EP2674346B1 - Procédé et système d'approvisionnement de puissance électrique pour des éléments de voie décentralisés d'un réseau de voies ferrées - Google Patents

Procédé et système d'approvisionnement de puissance électrique pour des éléments de voie décentralisés d'un réseau de voies ferrées Download PDF

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Publication number
EP2674346B1
EP2674346B1 EP12171764.9A EP12171764A EP2674346B1 EP 2674346 B1 EP2674346 B1 EP 2674346B1 EP 12171764 A EP12171764 A EP 12171764A EP 2674346 B1 EP2674346 B1 EP 2674346B1
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EP
European Patent Office
Prior art keywords
power
usage
field elements
decentralised
route
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EP12171764.9A
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German (de)
English (en)
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EP2674346A1 (fr
Inventor
Michael Fischer
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Siemens Schweiz AG
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Siemens Schweiz AG
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Priority to ES12171764.9T priority Critical patent/ES2528736T3/es
Priority to EP12171764.9A priority patent/EP2674346B1/fr
Priority to PCT/EP2013/058602 priority patent/WO2013185969A1/fr
Publication of EP2674346A1 publication Critical patent/EP2674346A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L7/00—Remote control of local operating means for points, signals, or track-mounted scotch-blocks
    • B61L7/06—Remote control of local operating means for points, signals, or track-mounted scotch-blocks using electrical transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical operation
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L7/00—Remote control of local operating means for points, signals, or track-mounted scotch-blocks
    • B61L7/06—Remote control of local operating means for points, signals, or track-mounted scotch-blocks using electrical transmission
    • B61L7/08—Circuitry

