which are provided with a heater provided outside the cover box keep in touch. The heating elements are formed in the cover by at least two, a liquid heating medium, preferably water, leading channels, which are embedded in a rail profile adapted body of good heat conducting material, preferably aluminum. The cover box against the rail head and the rail foot heat-insulated and sealed and is provided on its inside with a Wärmeisoliermantel.

From FR 2244053 A1 a heated pipe for heating the web of a rail of the switch is known, which is acted upon by an externally heated liquid. From EP 0247693 A1 it is known to heat the rail feet of the switch in the region of the tongue device from below by means of a special metal line block for heated liquids.

From DE 3037721 A1 a heat pipe for exploiting the heat capacity of soil is known, to Ausnutzug the heat capacity of the soil. It is intended to prevent freezing of switches, hydrants, water pipes and icing of driveways, bridges, runways and roads. How the application is to happen at points, is not revealed.

In EP 1262597A2 also a geothermal system and a method for heating railroad rails are disclosed in which a heat-conducting device comprises a channel whose wall is in heat-conducting contact with a rail part and is connected to a line system that extends to a predetermined depth in the underground extends to draw from there via a circulating liquid heat or cold. The piping system is equipped with a heat pump and a heat exchanger to transfer heat from the groundwater and increase the temperature of the liquid heating the rail. In the specific embodiments, the channels are made of sheet metal between the stock rail and tongue device mounted on the web of the stock rail and also on the foot of the tongue rail. The sheet metal can be welded to the rail, screwed or held with a clamp. A heat-conducting paste can also be arranged between the channel and the rail, and the channel on the tongue rail can be thermally insulated from the outside air.

The arrangement between the stock rail and tongue rail is not optimal, since there is little space. The attachment of the sheet metal channels also appears awkward. Starting from the latter document, the invention is based on the problem of optimizing the operation of point heaters by their assembly process and the system of heat transfer from the liquid line to the rail is simplified and made ready for serial production.

The problem is solved by the features of claims 1 and 7. Further developments of the invention are covered in the dependent claims.

The solution initially comprises a heating system for heating switch rails and switch parts, in which a heating line through which liquid flows has at least one wall in heat-conducting contact with a rail part and is connected to a line system. This heat, which is passed through a heat exchanger in a separate circuit, usually via a heat pump, and heated to 40 ° - 80 °, is then fed to the switch. As heat source for the primary circuit to the heat pump geothermal heat can be used preferably. Other economically interesting sources are groundwater, wastewater, surface water, warm air from rooms or plants with process heat, district heating, solar energy and the like.

According to the invention, according to the invention, at least one track rail, a tongue device, should be designed such that a metallic fitting is contacted with the web on the outside and at least one receptacle for a heating line to be clamped is arranged on the side facing away from the web. Of course, this fitting can also be used by both jaw rails both in the straight stock rail and in the curved stock rail. Preferably, however, the metallic fitting according to an embodiment of the invention has two receptacles for the flow or return of the heating cable, which are clamped there. This is particularly advantageous if the heating cable consists of round metal or plastic pipes, which are clamped in the appropriate receiving device. According to the invention, the tongue rail on the side facing away from the stock rail, but at a distance to the point beginning to be provided with the web with such facilities, ie have a metallic fitting in which each again a heating line is clamped; also there, preferably the supply and return arranged one above the other. However, the tongue rail can not be provided to the chamber closure with such a device, since in this part of the wheel flange of a wheel of the overrolling train could damage the molding. Therefore, the tongue rail is equipped with such a shaped piece only at a distance from the start of the switch, especially in the area in which the tongue rail has clearly formed a web.

According to one embodiment of the invention, the fitting is made of a thermally conductive metal, preferably made of aluminum and preferably also of a die-cast, i. be designed as such part. Aluminum is known to have a high thermal conductivity and can be formed in a few seconds in die casting, so that it is suitable as a series part for the different switch parts.

