EP2483126B1 - Schienenfahrzeug - Google Patents

Schienenfahrzeug Download PDF

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Publication number
EP2483126B1
EP2483126B1 EP10757180.4A EP10757180A EP2483126B1 EP 2483126 B1 EP2483126 B1 EP 2483126B1 EP 10757180 A EP10757180 A EP 10757180A EP 2483126 B1 EP2483126 B1 EP 2483126B1
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EP
European Patent Office
Prior art keywords
rail vehicle
vehicle according
carriage body
capacitive connection
vehicle
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.)
Active
Application number
EP10757180.4A
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German (de)
English (en)
French (fr)
Other versions
EP2483126A1 (de
Inventor
Guido Wolf
Manfred Detterbeck
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL10757180T priority Critical patent/PL2483126T3/pl
Publication of EP2483126A1 publication Critical patent/EP2483126A1/de
Application granted granted Critical
Publication of EP2483126B1 publication Critical patent/EP2483126B1/de
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the present invention relates to a rail vehicle having at least one tracked vehicle antenna of a train protection system.
  • Rail vehicles of the type mentioned are generally known, wherein the vehicle antennas corresponding rail vehicles usually serve for the transmission of data between an arranged in the track trackside device, such as a balise, and the rail vehicle.
  • vehicle antennas of different types can be used here.
  • a railway vehicle of the type mentioned is in the EP 2 082 943 A2 disclosed.
  • Vehicle antennas directed towards the track can have the problem, in particular depending on the type of the respective rail vehicle, that they can be influenced by electrical disturbances.
  • rail vehicles which relate their energy required for locomotion from a catenary or a busbar
  • transient disturbances are generated in the traction current.
  • non-periodic disturbances are referred to as transient disturbances, which often have comparatively steep rising edges and comparatively high peaks.
  • Corresponding transient disturbances are also due to the switching on and off of the main switch of an electric motor driven rail vehicle caused.
  • the sparking between contact wire and pantograph occurs in particular to discontinuities of the contact wire, such as when crossing branch points or phase separation points.
  • the described spark generating phenomena generate as a disturbance generator, a very broadband, transient interference spectrum, which is superimposed on the driving and return current, that flows into the overhead line or the contact wire and into the rails.
  • a very broadband, transient interference spectrum which is superimposed on the driving and return current, that flows into the overhead line or the contact wire and into the rails.
  • the circuit of the transient interference currents via parasitic capacitances between the catenary network and rail is closed.
  • the portion of the spark interference spectrum which is superimposed on the return current can now influence, in particular, those train protection systems which work with tracked vehicle antennas.
  • transient disturbances caused by the operation of other rail vehicles in the event that several rail vehicles are located on the same substructure section can also influence or disturb the train protection system or the vehicle antennas of other rail vehicles via the transient return currents in the rails.
  • corresponding disturbances can in principle also affect such rail vehicles that are not driven by an electric motor.
  • the present invention has for its object to provide a rail vehicle with at least one directed to the track vehicle antenna of a train protection system by which the noise immunity of the train control system is increased.
  • a rail vehicle with at least one directed to the track vehicle antenna of a train protection system, the car body of the rail vehicle and arranged in the region of one end of the rail vehicle axis are electrically connected by means of a capacitive connection and the at least one vehicle antenna at a greater distance from the end of the rail vehicle is arranged as the axis electrically connected to the car body.
  • the rail vehicle according to the invention is thus characterized in that its car body and an axis arranged in the region of one end of the rail vehicle are electrically connected by means of a capacitive connection.
  • vehicle body of the rail vehicle also encompasses those rail vehicles which are constructed from a plurality of cars or vehicle parts.
  • the car body of the rail vehicle which is electrically connected to the axle by means of the capacitive connection, thus to the car body of one of the cars or car parts of the rail vehicle.
  • the invention is based on the basic idea of not guiding the interference spectrum in the reverse current on the active side of the vehicle antenna to the track bed, but on the passive side of the vehicle antenna, ie above the vehicle antenna, in the vehicle body. It should be noted that vehicle antennas usually have a pronounced directivity and are up towards the car body out due to different measures, such as a corresponding shielding, relatively insensitive.
  • the vehicle antenna is arranged at a greater distance from the end of the rail vehicle than the axis electrically connected to the car body.
  • the at least one vehicle antenna viewed from the end of the rail vehicle, is arranged behind the axle which is electrically connected to the vehicle body by means of the capacitive connection.
  • This has the consequence that transient interference currents are conducted through the capacitive connection in the car body and thus pass the directed onto the track, arranged in an area below the car body vehicle antenna on its passive side.
