EP2620347B1 - Commande d'aiguillage non-rétractable de chemin de fer - Google Patents

Commande d'aiguillage non-rétractable de chemin de fer Download PDF

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Publication number
EP2620347B1
EP2620347B1 EP12152344.3A EP12152344A EP2620347B1 EP 2620347 B1 EP2620347 B1 EP 2620347B1 EP 12152344 A EP12152344 A EP 12152344A EP 2620347 B1 EP2620347 B1 EP 2620347B1
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EP
European Patent Office
Prior art keywords
switch
trailing
switch machine
rod
points
Prior art date
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Active
Application number
EP12152344.3A
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German (de)
English (en)
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EP2620347A1 (fr
Inventor
Davide Guglielmo
Stefano Bittoni
Frederic Fournel
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Alstom Ferroviaria SpA
Original Assignee
Alstom Ferroviaria SpA
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Application filed by Alstom Ferroviaria SpA filed Critical Alstom Ferroviaria SpA
Priority to PL12152344T priority Critical patent/PL2620347T3/pl
Priority to EP12152344.3A priority patent/EP2620347B1/fr
Priority to ES12152344.3T priority patent/ES2527964T3/es
Publication of EP2620347A1 publication Critical patent/EP2620347A1/fr
Application granted granted Critical
Publication of EP2620347B1 publication Critical patent/EP2620347B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
    • B61L5/10—Locking mechanisms for points; Means for indicating the setting of points
    • B61L5/107—Locking mechanisms for points; Means for indicating the setting of points electrical control of points position
    • 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
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions

Definitions

  • the invention relates to a non trailable switch machine for railroad switches or the like, which switch machine comprises:
  • Switch machines of the above kind are known and examples of such switch machines are disclosed in the following documents of the same applicant: EP 1594732 or EP 1024988 , EP1024987 , EP1219521 and 712772 .
  • the said documents show that for a switch machine it is possible to provide various kinds of driving units using also different kinds of driving power.
  • One kind is provided with an electric motor which rotational motion is transformed in a linear motion which is transmitted to the blades by means of a driving rod.
  • Other kinds of switch machines are driven by means of hydraulic actuators which actuating rod is mechanically linked directly or by means of a further driving rod to the points of the switch.
  • the document EP 0 709 661 A2 discloses a sensor for measuring the forces during switch operation.
  • the locking/unlocking means can also be of different kind and these means are driven by an over stroke of the driving unit and particularly of the driving rod provided at the beginning of the driving phase for unlocking the points before beginning their displacement and at the end of the driving phase, after the points has reached their end position, for locking the points in this position.
  • the means for detecting and signaling the correct execution of the displacement stroke of the points and/or of the movable crossing point from one of the two conditions, normal condition or reverse condition to the other are normally electric switches which are also driven by at least one part of the stroke of the points and/or of the movable crossing point or by the said initial and terminal over-stroke and which electric switches opens or close their contact, thereby generating or modifying a control signal indicating the status of the switch machine relatively to the correct position of the points also considering the driving command sent to the switch machine, i.e. considering if the position of the points and/or of the movable crossing point is consistent with the said driving command sent to the driving unit of the switch machine.
  • Trailing actions carried out on the switch consist in the fact that a force is directly exerted on the switch points due to the passage of the train entering the turnout from the movable crossing, which train is coming from the wrong direction respect to the position of the switch.
  • a train entering the turnout from the crossing finds the turnout with the switch blade and the movable crossing points in the improper position, the wheels of the train act on the switch points and force them from the predefined - improper - position to the proper position they should have.
  • a non trailable switch machine may be damaged or not depending on the kind of trailing action suffered.
  • a train may enter only for a short time and for a certain path or distance the switch and the trailing action is short in time and/or the wheels of the train enter the switch only for a certain path not completely pushing the points and/or of the movable crossing point in the wrong direction and in contrast to the locking forces of the point and/or of the movable crossing point due to the locking mechanism.
  • the switch has been trailed but the event was not able to cause a damage of the operating units of the switch. Trailing events are normally signaled since the detecting and signaling means of the correct position of the points and/or of the movable crossing point will reveal a temporary change in position of the points and/or of the movable crossing point and thus of the status of the switch which is defined as loss of detection.
  • the normal operative condition can be retrieved by activating the switch for executing two consecutive strokes passing from the current normal or reverse condition to the other condition and back to the starting normal or reverse condition. After this operation the relation between point stroke and/or stroke of the crossing point, correct position of the points and/or of the movable crossing point and detection signals of the operative condition of the switch is reestablished and the switch is again perfectly operative if the switch machine is still functional in correctly displacing the points and/or the movable crossing point in response to a driving command.