Definitions

  • the present invention relates to a method and system for providing electrical power to distributed field elements of a railway network.
  • Such decentralized field elements are used in rail transport networks to control the rail vehicles influencing and / or the rolling stock monitoring units and to monitor the functionality and to record and report back process data.
  • As Switzerlandbeeinlende units that give instructions to the driver or even make direct intervention in the vehicle control or directly set a safe track, for example, signals, points, balises, line conductors, track magnets and the like, as well as sensors for detecting process variables of the moving train, such as power consumption, speed and the like.
  • train and track section monitoring units can also be called balises and line conductors, but also axle counters and track circuits.
  • intelligent energy stores IES1 to IES4 are now connected to the energy transport network and the data transport network, so that these intelligent energy storage devices can communicate with the central signal box via the data transport network and thus a power consumption and / or delivery of one in the logic of the central interlocking implemented energy manager can be controlled.
  • the intelligent energy storage units have a local logic module, a regulation of an energy flow and a communication module.
  • WO2008 / 025414A2 describes a system for supplying field elements in a tunnel in which there is a data bus for driving and a power bus for supplying the field elements.
  • the present invention is therefore based on the object of specifying a system and a method for providing the electrical power to decentralized field elements of a railway network, with which a base load covered by means of a basic supply and storage elements can be charged so that they provide the required peak load when needed can.
  • the electrical supply network is then configured with regard to the base load and the storage elements to be used as well as the distinct location of these storage elements and created accordingly.
  • the driving operation is then carried out with this power supply network for the decentralized field elements arranged in the relevant road section.
  • the present invention results in a scaling of the power consumption and, on the basis of the route allocation which can be predicted by means of the timetable, provides a normative tool from which specifically timed and spatially resolved profiles of the electrical power consumption can be derived. These profiles are used to determine the base electric load, the peak load and the capacity and physical location of the energy storage devices. In this way results in a very detailed predictable models / profile of electrical power consumption, which can be provided later according to this model / profile. That's it Power supply network can be interpreted efficiently and according to requirements, whereby a careful handling of resources, such as copper cables, energy storage materials can be achieved.
  • the present invention may be provided to define at least two consumption classes, the first consumption class representing decentralized field elements with low and rather permanent power requirements and the second consumption class representing decentralized field elements having comparatively high, but short-lasting power requirements.
  • Decentralized field elements with low and rather permanent power requirements are, for example, light signals, balises, axle counters, track circuits and their respective control devices (so-called LEU's-Lineside Electronic Equipment).
  • Decentralized field elements with comparatively high but short-lasting power requirements are, for example, the point machines and barrier drives and their respective control devices.
  • the provided power comprises a reserve power which amounts to approximately 20 to 60 percent of the power requirement of the spatially and / or temporally resolved consumption profile.
  • the usable energy stores may be assigned power classes with regard to the amount of energy that can be provided by them.
  • a concordance list can be provided which compares the consumption classes corresponding energy storage suitable performance class.
  • FIG. 1 shows a schematic view of a section 2 of a railway double lane line.
  • This section of the route additionally has a junction and junction (hereinafter referred to as intersection 4) and a road 6 intersecting the double-track section at a railway crossing BÜ.
  • intersection 4 A total of six axle counters AZ1 to AZ6 are provided for checking the entry and the complete exit of a train from the section.
  • the adjacent driving terms are visually displayed on six signals S1 to S6 and also transmitted without contact by means of six mounted in the track area Beautys B1 to B6.
  • To operate the intersection 4 four switches W1 to W4 are provided.
  • a first deviating road F1 provides for the entrance of the train at axle counter AZ1 and the exit at axle counter AZ5.
  • a second route F2 deviating from the basic route provides access to the train at axle counter AZ6 and the exit at axle counter AZ2.
  • a third carriageway F3 deviating from the basic carriageway provides access to the train at axle counter AZ2 and the exit at axle counter AZ5.
  • a fourth carriageway deviating from the basic carriageway F4 provides for the entrance of the train at axle counter AZ1 and the exit at axle counter AZ6.
  • the four aforementioned roads F1 to F4 can of course also be traveled in the opposite direction.
  • the power bus EB For configuring the power bus EB, it is particularly advantageous to know which electrical powers are to be provided by the power bus EB at which time. Especially in remote areas can be determined in this way, whether certain locally available power sources can be tapped or additional, but usually expensive measures to provide more electrical power required.
  • the decentralized field elements to define two consumption classes EK1 and EK2, wherein the first consumption class EK1 decentralized field elements with low and rather permanent power requirements, such as the axle counter AZ1 to AZ6, the balises B1 to B6 and represents the signals S1 to S6 and the second consumption class EK2 decentralized field elements with comparatively high, but short-lasting power requirements, such as the level crossing BÜ and the points W1 to W4 represented.
  • the first consumption class EK1 decentralized field elements with low and rather permanent power requirements such as the axle counter AZ1 to AZ6
  • the balises B1 to B6 represents the signals S1 to S6
  • the second consumption class EK2 decentralized field elements with comparatively high, but short-lasting power requirements, such as the level crossing BÜ and the points W1 to W4 represented.
  • the energy class EK1 can therefore a mean permanent power consumption of 50 watts, ie seen over a whole day an amount of energy of 1.2 kWh, and the energy class EK2 a short-term power requirement of 6 kW for a period of one minute maximum, ie an energy requirement of 0.06 kWh each.
  • this section results in an average power consumption of 900 watts, which corresponds to a daily amount of energy of 21.6 kWh. For example, such power could already be provided (without consideration of line losses) by a 10 amp HW line 220VAC with appropriate reserve.
  • the energy storage ES2 is essentially assigned to the supply of the switches W1 to W4, in particular also their point heaters, the same power bus side.
  • an amount of energy of about 3.2 kWh would be considered sufficient, which in the above metric of the car batteries would correspond to four batteries.
  • the energy required to charge the energy store ES2 can also be taken in total with a generous reserve from the line 8 (220VAC, 10A) already applied to the power bus EB.
  • the energy storage ES2 is merely to be dimensioned so that it can provide a kind of short-circuit power of 6kW for a period of one minute in terms of the required current flow. At this point, therefore, the coupled use of suitable supercaps paired with batteries is indicated.
  • One option may be the reinforcement of the existing line. Assuming that this line has been brought from a remote interlocking can be another option consist in introducing a second line, in particular from another public supply network. This variant can be considerably cheaper compared to the first variant, because, for example, only a short extension of a line of the public supply network would be to lay.
  • a third variant could, for example, also provide a feed of photovoltaic elements, wind turbines or fuel cells. Also, a power withdrawal from the contact wire can be a valuable option.
  • the removal of the power from the contact wire not shown here is selected. Thanks to the energy storage ES1, the section 2 could even be used for a certain period of time on diesel or steam vehicles if the power supply fails due to the contact wire.
  • the power provided comprises a reserve power, which here amounts to at least approximately 40 percent of the power requirement of the spatially and / or temporally resolved consumption profile.
  • the usable energy storage devices are also assigned power classes with regard to the amount of energy that can be provided by them.
  • the present invention results in a scaling of the power consumption and delivers due to the predicted by means of the timetable route occupancy a normative tool, from which specifically temporally and spatially resolved profiles of the electrical power consumption can be derived.
  • a normative tool from which specifically temporally and spatially resolved profiles of the electrical power consumption can be derived.
  • the basic electric load, the peak load and the capacity and the physical location of the energy storage have been set in the present embodiment.
  • the power supply network can be designed efficiently and according to requirements, thus ensuring that resources, such as copper cables and energy storage materials, are used sparingly.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Supply And Distribution Of Alternating Current (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (10)