  • This Störstromum technisch over the car body has the consequence that the noise current in the rails below the rail vehicle is reduced accordingly, so that coupled to the vehicle antenna, a significantly smaller interference magnetic field. As a result, this thus leads to a significant improvement or increase in the immunity of the vehicle antenna and thus also of the entire train control system against high-frequency, in particular transient disturbances.
  • the rail vehicle according to the invention is configured such that the capacitive connection comprises a capacitor electrically connected between the car body and the axle and a ground contact provided on the axle.
  • the capacitive connection comprises a capacitor electrically connected between the car body and the axle and a ground contact provided on the axle.
  • the rail vehicle according to the invention can also be developed such that the capacitive connection has a capacitance which is tuned to the inductance of the electrical connection between the car body and the axle, that the resulting resonant circuit has a resonant frequency in the range of a transmission frequency of the vehicle antenna.
  • the capacitance of the capacitive connection is chosen such that, in conjunction with the inductance of the supply line to the axis, ie for example to the ground contact, it forms a resonant circuit whose resonant frequency is in the range of a transmission frequency of the vehicle antenna.
  • the capacitive ground is advantageously extended to a "Saug Vietnameseerdung", which preferably causes a derivative of currents at frequencies in the range of the transmission frequency of the vehicle antenna. This is advantageous because this allows a diversion of transient or generally high-frequency currents through the car body and thus from the active area of the vehicle antenna also for such train protection systems whose transmission frequency or whose transmission frequencies are in the megahertz range.
  • an improvement in the immunity to interference for example, for the European Train Control System ETCS (European Train Control System) can be achieved, the receiving channel operates in a frequency range around 4.2 MHz.
  • the rail vehicle according to the invention can also be so pronounced that the car body and arranged in the region of the other end of the rail vehicle further axis are electrically connected by means of a further capacitive connection.
  • This offers the advantage that a well-defined return current path is provided across the body of the rail vehicle in both directions for the high-frequency transient interference currents.
  • the rail vehicle according to the invention is further developed such that at least one further vehicle antenna is arranged at a greater distance from the other end of the rail vehicle than the further axis electrically connected to the car body.
  • at least one further vehicle antenna is arranged at a greater distance from the other end of the rail vehicle than the further axis electrically connected to the car body.
  • high-frequency interference currents are advantageously independent of the direction of travel of the rail vehicle in front of depending on the direction of travel in each case active vehicle antenna in the car body of the Guided rail vehicle, which can be advantageously reduced significantly to the respective vehicle antenna acting interference magnetic fields.
  • the further capacitive connection comprises an electrically connected between the car body and the further axis further capacitor and provided on the further axis further grounding contact. Analogous to the relevant explanations in connection with the capacitive connection, this is a particularly simple and at the same time robust embodiment of the further capacitive connection.
  • the rail vehicle according to the invention can also be developed such that the further capacitive connection has a capacitance which is tuned to the inductance of the electrical connection between the car body and the further axis such that the resulting further resonant circuit has a resonance frequency in the range of a transmission frequency of the other Vehicle antenna has.
  • an effective diversion of the corresponding interference currents can be effected via the car body of the rail vehicle for radio frequencies in the megahertz range.
  • the grounding of the car body via the further capacitive connection and the further axis in the form of an electrical absorption circuit is formed.
  • the rail vehicle according to the invention can be a rail vehicle with any desired drive known per se.
  • vehicles without their own electric motor can also be affected by interference currents caused by other vehicles.
  • the rail vehicle according to the invention is driven by an electric motor and has a transformer which can be connected to a contact wire via a current collector.
  • the car body and the return current branch of the transformer are electrically connected by means of a first additional capacitive connection.
  • a first additional capacitive connection is advantageously to be realized such that a first additional capacitor is low-inductively looped or arranged between the return current branch or the return current line of the transformer and the car body. This can for example be done so that the return conductor directly is guided over the first additional capacitor, while the other terminal of the first additional capacitor areally connected, for example via a short busbar, with the car body.
  • the rail vehicle according to the invention can also be designed such that the car body and the high-voltage side of the transformer are electrically connected by means of a second additional capacitive connection.
  • a targeted introduction of transient interference currents originating in the contact wire or in the respective rail vehicle or their interaction can take place in the car body of the rail vehicle ,
  • the rail vehicle according to the invention is developed such that the rail vehicle has an electric motor drive with a DC-powered traction system.