  • Temporary loss of detection may also be caused by trailing actions which exerts a high stress on the operative units of the switch machine, and which have a high probability of damaging the said operative units. If the damages do not prevent the switch machine from displacing the points and/or the movable crossing point bringing the said points or the said movable crossing point till to the correct end positions, a detection of the switch may be reestablished according to the above described procedure and no information will be available on the potentially damaged condition of the switch machine due to the trailing action.
  • the present invention aims to provide a switch machine of the non trailable kind as described at the beginning and which switch machine can improve the level of security avoiding at the same time costs and long times for reestablishing the functionality of switch subjected to a trailing action.
  • the present invention achieves the above mentioned aims with a non trailable switch machine for railroad switches or the like, which switch machine comprises:
  • Preventing the operation of the switch in the sense of the present invention means disabling the switch machine from carrying out the displacement of the blades and/or of the crossing point or stopping the passage of a train on the turnout or both actions.
  • the switch machine is able to classify the trailing forces between "dangerous trailing forces” with potential damage to the turnout or its components (superstructure and switch system), and “non dangerous trailing forces". This classification permits to optimize expenses related to corrective maintenance after trailing events.
  • a "non dangerous trailing" is not detected or detected trough a loss of detection of the turnout, but the customer operators are able to recover detection of the turnout from remote position without inspecting the turnout.
  • a "dangerous trailing" is detected trough a loss of detection of the turnout, and the only way to recover detection of the turnout is to substitute the damaged parts.
  • the trailing detection sensor is able to detect the level of trailing forces, and drives means for signalling the trailing and for irreversibly disabling the operation of the switch machine, particularly in the sense defined above.
  • the said means for preventing the operation of the switch machine may comprise a comparator which compares the sensed at least one physical parameter to a threshold value for this parameter and setting means for setting a desired value for the said threshold in the said comparator, while means for signaling the trailing event and disabling the switch machine when the measured physical parameter reaches and/or is higher than the said threshold value are driven by the said comparator.
  • Any kind of means can be used, such as mechanical means, electric and/or electronic means and also hydraulic means or combination of these means for constructing the said sensors, comparator and disabling means.
  • the physical parameters for evaluating the force exerted by the trailing action on the switch box can be only one for example the simple displacement stroke of the points and/or of the crossing point by the trailing action or a combination of several physical parameters.
  • a preferred embodiment provides a sensor measuring both stroke and force.
  • the means for signalling the trailing and for irreversibly disabling the operation of the switch machine which are driven by the trailing detecting sensor are a trailing detection circuit which is opened in a reversible way in case of "non dangerous trailing", and in a non reversible way in case of "dangerous trailing".
  • the trailing detection circuit can be in the form of a switch unit which is connected in series to a driving line for feeding the driving signal to the switch machine for opening/closing the said driving line and thus irreversibly disabling the operation of the switch machine or which is connected in the line for transmitting the electric control signals of the switch point status for reversibly or irreversibly opening this line.
  • the embodiment providing a reversible or irreversible opening of the line for transmitting the electric control signals of the status of the switch machine is particularly advantageous since in the case of a "dangerous trailing action", once the line for transmitting the electric control signals is irreversibly open, a faulty condition of the switch machine is irreversibly signaled to a remote control station which will release the safety proceedings provided in the case of a faulty status of a switch machine.
  • This safety proceeding involves stopping passage of trains on the turnout, for example by a red light signal or other means for stopping a train.
  • the trailing detection switch In case of a "non dangerous" trailing action the trailing detection switch will not open or open reversibly the line for transmitting the detection signals of the status of the switch machine and so after the trailing action has ceased the said line is again closed and the faulty signal is reversed. In this case the switch is not disabled and the electric detection of the switch can be reestablished by means of the above described maneuver.
  • Interrupting the lines for transmitting the detection signals generated by the detecting and signaling switch to a remote control station will simulate a incorrect functionality of the switch machine and thus start the safety proceeding according to which several wayside signaling units will be commutated in the condition ensuring the highest level of security. For example trains on adjacent blocks will be stopped and the light signals will be commutated to red etc. etc.
  • the advantage resides in the fact that the logical engine of the interlocking system which manages the driving of the wayside apparatus of a railway system and also the switch machines already is able to manage in a safety way situations in which a switch is non functional so that in case of a dangerous trailing action, the simulation of a faulty status of the switch machine allows to start well known and already tested and implemented routines in the interlocking system.
  • a preferred embodiment is provided with mechanical means for sensing the physical parameters of the trailing action and for preventing the operation of the switch machine when the trailing action has exerted a mechanical stress on the switch machine and on the points and/or on the crossing point which reaches or exceed a certain threshold value, by measuring the force and the displacement caused by the said trailing action.
  • the driving unit of the points and/or of the crossing point comprises a motor unit generating the displacement stroke and a mechanical link for dynamically coupling the driving motor to the points and/or to the crossing point for transmitting the said displacement stroke of the motor to the points and/or to the crossing point.