In a further development of the invention, a second solution has the goal that this molding together with flow and return of the heating cable from the outside is covered with insulating material or is covered. Preferably, after laying the heating cables with the forward and the return, both of which lead back to the beginning of the switch, the system should first be filled with foam and then a cover made of rubber-like material, for. B: a recycled material obtained. So that the fitting or the heating cables and the fitting is thermally insulated from the outside.

Similarly, the foot of the stock rail can be equipped with a prefabricated part in which such a rubbery material is shaped so that it is pushed over the rail and itself anchored by correspondingly curved rubber flanks, while the inside of the U-shaped rubber part is filled with hard screws, so that the rail foot ultimately receives a prefabricated and in situ placeable rail foot insulation. The tongue is not suitable for isolating your foot, as it has to be movable on the sliding chairs or wheelchairs.

The invention will be explained below with reference to some drawings. Show it

Figure 1 is a schematic representation of a switch with its parts according to the prior art with details about the Applizierung of the invention;

Figure 2 shows the scheme of geothermal energy at a switch with

Heat recovery by a depth probe;

Figure 3 is a stock rail with the invention according to geothermal system;

Figure 4 shows a stock rail according to Figure 3, but in view relative to the tongue device and the sliding chair.

Figure 5 shows a tongue rail slightly further away from the point beginning, as shown in Figure 4 on the tongue rail;

Figure 6 is a Schienenfußisolierung for a stock rail.

FIG. 7 is a side view of a switch in the region of

Soft closing times.

A tongue device consists of a straight stock rail 1 for the straight-ahead traffic and a curved stock rail 1 1 for the turning traffic. These two jaw rails 1, 1 1 is then associated with a curved tongue 2 and a straight tongue 12 and the tongues 2, 12 can be moved to the rib and Gleitstuhlplatten 3, which are firmly anchored on the switch sleepers 4, rolling or sliding. In their final position, the tongues 2, 12 are locked by the chamber tip closure 5. Both the straight and the curved tongue 2,12 have in the area of the Kammerspitzenverschlusses 5 only a pronounced foot, but no pronounced bridge or full rail head, since the transition of the wheel with the flanges to the track interior should be as continuous as possible. At some distance from the point beginning WA then the tongue 2, 12 forms a bridge and a rail head and then carries the entire load of the rim on its road.

According to the invention, the straight stock rail 1 and the curved stock rail 2 are provided on the outside with a heater, shown below using the example of a low-temperature heating supplied with geothermal energy, in particular in the area designated here by 7. The curved tongue 2 and the straight tongue 12 should also be equipped with a heating at the web, at least in the region designated by 8, wherein the region 8 defines a region on the tongue rail 2, 12, in which the tongue rail 2, 12 already more pronounced foot-bridge-head formation has.

Figure 2 shows the scheme of the geothermal application at the switch with the later to be described geothermal system, here, for example, well pipes or grounded pipes in loops as a heat source 25. A vertical heat exchanger, e.g. a depth probe, which is passed through the groundwater, is passed through an electrically operated heat pump 20, a second liquid which conducts the recovered heat to the heat exchanger 26 on the rail to a temperature of 40 ° C to 80 ° C, preferably Max. 60 ° C, can heat up. The liquid is heated in the groundwater to 5 ° C to 10 ° C and the heat pump 20, which could also be operated with gas, then increases the temperature of the liquid in the heating pipes are fed to the rail. The circuit in the heat pump 20 comprises, as is known, an evaporator 21, a compressor 22, a condenser 23 and an expansion valve 24.