  • the traction system comprises, in addition to at least one traction converter, if necessary, a mains filter upstream of the traction converter.
  • the rail vehicle according to the invention is further configured such that the car body and the return leg of the traction system are electrically connected by means of a third additional capacitive connection.
  • the car body and the high-voltage side of the input of the traction system are electrically connected by means of a fourth additional capacitive connection.
  • the advantages of the two aforementioned preferred developments of the rail vehicle according to the invention in the case of a DC voltage supply essentially correspond to the previously described preferred developments of the rail vehicle according to the invention in the case of an AC power supply, so that reference is made in this regard to the respective above statements.
  • the rail vehicle may also be a multi-system vehicle provided for both the AC power supply and the DC power supply.
  • the vehicle antenna may basically be a vehicle antenna of any train control system. It is essential here only that the vehicle antenna is directed to the track, that is usually mounted below the car body or on a bogie to allow communication with a track-side device arranged in the track.
  • the track-side device may in particular be a balise, for example the national Spanish train control system ASFA.
  • the at least one vehicle antenna is a vehicle antenna of the European train control system ETCS (European Train Control System).
  • ETCS European Train Control System
  • ETCS European Train Control System
  • ETCS also has a sensitivity to interference currents in the tracks.
  • ETCS malfunctions usually result in forced braking of the vehicle in question, which can result in significant delays and disruption to rail transport.
  • the rail vehicle according to the invention thus offers the possibility of improving the noise immunity of this comparatively new train control system intended for the whole of Europe on the vehicle side.
  • the rail vehicle according to the invention is an electric multiple unit. This is advantageous since disturbances of the vehicle antenna or of the respective train protection system due to high-frequency interfering currents in the rails can also be observed in particular in the case of electric multiple units with distributed traction.
  • a rail vehicle 1 is shown in the form of an electric multiple unit. For reasons of clarity, only one half of the train is shown.
  • the rail vehicle 1 has a final carriage 2, a transformer car 3 and a middle car 4 only partially shown.
  • the cars 2, 3, 4 each have a car body 5a, 5b, 5c and bogies 6a, 6b, 6c, 6d, 6e with axles or wheels 7a, 7b, 7c, 7d, 7e, 7f, 7g, 7h, 7i, 7j on.
  • the representation of the figure is merely a simplified schematic representation for purposes of explanation of the invention.
  • the car bodies 5 a, 5 b, 5 c of the car 2, 3, 4 of the rail vehicle 1 are also referred to hereafter as a car body in its entirety. This applies on the one hand against the background that the invention described with reference to the embodiment is also applicable to rail vehicles with continuous car body;
  • the car bodies 5a, 5b, 5c of the carriages 2, 3, 4 in the embodiment of the figure are electrically connected to each other via equipotential bonding conductors 12a, 12b, so that they can also be considered as one unit from an electrical point of view.
  • the transformer carriage 3 is electrically connected to a contact wire 35 via a current collector 15.
  • the removed from the contact wire 35 electrical energy is supplied via a main switch 14 of the high voltage side of a transformer 13 of the rail vehicle 1.
  • This is thus a conventional connection of the electric motors of an electric motor-driven, AC-powered rail vehicle to the contact wire 35 and the corresponding high-voltage network.
  • the following explanations are essentially analogous to the case of an electric motor-driven rail vehicle with DC power supply,
  • a DC voltage of 600 V, 750 V, 1.5 kV or 3 kV apply.
  • the transformer 14 is to be replaced by a traction system which, in addition to at least one traction converter, optionally comprises a line filter upstream of the traction converter, the remaining components remaining largely unaffected by this.
  • the rail vehicle may also be a multi-system vehicle, which is provided for both the DC voltage supply and the AC voltage supply, the following embodiments being applicable to both systems.
  • the transformer carriage 3 or more precisely the axes 7f and 7g of the transformer carriage 3 have grounding contacts 10a, 10b for the operating ground.
  • a grounding contact 11 is provided for the protective ground.
  • a corresponding interference current now passes through the rails or the track 30 Height of a vehicle antenna 25 of a train protection system, couples the magnetic field surrounding the interference current to the vehicle antenna 25 a.
  • the frequency range and the amplitude of the signal transmission of the train protection system which includes the vehicle antenna 25, it may interfere with the reception channel of the train control system by superimposing this transient magnetic field with the Nutzmagnetfeld the vehicle antenna 25.
  • Interference currents of the type described above are particularly affected electric multiple units in AC and / or DC operation with distributed traction.
  • types of train protection systems are vulnerable to corresponding failures that operate at a given time not with two, but only with a vehicle antenna. The reason for this is that when using only one vehicle antenna eliminates the possibility of common mode rejection of the interference fields.
  • Corresponding train protection systems, each having only one active vehicle antenna usually use balises in the track bed.