  • the mechanical link is provided with a first and a second elements which are displaceable one with respect to the other and between which an elastic element is provided which elastic element opposes with a certain force the said relative displacement of the two elements in the direction of the displacement of the point and/or of the crossing point due to a trailing action on the said points and/or on the crossing point, the said elements further driving electric switch means for closing/opening the driving circuit of the switch machine.
  • the said first and second elements being further provided with non releasable automatic locking means which non releasable automatic locking means are activated when the said two elements have executed a certain displacement stroke against the said elastic element in the direction of the trailing action, the said displacements stroke causing also the commutation of the said electric switch means for closing/opening a detection circuit of the switch machine in an open condition in which the control of the switch machine and thus it operation is prevented.
  • the elastic element is dimensioned in such a way that the telescopic function is avoided during normal functioning which can be the normal driven displacement of the points and/or of the crossing point or the normal passage of a train, i.e. the train passing over the switch with the correct direction and the correct setting of the points and/or of the crossing point.
  • the two elements are formed by a telescopic driving rod connecting dynamically a motorized unit to the points and/or to the crossing point, the two parts of the driving rod being telescopically linked one to the other forming the said displacing elements and an elastic element being placed between the two said rod elements acting against a displacement of the two rod elements one relatively to the other.
  • Each one of the said rod elements carries at least one contact element of two cooperating contact elements of an electric switch, which contact elements are in a coinciding position when the rod is unstressed in its axial direction thus generating an electric contact and which contact elements are offset when the said rod is subjected to an axial stress either by compression or by elongation thereby opening the electric contact between them.
  • the telescopic rod together with the spring may be designed alternatively for revealing responding to a trailing action either with a compression of the telescopic rod as the example described above or with an elongation of the telescopic rod, the two alternatives being substantially equivalent and depending on the configuration of the switch machine and on the preloading of the spring.
  • the trailing action exerted by the wheels of a train on a point or on a crossing point determines an elongation of the telescopic rod against the spring element, this elastic element being placed between a radial retention element at the opening of an axial hole of the first rod element inside which an end segment of the second rod is slidably housed and a radial retention element secured on the said end segment of the second rod element inside the said axial hole, so that a relative displacement of the two rod elements in the sense of elongation of the telescopic rod will compress the spring element.
  • One of the said telescopic rods carry furthermore at least one radial internal pin which is subjected to an elastic load in a radial direction towards the centre of the rod by a spring element, while the other rod element is provided with a peripheral notch or annular groove, which in an unstressed condition of the telescopic rod is provided at a certain axial distance from the said radial tooth, the said axial distance being of a certain length such that when a certain stress of compression is exerted on the telescopic rod the two rod elements are displaced one against the other, in contrast to the action of the elastic element between them, the electric contact on the said rod elements are offset one with respect to the other and the notch or groove is brought in coincidence of the radial tooth when a certain value of the elongation force is reached, thereby causing the opening of the electric contact between the two contact carried by the two rod elements and the radial tooth driven by the spring element being forced in the notch or groove thereby axially locking the two rod elements in this position.
  • the trailing detection switch is in the permanently opened condition determining a permanent loss of the electric detection signal of the status of the switch machine.
  • FIG 1 a first embodiment of the present invention is illustrated by means of a schematic view of a switch which is driven by several switch machines 1 distributed over the length of the points of the switch and one switch machine for the frog indicated by numerals 2.
  • This kind of switch machines are well known in the art and for example are disclosed in document EP 1594732 which description is to be considered part of the present one.
  • the switch machines are driven by an electric motor and all the operative units and organs are housed in a case having the form and the dimensions and also the function of a sleeper.
  • Similar switch machines may also use hydraulic actuators as for example disclosed in document EP 712772 where the case is not a sleeper like one as in the traditional switch machines.
  • each of these kind of switch machines there is a motorised driving unit which generates a linear driving motion.
  • This motion is transmitted by means of a mechanical link to the points P1, P2 of the switch in order to displace the said points P1, P2 from a position in which one of the two points P1 is thrown against an adjacent rail R1 while the other point P2 is at a distance from the adjacent rail R2 to a position in which the said second point P2 is thrown against the rail R2 and the first point P1 is at a distance from the rail R1 (the numbering being referred to figure 8a ).
  • the movable point crossing machine provides by means of a motor which may be hydraulic or electric that the only point is moved from one side of the cradle to the other.
  • Each switch machine has further means for locking the point P1 and P2 in its thrown position against the corresponding rail R1 and R2 which means are also disclosed in the above mentioned documents and are activated relatively to the locking action at the end of the displacing stroke of the points P1, P2 after the points has reached their end position.
  • the locking means are deactivated before the points begins to be displaced from their current position for changing the status of the switch allowing the points to carry out the displacement stroke.
  • every kind of switch machine has also means for generating electric detection signals indicating whether due to a driving command the points has been displaced and has reached their correct position at the end of the displacement stroke.