Figures 3, 4 show a configuration of the geothermal system on a stock rail. A stock rail is designed asymmetrically in her head 41. On the right side, the rail head is with a flank 45 provided to which a correspondingly shaped tongue can invest. On this side, the wheel flange of the wheel of a train is running. The broad head with the roadway on it goes into the narrow web 42 and finally into the foot 43. On the outside of the stock rail 1 is a device, a fitting 30 preferably made of aluminum, the web 42 and parts of the rail foot 43 and rail head 41st contacted and held there first by means of a bonding heat transfer paste, at least during assembly. In the middle section opposite the web 41, the fitting 30 has two openings 31, 32, which are adapted to receive the supply line 24 and the return line 23 by the lines are clamped in this region of the molding 30. Outwardly, the conduit system 23, 24 and the fitting 30 has been insulated by a Isolierschaum39, preferably by a rigid foam, after the heating cables are locked in the fitting 30. The fitting may preferably also have ribs or lugs 33 and 34, so that the insulating foam 35 can be shaped well and these edges 33, 34 then ultimately for the application of a rubber cover layer 36, which is made of plastic granules or recycled rubber is suitable. In the simplest case, the attachment 44 is arranged on a sub-swelling, not shown, cheek rails 1 then with the aid of a clamping profile 37 which engages under the rail foot 43, so that the rubber cover layer 38 is held on the rail 43 and on the stock rail 1. This attachment can also be done differently, in which z. B. the rail mounting 44 is equipped with a corresponding fitting that the rubber granules supported or the granules is adhered to the ribs 33 and 34 of the fitting. The insulation 35 is optionally made in situ on the web 42, while it is preferably delivered prefabricated for the rail foot 43.

The stock rail 1 is shown in the situation opposite a tongue rail 47, which is held on a sliding chair 46 movable towards the stock rail 1. The stock rail 1 can - at least in the threshold compartments - be provided with a Schienenfußisolierung consisting of an insulating foam 39 and a rubber elastic shell 38, the the insulation resiliently (37) on the rail foot 43 or on the outside of the stock rail 1 surrounds. Such rail foot insulation can preferably be prefabricated separately in a factory.

FIG. 5 shows a tongue rail 2, 47 ^' in a section which is slightly further away from the start of the turnout (WA). In a manner similar to that already described for the stock rail, here a shaped piece 30 ^{'is arranged} in the web area of the tongue rail 47 ^' , the shaped piece being supported by lugs 33 ^' on the rail head 41 ^' and with the nose 34 ^' on the rail foot 43 ^' . The bends of the lugs 33 ', 34' also serve to limit the space for the introduction of the insulating foam 35 ^' and the placement of the rubber cover 36 ^' . Again, in turn, the system can be held by a clamping profile 37 ^' or glued using a thermally conductive paste in the rail chamber between the head and foot.

FIG. 6 once again shows the situation according to FIG. 4 with the rail foot insulation 38, 39 for the stock rail 1 in a single representation. Good to see is that the rubber 38 has been designed so that it serves both as an open pan for receiving the Isolierschaumes 39 and with the upstanding ribs engage around the rail 43 and fasten it there by clamping.

FIG. 7 shows a side view of a supplement of the invention in the marked area of the point closure, a closure compartment heating. This is a "lying radiator" 30 ', a fitting with clamped heating loop with flow and return 23, 24, which holds the closure areas ice-free .. On the rail 1, mounted on a threshold 4 with mounting 44, insulators 36, 38 with resilient fasteners 37. Fittings 30 'with heaters lie on further insulation 38'.

In summary, the present system deals with the energetic optimization of heat conductors, as they are needed for the operation of liquid-supported point heating systems. The training of the heat conductor takes into account different things at the same time: Profile freedom according to the railway operating regulations of Deutsche Bahn AG

Limitation of heat losses in the overall system

Optimized heat transfer

Easy installation and removal

Maintenance reduced pipe concepts

Robust against external influences

The system according to the invention is to ensure ice and snow clearance by radiation to the moving side of the switch. Since the switch is movable in the horizontal axis of the tongue, it is clear that it is unnecessary to heat the area in the threshold compartment under the rail foot of the stock rail. For this purpose, an insulation is used, which should just limit these heat losses.

The individual components are fastened to the rail by means of a spring steel clamping profile. Due to the continuity of the fitting (the length is adapted to the respective type of turnout) a great stability and the minimization of the parts are given.