  1. Procédé de fourniture de la puissance électrique à des éléments de terrain décentralisés (AZ1 à AZ6, BÜ, B1 à B6, S1 à S6, W1 à W4) d'un réseau de voies ferrées, selon lequel les étapes suivantes sont exécutées :
    a) affectation de l'absorption de puissance des éléments de terrain décentralisés (AZ1 à AZ6, BÜ, B1 à B6, S1 à S6, W1 à W4) à des classes de consommation prédéfinies (EK1, EK2) ;
    b) addition des éléments de terrain décentralisés (AZ1 à AZ6, BÜ, B1 à B6, S1 à S6, W1 à W4) situés sur un tronçon (2) du réseau de voies ferrées en ce qui concerne leur absorption de puissance associée aux classes de consommation pour la mise au point d'un premier itinéraire conforme à l'horaire, un itinéraire de base mis au point étant pris comme base ;
    c) répétition de l'étape b) pour un nombre d'itinéraires (F1 à F4) conformes à l'horaire pour un intervalle de temps prédéfini, le (n-1)ième itinéraire préalablement défini étant utilisé en tant qu'itinéraire de base pour le nième itinéraire ;
    d) détermination d'un profil de consommation résolu dans l'espace et dans le temps pour l'intervalle de temps considéré ;
    e) conformément au profil de consommation résolu dans l'espace et dans le temps, choix d'une puissance de base dans un réseau d'approvisionnement en énergie (EB) associé au tronçon (2) et choix de l'agencement d'éléments de stockage chargeables (ES1, ES2), la puissance de base et la puissance des éléments de stockage (ES1, ES2) étant conçues pour fournir au moins un besoin en puissance du profil de consommation résolu dans l'espace et dans le temps dans la granularité temporelle et/ou spatiale exigée.
  2. Procédé selon la revendication 1, caractérisé en ce qu'au moins deux classes de consommation (EK1, EK2) sont définies, la première classe de consommation (EK1) représentant des éléments de terrain décentralisés (AZ1 à AZ6, B1 à B6, S1 à S6) avec un besoin en puissance faible et plutôt permanent et la deuxième classe de consommation (EK2) représentant des éléments de terrain décentralisés (BÜ, W1 à W4) avec un besoin en puissance relativement élevé, mais de courte durée.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que la puissance fournie comprend une puissance de réserve qui se chiffre à approximativement 20 à 60 % du besoin en puissance du profil de consommation résolu dans l'espace et/ou dans le temps.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que les accumulateurs d'énergie utilisables (ES1, ES2) sont affectés à des classes de puissance en ce qui concerne la quantité d'énergie qu'ils peuvent mettre à disposition.
  5. Procédé selon la revendication 4, caractérisé en ce qu'est prévue une liste de concordance qui met en parallèle des accumulateurs d'énergie (ES1, ES2) de classe de puissance appropriée qui correspondent aux classes de consommation.
  6. Système de fourniture de la puissance électrique à des éléments de terrain décentralisés (AZ1 à AZ6, BÜ, B1 à B6, S1 à S6, W1 à W4) d'un réseau de voies ferrées, lequel comprend les composants suivantes :
    a) des moyens pour affecter l'absorption de puissance des éléments de terrain décentralisés (AZ1 à AZ6, BÜ, B1 à B6, S1 à S6, W1 à W4) à des classes de consommation prédéfinies (EK1, EK2) ;
    b) des moyens pour additionner les éléments de terrain décentralisés (AZ1 à AZ6, BÜ, B1 à B6, S1 à S6, W1 à W4) situés sur un tronçon (2) du réseau de voies ferrées en ce qui concerne leur absorption de puissance associée aux classes de consommation (EK1, EK2) pour la mise au point d'un premier itinéraire conforme à l'horaire, un itinéraire de base mis au point étant pris comme base ;
    c) des moyens pour répéter l'étape b) pour un nombre d'itinéraires (F1 à F4) conformes à l'horaire pour un intervalle de temps prédéfini, le (n-1)ième itinéraire préalablement défini étant utilisé en tant qu'itinéraire de base pour le nième itinéraire ;
    d) des moyens pour déterminer un profil de consommation résolu dans l'espace et/ou dans le temps pour l'intervalle de temps considéré ;
    e) un réseau d'approvisionnement en énergie (EB) associé au tronçon (2), dans lequel le choix d'une puissance de base et le choix de l'agencement d'éléments de stockage chargeables (ES1, ES2) est opéré, conformément au profil de consommation résolu dans l'espace et/ou dans le temps, de manière telle que la puissance de base et la puissance des éléments de stockage (ES1, ES2) sont conçues conjointement pour fournir au moins le besoin en puissance du profil de consommation résolu dans l'espace et/ou dans le temps dans la granularité temporelle et spatiale exigée.
  7. Système selon la revendication 6, caractérisé en ce qu'au moins deux classes de consommation (EK1, EK2) sont définies, la première classe de consommation (EK1) représentant des éléments de terrain décentralisés (AZ1 à AZ6, B1 à B6, S1 à S6) avec un besoin en puissance faible et plutôt permanent et la deuxième classe de consommation représentant des éléments de terrain décentralisés (BÜ, W1 à W4) avec un besoin en puissance relativement élevé, mais de courte durée.
  8. Système selon la revendication 6 ou 7, caractérisé en ce que la puissance fournie comprend une puissance de réserve qui se chiffre à approximativement 20 à 60 % du besoin en puissance du profil de consommation résolu dans l'espace et/ou dans le temps.
  9. Système selon l'une des revendications 6 à 8, caractérisé en ce que les accumulateurs d'énergie utilisables (ES1, ES2) sont affectés à des classes de puissance en ce qui concerne la quantité d'énergie qu'ils peuvent mettre à disposition.
  10. Système selon la revendication 9, caractérisé en ce qu'est prévue une liste de concordance qui met en parallèle des accumulateurs d'énergie de classe de puissance appropriée qui correspondent aux classes de consommation.
EP12171764.9A 2012-06-13 2012-06-13 Procédé et système d'approvisionnement de puissance électrique pour des éléments de voie décentralisés d'un réseau de voies ferrées Active EP2674346B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
ES12171764.9T ES2528736T3 (es) 2012-06-13 2012-06-13 Procedimiento y sistema de aprovisionamiento de potencia eléctrica a los elementos de campo descentralizados de una red ferroviaria
EP12171764.9A EP2674346B1 (fr) 2012-06-13 2012-06-13 Procédé et système d'approvisionnement de puissance électrique pour des éléments de voie décentralisés d'un réseau de voies ferrées
PCT/EP2013/058602 WO2013185969A1 (fr) 2012-06-13 2013-04-25 Procédé et système pour fournir de la puissance électrique à un élément de champ décentralisé d'un réseau ferroviaire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP12171764.9A EP2674346B1 (fr) 2012-06-13 2012-06-13 Procédé et système d'approvisionnement de puissance électrique pour des éléments de voie décentralisés d'un réseau de voies ferrées