  • This means are generally in the form of electric switches which are housed in the switch machine and which are part of a signalling circuit or line 3 transmitting the status signals of the switch machine operating condition to a remote control station 4.
  • a logic control apparatus such as an interlocking system receives the detection signals and depending on this signals transmits driving signals to different wayside apparatuses such as for example the light 5 which can be activated or deactivated signalling to the trains the operative condition of the switch and the allowance or prevention from passing over the turnout.
  • the simplified schematic figures 1 to 7 illustrates various trailing conditions of the switch and the response to this conditions of the trailing detection unit with which the said switch is provided according to the present invention.
  • This trailing detecting unit comprises a sensor for measuring the force exerted on the switch machine by the wheels of a train entering the switch from the crossing and with the switch points and or the crossing point in the incorrect position. As it appears from the figures the wheel of the train will push the points or the crossing point away from the current position to the opposite position which would be the correct one. Since the switch machine is non trailable, the force exerted by the train can be potentially dangerous for the switch machine which can be damaged.
  • the sensed trailing force is compared with the said threshold. If the said threshold is reached or overcome the comparator unit drives a switch disabling unit 6 which will permanently disable the switch until an onsite inspection and reestablishment of the functions has been carried out. Normally this intervention requires also that the potentially damaged operative organs or units of the switch are completely substituted.
  • the said disabling means 6 are in the form of a switch opening/closing the electric detection transmitting line which are driven in a permanently open condition of the said line when the trailing force measured falls in the rage considered as being dangerous for the switch machine.
  • the signal received by the remote control station is a signal indicating the loss of the electric detection of status of the switch and thus a faulty status of the switch, for which condition the safety measures to be taken by the logic control unit are already set so that no particular or different process has to be started.
  • these safety measures may provide for a disabling of the switch machine function or for preventing trains to pass over the turnout, or both. This situation is indicated in the figures 1 to 7 by one wayside apparatus which typically will be driven in different operative status depending on the said electric detection signal of the switch status and which apparatus is the light 5.
  • the trailing detection switch 6 is permanently commuted by the trailing detecting unit in a condition opening the lines 3 for transmitting the electric detection signal of the status of the switch to the remote control station 4, signalling in this way that the switch machine is in a permanently faulty operative condition, which can be reversed only by a human local intervention on the switch machine.
  • the above functions and the generic trailing detecting unit can be constructed in any way using mechanical means, hydraulic means and electric or electronic means of a combination of the said means, depending on the choice of the skilled person.
  • FIG 8a One specific and preferred embodiment which is illustrated in figure 8a and in the following figures 9 to 16 provides a combination of mechanical and electric means for the trailing detecting unit.
  • Figure 8a illustrates a switch machine being driven by a motor and being of the sleeper integrated kind. This specific features has not to be considered as limiting the present invention.
  • the shaft of the motor M is rotatably connected to a shaft of a transmission 10 transforming the rotational motion in a linear motion.
  • the transmission is connected by means of a pushing pulling pin 110 to a point driving rod 11.
  • the point driving rod 11 is mechanically connected by links 111 to each point P1, P2 at opposite ends.
  • the driving rod is also connected to locking/unlocking units 13. This units are activated by a over stroke of the driving rod after one of the points has reached the thrown position to the corresponding rail, in the sense of locking the driving rod and thus the points in this condition.
  • the driving rod is a telescopic one being formed by two rod elements 211, 311 one of which has one end which slidably housed in an internal axial hole of the other.
  • Each rod element 211, 311 is linked with its end opposite to the other rod element to the corresponding point and to a locking/unlocking unit 13.
  • Figures 9 to 16 illustrates various operating conditions of an enlarged view of a particular of a specific preferred embodiment of the telescopic rod 11.
  • the first rod element 311 has an axial hole at one end in which the second rod element 211 is housed slidably with its end part opposite to a connection terminal 20.
  • the second rod element 211 is a composition of a plug 21 and a shaft passing through it.
  • the plug 21 is secured at the end of the said first rod element 311.
  • the diameter of the shaft of the second rod 211 being smaller than the diameter of the axial hole of the plug 21.
  • the said plug 21 forming a radial abutment or backing surface.
  • the said rod element 211 also carries a radial abutment element 22 and a spring 23 is placed between the said plug 21 and the said abutment element 22.
  • the load of the spring is such that under normal functioning conditions the rod 11 is prevented to carry out its telescopic functions.
  • a trailing action is exercised on the switch by applying a displacement force on a point P1, P2, or on the crossing point the telescopic rod is subjected to an elongation because the two rod elements 211 and 311 are displaced away one from the other by the trailing force overcoming the spring load which spring 23 is compressed.
  • the spring will bring the rod to its original length if the force exerted on the telescopic rod has not reached a certain level at which this force becomes dangerous for the integrity of the operative organs and units of the switch. In this condition the elongation of the telescopic rod has reached a measure for which locking means are activated which locks the two rod elements in their elative position.