  • the car body 5a, 5b, 5c of the rail vehicle 1 and arranged in the region of one end of the rail vehicle 1 axis 7a are electrically connected by means of a capacitive connection.
  • the capacitive connection comprises a capacitor 16 electrically connected between the car body 5a, 5b, 5c and the axle 7a and a ground contact 17 provided on the axle 7a. This means that the first axle 7a of the rail vehicle 1 is connected to the car body via the condenser 16 5a, 5b, 5c of the rail vehicle 1 is connected.
  • the vehicle antenna 25 is located behind the direction of travel electrically to the car body 5a of the rail vehicle 1 with respect to a leftward direction of travel, that is, as shown in FIG. the vehicle antenna 25 has a greater distance from the end of the rail vehicle 1, in the region of which it is arranged, than the axis 7a electrically connected to the vehicle body 5a.
  • the vehicle antenna 25 is preferably arranged after the first bogie 6a of the rail vehicle 1.
  • the car body 5b of the transformer vehicle 3 and the return current branch of the transformer 13 are electrically connected by means of a first additional capacitive connection.
  • first additional capacitors 19a and 19b are provided.
  • the first additional capacitors 19a, 19b thus cause high-frequency currents from the reverse-current branch of the transformer 13 are also introduced into the car body 5a, 5b, 5c of the rail vehicle 1.
  • the figure also shows the possibility that the car body 5a, 5b, 5c of the rail vehicle 1 and the high-voltage side of the transformer 13 are electrically connected by means of a second additional capacitive connection.
  • the second additional capacitive Connection to a second additional capacitor 20 in the form of a Hochwooddenstors in the form of a Hochwooddenstors.
  • the rail vehicle 1 has another transformer car, this preferably corresponds to the illustrated transformer car 3 with regard to the components provided. The same applies analogously with regard to the construction of the other end car of the rail vehicle 1.
  • the transient noise current thus prefers due to the inductive coupling to the catenary, i. to the trolley wire 25, and the very low-impedance, well-conductive car body 5a, 5a, 5c as remindstrompfad the car body 5a, 5b, 5c, so that only a small part of the noise current under the rail vehicle 1 in the rails 30 flows.
  • the vehicle antenna 25 behind the capacitive ground of the car body 5a, 5b, 5c, i.
  • the noise immunity of the vehicle antenna 25 or the associated train control system is advantageously improved significantly.
  • the capacitive connection advantageously has a capacitance, the so on the inductance 18 of the electrical connection between the car body 5a of the end car 2 and the Axis 7a is tuned that the resulting resonant circuit has a resonant frequency has in the range of a transmission frequency of the vehicle antenna 25. If a corresponding vote would not take place, the inductance of the connecting line between the capacitor 16 and the Raderd- or grounding contact 17 at high frequencies would form too high a complex resistance, so that the derivative of the disturbance on the capacitor 16 may no longer work satisfactorily would.
  • the described principle of the tuned absorption circuit can in principle also be used with respect to the first additional capacitors 19a, 19b or with respect to the second additional capacitor 20. This applies in particular to the case in which a low-inductance connection between the high-voltage or reverse-current line and the carbody 5a, 5b, 5c is not possible since, for example, branch lines to the first additional capacitors 19a, 19b or to the second additional capacitor 20 are required.
  • C denotes the capacitance, L the inductance and f the reception or transmission frequency of the train control system.
  • a capacitor with the thus determined capacity can be introduced or looped into the connecting line to the Raderd- or grounding contact 17.
  • the real installation situation of the capacitor 16 for the series solution must be reproduced exactly in order to take into account the influence of parasitic capacitances and inductances already in the experimental setup.
  • the resonance frequency of the resonant circuit thus formed can then be determined. This can for example be done so that the supply line to the grounding contact 17 is wrapped with a line which short-circuits an output of a test generator with an internal resistance of, for example 50 ⁇ .
  • the voltage across the capacitor 16 is tapped and measured, which can be done for example by means of an oscilloscope and an upstream 10: 1 probe with 10 M ⁇ internal resistance.
  • the maximum voltage in the capacitor 16 is determined and the corresponding frequency read.
  • the line inductance can now be determined exactly. In a re-measurement with a capacitor 16 having a correspondingly changed capacity, then the frequency at which the maximum voltage occurs, should match the transmission frequency of the train protection system substantially.
  • the capacitor 16 should preferably have the lowest possible tolerance as well as temperature and long-term drift.
  • the quality of the absorption circuit is comparatively low, i. there is no excessive elevation of the resonance curve, this has the effect or advantage that in this case the absorption circuit has a broadband effect and component tolerances or drifts have a comparatively small influence on the effectiveness of the circuit.
  • the rail vehicle according to the invention makes it possible by means of comparatively simple vehicle-related measures, which are associated with a comparatively low cost, to significantly improve the immunity to interference of vehicle antennas directed onto the track or the associated train control systems.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP10757180.4A 2009-09-29 2010-08-25 Schienenfahrzeug Active EP2483126B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10757180T PL2483126T3 (pl) 2009-09-29 2010-08-25 Pojazd szynowy