Following the actual heating area of the switch, the fittings (this heat exchanger for the stock rail fits outside and inside outside of the tongue area) are installed without pipes. As a result, the heat flow is further reduced. This has a positive effect on the temporal reactivity of the heating and the required flow temperatures.

The heating cable is designed as a U-loop, flow and return, and if possible in one piece. It is cut off in the appropriate length and connected with crimp connections to the supply and return of the heating system; a loop is laid transversely in the lock compartment and optionally also guided along the base plates of the sliding chairs. As a result, the possible leaks of the heating cable are moved to an area that is accessible and controllable at all times. The fittings just described can also be mounted on the rail without pipes; In order to be able to cover the area adjoining the switch with insulating material in situ, they serve as a support. Due to the uniformity of the rail, the fitting can be used for both sides of the rail.

In addition to the tongue rails as such, the associated partly Gleitstuhlplatte is partially loaded in the cut of snow and ice. The lower edge of the rail can freeze on the Gleitstuhlplatte 81. In the rule, such Gleitstuhlplatte example of the plate SRG 6 Deutsche Bahn AG from a base plate 80 and arranged thereon Gleitstuhlplatte 81. This situation is shown in FIG. 8.

The web on the rail corresponds to the constriction between the base plate 80 and the Gleitstuhlplatte here welded 81. The constriction can be closed by plates 82; through the shown formed cavity 83, the heated by geothermal heating medium can be passed. In front of head of Gleitstuhlplatte 81 n the cavities 83 are connected by a line, not shown. This line is preferably also thermally insulated and there coupled to the heating system.

Claims

claims:

A heating system for heating switch rails, in which a liquid-flow heating cable is in heat-conducting contact with a rail part with at least one wall and is connected to a pipe system which receives heat from a heat source via a circulating liquid, characterized in that Turnout (WA) fro at least one rail (1, 2, 1 1, 12) of a tongue device on the outside of the web (42) with a metallic fitting (30) is contacted, on the side facing away from the web (42) at least one receptacle ( 31, 32) for a heating cable (23, 24) to be clamped.

2. Heat system according to claim 1, characterized in that a tongue rail (1 1, 12) on the side of the stock rail (1, 2) facing away from the side and / or the stock rail (1, 2) on the outside with distance to the point beginning (WA) with the metallic fitting (30) is contacted.

3. Heat system according to claim 1 or 2, characterized in that the shaped piece (30) has two receptacles (31, 32) for the flow (24) and the return (23) of the heating cable.

4. Heat system according to one of the preceding claims, characterized in that the shaped piece (30) consists of a heat-conducting metal, preferably aluminum.

5. Heat system according to one of the preceding claims, characterized in that the shaped piece (30) is designed as an extruded part.

6. Heat system according to one of the preceding claims, characterized in that the shaped piece (30) is connected to the web (42) via a heat-conducting material with adhesive property.

7. Assembly method for a points heating with a heating system according to one of the preceding claims, characterized in that the shaped piece (30) together with the flow (24) and return (23) of the heating in situ from the outside with insulating material (35, 36) are covered.

8. The method according to claim 7, characterized in that the foot (43) of the stock rail (1, 2) is thermally insulated.

9. The method according to claim 7 or 8, characterized in that a rubber-like outer layer (36, 38) is inserted therein with hard foam (35, 39) as insulation.

10. The method according to any one of claims 7 - 9, characterized in that the hard foam (35) in the region of the supply and return lines (23, 24) is introduced in situ.

1 1. A method according to any one of claims 7-10, characterized in that the insulation (38, 39) for the rail foot (43) is prefabricated separately.

12. Heat system with the soft-wood associated slide chairs (81) consisting of a base plate and a waisted Gleitstuhlplatte for the support of the movable rail, the waist (83) closed by a metal sheet (82) and in front by heating lines through the adjacent parallel waists (83) a sliding chair are coupled together to heat the slide chair.