  • the locking mechanism consist of an annular groove 25 on the second rod element 211 which is sliding inside the first rod element 311 and of at least a radial locking pin 24 which is carried by the plug 21 and is loaded by a spring element (not shown) in a radial direction against the inner second rod element 211. More than one radial pin can be provided.
  • the radial pin 24 or each radial pin is housed slidably in a radial hole in the wall of the plug of the second rod 211 fixed to the first rod element 311 as well as the spring.
  • the two rod further carry in a angularly and axially coincident position each a couple of electric contacts indicated respectively with 31, 32 and 41, 42.
  • each couple 31, 32 and 41, 42 on the two rod elements 311, 211 When the two rod elements are in an unstressed condition, this means when the switch is under normal function conditions, the contacts of each couple 31, 32 and 41, 42 on the two rod elements 311, 211 are in a overlapped condition and in a electric conductive state each contact 31, 32 on one rod element 211 cooperate with one of the contact 41, 42 on the other rod element 311 forming two electric switches which are commutated in a closed or open condition depending on the relative position of the two rod elements one with respect to the other.
  • each couple of cooperating contact 31, 41 and 32, 42 is connected in series with the line 3 for transmitting the electric detection signals from the electric detection switch of the switch machine to the remote control station 4. So depending on the relative position of the two rod elements 211 and 311 the electric detection signal is lost by the remote control station thereby signalling a faulty operative condition of the switch machine.
  • the position of the contacts and their surface particularly their axial extension which is the extension in the direction of displacement of the two rod elements 211, 311 is chosen in such a way that when the two rod elements 211, 311 are displaced in such a way that the locking pins have been forced in the groove 25 thereby locking the said two elements one to the other, the cooperating contact 31, 41 and 32, 42 are offset in such a way as to opens the electric contact and the detection transmitting line 3 is open in a permanent way, since due to a human action the locking is released and the rod has been brought to the unstressed condition.
  • the figures 9 to 16 illustrates the said mechanism in the different trailing conditions as the ones described with figures 1 to 7 .
  • Figure 13 illustrates the condition of the rod 11 when the trailing is complete, this means when the trailing forces has reached the said dangerous level.
  • Figures 14 to 16 illustrates the behaviour of the rod 11 when after having reached the condition of figure 12 (a force near to the dangerous level) the trailing action is progressively reduced due to the fact that the train is leaving the switch.
  • the electric contact 31, 32, 41, 42 may be used for generating also different kind of detection signals which indicates the faulty condition of the switch in a permanent or non permanent way depending on the force level exercised on the switch by the trailing action depending on the interlocking system provided for controlling the railway plant and on other configuration choices.
  • Figure 8b illustrates a variant embodiment which relates to a movable crossing machine according to an exemplary embodiment in which the hydraulic driving unit comprises an hydraulic cylinder linked to the points by means of a telescopic movable crossing point rod.
  • This movable crossing point machine is driven by an hydraulic cylinder 50 which is mechanically linked with a connection 150 to a rod 11.
  • the rod 11 has a telescopic construction according to the one disclosed with reference to figures 9 to 16 .
  • the two rod elements which are telescopically sliding one in the other are indicated with the same numeral as in figure 9 to 16 which are 311 and 211, as indicated by the numeral 311, 211.
  • Rod element 211 is linked at 20 to a locking/unlocking oscillating bolt 113 of a locking/unlocking unit 13.
  • the crossing point rod his formed by to rod parts departing symmetrically from a central link 111 to the crossing point (not illustrated), both rod parts extending in opposite direction.
  • Each rod part has a symmetrically identical construction being formed by two telescopically linked rod elements 211 and 311 and each rod element 211 at the end of rod element 311 opposite to the central link 11 to the crossing point being connected at 20 to a oscillating bolt 113 of a locking /unlocking unit 13.