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009048666.6A DE102009048666B4 (de) 2009-09-29 2009-09-29 Schienenfahrzeug
PCT/EP2010/062395 WO2011039002A1 (de) 2009-09-29 2010-08-25 Schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP2483126A1 EP2483126A1 (de) 2012-08-08
EP2483126B1 true EP2483126B1 (de) 2015-04-01

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ID=43128909

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10757180.4A Active EP2483126B1 (de) 2009-09-29 2010-08-25 Schienenfahrzeug

Country Status (11)

Country Link
US (1) US8690108B2 (zh)
EP (1) EP2483126B1 (zh)
CN (1) CN102574535B (zh)
BR (1) BR112012007126A2 (zh)
DE (1) DE102009048666B4 (zh)
DK (1) DK2483126T3 (zh)
ES (1) ES2537119T3 (zh)
PL (1) PL2483126T3 (zh)
PT (1) PT2483126E (zh)
RU (1) RU2506185C2 (zh)
WO (1) WO2011039002A1 (zh)

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DE102012217777A1 (de) * 2012-09-28 2014-04-03 Siemens Aktiengesellschaft Steuerung eines Schienenfahrzeugs
DE102013216700B4 (de) * 2013-08-22 2022-01-27 Siemens Mobility GmbH Ladung von batteriefahrtfähigen Straßenfahrzeugen
DE102014213073A1 (de) 2014-07-04 2016-01-07 Siemens Aktiengesellschaft Hochspannungseinrichtung für ein Fahrzeug
CN106253098A (zh) * 2016-08-24 2016-12-21 泰富重工制造有限公司 移动变电供电装置
DE102016116069A1 (de) * 2016-08-29 2018-03-01 Volkswagen Aktiengesellschaft Vorrichtung zum Vermindern hochfrequenter Störströme sowie Fahrzeug
JP6767941B2 (ja) * 2017-07-18 2020-10-14 株式会社京三製作所 車上装置及び地上装置
JP6739665B2 (ja) 2017-10-27 2020-08-12 三菱電機株式会社 鉄道車両用床下装置
CN110304080A (zh) * 2019-06-25 2019-10-08 同济大学 一种中低速磁悬浮列车牵引驱动系统
DE102019211454A1 (de) 2019-07-31 2021-02-04 Siemens Mobility GmbH Anordnung für einen hochfrequenten Potenzialausgleich
DE102019213202A1 (de) * 2019-09-02 2021-03-04 Siemens Mobility GmbH Mehrgliedriges Schienenfahrzeug
CN111347943B (zh) * 2020-04-07 2023-08-08 中车株洲电力机车有限公司 一种轨道交通车辆接地系统

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Also Published As

Publication number Publication date
BR112012007126A2 (pt) 2016-07-12
PT2483126E (pt) 2015-06-25
CN102574535A (zh) 2012-07-11
RU2506185C2 (ru) 2014-02-10
DK2483126T3 (da) 2015-06-22
DE102009048666B4 (de) 2015-08-20
ES2537119T3 (es) 2015-06-02
PL2483126T3 (pl) 2015-08-31
US20120181391A1 (en) 2012-07-19
DE102009048666A1 (de) 2011-03-31
US8690108B2 (en) 2014-04-08
RU2012117136A (ru) 2013-11-10
EP2483126A1 (de) 2012-08-08
CN102574535B (zh) 2015-02-25
WO2011039002A1 (de) 2011-04-07

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