Publications (2)

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EP2674346A1 EP2674346A1 (fr) 2013-12-18
EP2674346B1 true EP2674346B1 (fr) 2014-12-17

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EP (1) EP2674346B1 (fr)
ES (1) ES2528736T3 (fr)
WO (1) WO2013185969A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3109128A1 (fr) * 2015-06-25 2016-12-28 Siemens Schweiz AG Système et procédé d'élimination de court-circuit dans un bus d'alimentation
EP3109125A1 (fr) * 2015-06-25 2016-12-28 Siemens Schweiz AG Système et procédé d'alimentation d'unités de fonctionnement décentralisées en énergie électrique
DE102016218585A1 (de) * 2016-09-27 2018-03-29 Siemens Aktiengesellschaft Einrichtung und Verfahren zum Betreiben von in einer Gleisanlage dezentral angeordneten Feldelementen

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
EP1118953A2 (fr) 2000-01-21 2001-07-25 OptiMark, Inc. Système d'appariement en trois temps pour réseau d'échange
HUE031279T2 (hu) * 2006-08-29 2017-06-28 Siemens Schweiz Ag Eljárás és berendezés moduláris alkalmazkodó rendszerhez vasútbiztonsági berendezések vezérlésére és felügyeletére
EP1995916A1 (fr) 2007-05-24 2008-11-26 Siemens Schweiz AG Dispositif de commande et/ou de surveillance et de demande de données à partir d'unités de fonction décentralisées agencées le long d'un réseau de trafic
EP2236389B1 (fr) * 2009-03-30 2012-08-22 Siemens Schweiz AG Procédé de dépôt de signalements des perturbations d'une unité de fonctionnement décentralisée dans un système de sécurisation pour trafic sur rails
DE102010045462A1 (de) * 2010-09-14 2012-03-15 Siemens Aktiengesellschaft Anordnung zum Übertragen von Daten von und/oder zu einem Streckenelement des spurgebundenen Verkehrs sowie Verfahren zum Übertragen von Daten

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ES2528736T3 (es) 2015-02-12
EP2674346A1 (fr) 2013-12-18
WO2013185969A1 (fr) 2013-12-19

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