  • the functionality of the telescopic rod parts 111 are similar to the one disclosed with reference to figure 8a and figures 9 to 16 , since the functions of the telescopic rod parts of the example of figure 8b are also described by the figures 9 to 16 and the corresponding description.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (15)

  1. Commande d'aiguillage non rétractable pour aiguillages de chemin de fer ou similaires, laquelle commande d'aiguillage comprend :
    une unité de commande (10, 11, 12, 50) pour déplacer les aiguilles de lame d'aiguillage (P1, P2) et/ou l'aiguille de croisement mobile de manière alternée les unes par rapport aux autres de deux positions de limite, dont l'une des positions est appelée position normale et l'autre desdites deux positions est appelée position inverse, et dans lesquelles positions, chacune des deux aiguilles de lame d'aiguillage est ouverte en grand ou ouverte par rapport au rail le plus proche (R1, R2), en alternance avec l'autre aiguille ou bien l'aiguille de croisement mobile qui est fermée de manière alternée d'un côté ou de l'autre du berceau de croisement ;
    l'unité de commande étant commandée à distance au moyen du signal de commande ;
    des moyens de verrouillage / déverrouillage (13) pour verrouiller au moins une aiguille (P1, P2) et/ou l'unité de commande dans la condition correspondant à ladite position normale ou inverse de l'aiguillage et empêcher le déplacement desdites aiguilles dû à n'importe quelle action exercée sur l'aiguille et pour déverrouiller lesdites aiguilles et/ou ladite unité de commande lorsque l'unité de commande est activée, permettant le déplacement des aiguilles de la condition normale à la condition inverse de l'aiguillage ou vice-versa ;
    des moyens pour détecter et signaler la condition de l'aiguillage suite à chaque activation de l'unité de commande, c'est-à-dire pour détecter et signaler la position des aiguilles (P1, P2) et/ou de l'aiguille de croisement mobile après chaque déplacement, d'une première position correspondant à la condition normale ou inverse de l'aiguillage à la seconde position correspondant à la condition inverse ou normale de l'aiguillage ;
    un capteur de détection de rétraction (11) pour mesurer au moins un paramètre physique décrivant la force exercée par l'action de rétraction sur la commande d'aiguillage et/ou sur les aiguilles (P1, P2), caractérisée en ce que des moyens (24, 25, 31, 32, 41, 42) sont en outre prévus pour empêcher de la manière réversible ou irréversible le fonctionnement de la commande d'aiguillage et/ou le passage d'un train sur le branchement en fonction des valeurs dudit au moins un paramètre physique mesuré.
  2. Commande d'aiguillage non rétractable selon la revendication 1, dans laquelle le capteur de détection de rétraction est prévu pour détecter le niveau des forces de rétraction, et actionne des moyens (31, 32, 41, 42) pour signaler la rétraction et des moyens (24, 25) pour désactiver de manière irréversible le fonctionnement de la commande d'aiguillage et/ou empêcher le passage des trains sur le branchement.
  3. Commande d'aiguillage non rétractable selon les revendications 1 ou 2, dans laquelle lesdits moyens pour empêcher le fonctionnement de la commande d'aiguillage et/ou le passage du train sur le branchement, comprennent un comparateur qui compare le au moins un paramètre physique détecté à une valeur de seuil pour ce paramètre et des moyens de réglage pour régler une valeur souhaitée pour ledit seuil dans ledit comparateur, alors que des moyens pour signaler le cas de rétraction et désactiver la commande d'aiguillage lorsque le paramètre physique mesuré atteint et/ou est supérieur à ladite valeur de seuil, sont actionnés par ledit comparateur.
  4. Commande d'aiguillage non rétractable selon la revendication 3, dans laquelle ledit capteur et/ou lesdits moyens pour empêcher le fonctionnement de ladite commande d'aiguillage sont des moyens mécaniques, des moyens électriques et/ou électroniques, des moyens hydrauliques ou la combinaison de ces moyens.
  5. Commande d'aiguillage non rétractable selon une ou plusieurs des revendications précédentes, dans laquelle le paramètre physique pour évaluer la force exercée par l'action de rétraction sur l'aiguillage est la course de déplacement des aiguilles et/ou de l'aiguille de croisement contre une force prédéterminée opposée à ladite action de rétraction.
  6. Commande d'aiguillage non rétractable selon une ou plusieurs des revendications précédentes, dans laquelle les moyens pour signaler la rétraction et pour désactiver de manière irréversible le fonctionnement de la commande d'aiguillage qui sont actionnés par le capteur de détection de rétraction, sont un circuit de détection de rétraction (31, 32, 41, 42, 3) qui est ouvert d'une manière réversible en cas de "rétraction non dangereuse" et d'une manière non réversible en cas de "rétraction dangereuse".
  7. Commande d'aiguillage non rétractable selon une ou plusieurs des revendications précédentes, dans laquelle le circuit de détection de rétraction se présente sous la forme d'une unité d'aiguillage (31, 32, 41, 42) qui est raccordée en série à une ligne de commande pour amener le signal de commande à la commande d'aiguillage pour ouvrir / fermer ladite ligne de commande et ainsi désactiver de manière irréversible le fonctionnement de la commande d'aiguillage ou qui est raccordée en série dans la ligne (3) pour transmettre les signaux de détection électriques de l'état de l'aiguille d'aiguillage à une station de commande à distance (4) pour ouvrir de manière réversible ou irréversible cette ligne (3).
  8. Commande d'aiguillage non rétractable selon la revendication 7, dans laquelle la condition d'ouverture permanente de la ligne (3) pour transmettre la détection électrique signale une condition défectueuse permanente de la commande d'aiguillage déclenchant la station de commande à distance (4) pour prendre des mesures de sécurité en activant l'appareil fixe et les lumières (5) dans la condition opérationnelle de sécurité.
  9. Commande d'aiguillage non rétractable selon une ou plusieurs des revendications précédentes, dans laquelle on prévoit des moyens mécaniques (11, 211, 311, 23) pour détecter les paramètres physiques de l'action de rétraction et pour empêcher le fonctionnement de la commande d'aiguillage ou empêcher le passage des trains sur le branchement lorsque l'action de rétraction a exercé un effort mécanique sur la machine d'aiguillage et sur les aiguilles et/ou l'aiguille de croisement, lequel effort mécanique atteint ou dépasse une certaine valeur de seuil, en mesurant la force et le déplacement provoqué par ladite action de rétraction.
  10. Commande d'aiguillage non rétractable selon la revendication 9, dans laquelle l'unité de commande des aiguilles comprend une unité motrice (M) ou un vérin hydraulique (50) générant la course de déplacement et une liaison mécanique (12, 11) pour coupler dynamiquement le moteur d'entraînement (M) ou le vérin hydraulique (50) aux aiguilles (P1, P2) et/ou à une aiguille de croisement mobile pour transmettre ladite course de déplacement du moteur ou du vérin hydraulique aux aiguilles et/ou à une aiguille de croisement mobile et dans laquelle la liaison mécanique (11) est prévue avec un premier et un second élément (211, 311) qui sont déplaçables l'un par rapport à l'autre et entre lesquels on prévoit un élément élastique (23), lequel élément élastique (23) s'oppose avec une certaine forme audit déplacement relatif des deux éléments (211, 311) dans la direction du déplacement de l'aiguille (P1, P2) et/ou de l'aiguille de croisement mobile dû à une action de rétraction sur lesdites aiguilles et/ou sur ladite aiguille de croisement mobile, lesdits éléments (211, 311) actionnant en outre des moyens d'aiguillage électriques (31, 32, 41, 42) pour ouvrir / fermer le circuit signalant la condition opérationnelle défectueuse de l'aiguillage, lesdits premier et second éléments (211, 311) étant en outre prévus avec des moyens de verrouillage automatique non amovibles (24, 25), lesdits moyens de verrouillage automatique amovibles sont activés lorsque lesdits deux éléments (211, 311) ont exécuté une certaine course de déplacement contre ledit élément élastique (23) dans la direction de l'action de rétraction, ladite course de déplacement provoquant également la commutation des moyens d'aiguillage électriques (31, 32, 41, 42) pour ouvrir / fermer un circuit de commande de la commande d'aiguillage dans une condition ouverte dans laquelle la commande de la commande d'aiguillage et donc de son fonctionnement, est empêchée.
  11. Commande d'aiguillage non rétractable selon la revendication 10, dans laquelle l'élément élastique est dimensionné de sorte que le déplacement est évité pendant le fonctionnement normal de l'aiguillage avec la bonne direction et le bon réglage des aiguilles, la force nécessaire pour déplacer les aiguilles et/ou les aiguilles de croisement mobiles étant inférieure à la force nécessaire pour étendre ou comprimer l'élément élastique.
  12. Commande d'aiguillage non rétractable selon une ou plusieurs des revendications 9 à 11, dans laquelle les deux éléments qui sont déplaçables l'un par rapport à l'autre sont formés par une tige de commande télescopique (11) raccordant dynamiquement une unité motorisée (M) ou le vérin hydraulique (50) par rapport aux aiguilles (P1, P2) et/ou à une aiguille de croisement mobile, ladite tige télescopique (11) étant formée par deux parties (211, 311) et un élément élastique (23) qui est placé entre deux desdits éléments de tige (211, 311) agissant contre un déplacement les deux éléments de tige l'un par rapport à l'autre.
  13. Commande d'aiguillage non rétractable selon la revendication 12, dans laquelle l'un desdits éléments de tige (211, 311) porte au moins un élément de contact (31, 32, 41, 42) des deux éléments de contact coopérants d'un aiguillage électrique, lesquels éléments de contact sont dans une position coïncidente lorsque la tige (11) est détendue dans sa direction axiale, générant ainsi un contact électrique et lesquels éléments de contact sont décalés lorsque ladite tige est soumise à un effort axial par compression ou par allongement, ouvrant ainsi le contact électrique entre eux.
  14. Commande d'aiguillage non rétractable selon les revendications 12 ou 13, dans laquelle l'action de rétraction exercée par les roues d'un train sur une aiguille détermine un allongement de la tige télescopique (11) contre l'élément de ressort (23), cet élément élastique étant placé entre un élément de retenue radial (22) au niveau de l'ouverture d'un trou axial du premier élément de tige (311) à l'intérieur duquel un segment d'extrémité de la seconde tige (211) est logé de manière coulissante et un élément de retenue radial (22) est fixé sur ledit segment d'extrémité du second élément de tige à l'intérieur dudit trou axial, de sorte qu'un déplacement relatif des deux éléments de tige dans le sens de l'allongement de la tige télescopique comprime l'élément de ressort.
  15. Commande d'aiguillage non rétractable selon une ou plusieurs des éléments 12 à 14, dans laquelle l'un desdits éléments de tige (211, 311) porte en outre au moins une broche interne radiale (24) qui est soumise à une charge élastique dans une direction radiale vers le centre de la tige par un élément de ressort, alors que l'autre élément de tige est prévu avec une encoche périphérique ou rainure annulaire (25) qui, dans une condition détendue de la tige télescopique, est prévue à une certaine distance axiale de ladite broche radiale (24), ladite distance axiale étant d'une certaine longueur de sorte que lorsqu'un certain effort d'allongement est exercé sur la tige télescopique, les deux éléments de tige sont déplacés l'un contre l'autre, en contraste par rapport à l'action de l'élément élastique (23) entre eux, les contacts électriques (31, 32, 41, 42) sur lesdits éléments de tige (211, 311) sont décalés l'un par rapport à l'autre et l'encoche ou rainure (25) est amenée en coïncidence de la broche axiale (24) lorsqu'une certaine valeur de la force d'allongement est atteinte, provoquant ainsi l'ouverture des contacts électriques entre les contacts (31, 32, 41, 42) portés par les deux éléments de tige (211, 311) et la broche radiale (24) actionnée par l'élément de ressort qui est forcé dans l'encoche ou rainure (25), bloquant ainsi axialement les deux éléments de tige dans cette position.
EP12152344.3A 2012-01-24 2012-01-24 Commande d'aiguillage non-rétractable de chemin de fer Active EP2620347B1 (fr)

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PL12152344T PL2620347T3 (pl) 2012-01-24 2012-01-24 Nierozpruwalne urządzenie przełączające dla przełączników kolejowych lub tym podobnych
EP12152344.3A EP2620347B1 (fr) 2012-01-24 2012-01-24 Commande d'aiguillage non-rétractable de chemin de fer
ES12152344.3T ES2527964T3 (es) 2012-01-24 2012-01-24 Mecanismo de cambio no talonable para cambios de ferrocarril o similares

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FR3059620B1 (fr) * 2016-12-01 2019-08-30 Vossloh Cogifer Dispositif de manœuvre pour aiguillage
CN109278802B (zh) * 2018-09-28 2020-05-22 北京全路通信信号研究设计院集团有限公司 一种交流道岔装置、系统及其控制方法
CN109278801B (zh) * 2018-09-28 2020-05-22 北京全路通信信号研究设计院集团有限公司 一种道岔表示装置
CN109677457A (zh) * 2019-01-09 2019-04-26 北京全路通信信号研究设计院集团有限公司 一种光纤传感道岔转辙机状态监测装置和方法
CN113251970B (zh) * 2021-04-30 2023-09-12 西安铁路信号有限责任公司 一种转辙机锁闭面磨损量的在线检测方法
CN113447257A (zh) * 2021-07-08 2021-09-28 吉林工程技术师范学院 一种转辙机的多功能测试台
CN113859303B (zh) * 2021-09-09 2024-05-03 逍游世界科技(成都)有限公司 一种道岔连接销智慧监测系统及其监测方法

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IT1242226B (it) 1990-10-10 1994-03-03 Sasib Spa Dispositivo di manovra per deviatoi ferroviari, in particolare per linee ad alta velocita'
AT399483B (de) * 1992-06-17 1995-05-26 Voest Alpine Eisenbahnsysteme Einrichtung zur erfassung von abweichungen des radlaufes für schienenweichen oder -kreuzungen
AT523U1 (de) * 1994-10-31 1995-12-27 Vae Ag Weichenstellkraftbolzen mit asymmetrischer krafteinleitung
IT1298019B1 (it) 1997-10-22 1999-12-20 Sasib Railway Spa Cassa di manovra per scambi ferroviari, ferrotranviari, o simili.
DE19821141A1 (de) * 1998-05-12 1999-11-18 Alcatel Sa Vorrichtung zur Stromversorgung eines im Betrieb einer Weiche angeordneten elektrischen Verbrauchers und Diagnoseeinrichtung für eine Weiche
AT407982B (de) * 1999-07-15 2001-07-25 Vae Ag Einrichtung zur erfassung von abweichungen eines radlaufes für schienenweichen oder -kreuzungen
ITSV20000062A1 (it) 2000-12-28 2002-06-28 Alstom Transp Spa Cassa di manovra per deviatoi ferroviari o simili con dispositivo anti-tallonamento di contrasto al tallonamento degli aghi del deviatoio
ITSV20030006A1 (it) 2003-02-18 2004-08-19 Alstom Transp Spa Cassa di manovra per deviatori ferroviari tramviari o simili.

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