EP2828137B1 - Dispositif de montage pour monter une paire de balises sur une ligne de chemin de fer et système comprenant ledit dispositif - Google Patents

Dispositif de montage pour monter une paire de balises sur une ligne de chemin de fer et système comprenant ledit dispositif Download PDF

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Publication number
EP2828137B1
EP2828137B1 EP13729478.1A EP13729478A EP2828137B1 EP 2828137 B1 EP2828137 B1 EP 2828137B1 EP 13729478 A EP13729478 A EP 13729478A EP 2828137 B1 EP2828137 B1 EP 2828137B1
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EP
European Patent Office
Prior art keywords
mounting device
elements
balise
configuration
mounting
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EP13729478.1A
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German (de)
English (en)
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EP2828137A2 (fr
Inventor
Roberto Cappellini
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ECM SpA
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ECM SpA
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    • 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
    • B61L3/126—Constructional details
    • 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
    • B61L3/121—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 using magnetic induction
    • 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
    • B61L3/121—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 using magnetic induction
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]
    • 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]
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/32—Installing or removing track components, not covered by the preceding groups, e.g. sole-plates, rail anchors

Definitions

  • the present description concerns the technical field of automatic protection systems of train travel and more specifically it concerns a mounting device for mounting a pair of balises to the sleepers of a track of a railway line or similar, as defined in the preamble of claim 1.
  • Automatic protection systems of a train are systems that have been recently devised in the railway sector that protect train travel moment by moment and that are the culmination of an attempt to harmonise the various European railways.
  • SCMT system "Sistema di Controllo della Marcia del Treno ”
  • ERTMS European Rail Traffic Management System
  • the aforementioned SCMT system (the same goes for the analogous ERTMS) comprises a Ground Sub-System (SST) that transmits the information and an Onboard Sub-System (SSB) located onboard a train set that receives and processes such information, applying the appropriate protection.
  • SST Ground Sub-System
  • SSB Onboard Sub-System
  • the Ground Sub-System comprises so-called “balises” or “transponders” that are arranged between the two rails of a railway track.
  • the balises are in practice electronic devices, essentially transponders, that are adapted to transmit the data relative for example to the appearance of the light signals, to the physical characteristics of the railway line or to the slow-down provisions.
  • balises are divided into two main categories, in other words “programmable balises” and “fixed information content balises”.
  • Programmable balises are typically connected to a control device comprising an electronic control device called "encoder".
  • the encoder programmes the balises so that at a given moment they can transmit information or a "telegram" that is intended to be received by the Onboard Sub-System.
  • balises are not connected to an encoder and typically always transmit the same information or "telegram".
  • balises of the prior art are passive devices that do not require a power source. Indeed, such balises are energised through an electromagnetic field generated by a suitable apparatus installed on the locomotive at the moment when the train set transits in the section of the line at which the balises are installed.
  • the information transmitted by the aforementioned Ground Sub-System is processed by the computer of the Onboard Sub-System that controls the automatic intervention of the emergency brakes when the Driving crew does not respect the foreseen travel condition.
  • the SCMT automatically intervenes in the case in which the set control limits are not respected, which can for example relate to:
  • the SCMT Design meets the strategic objectives of increasing rail safety and for this reason the steps of development and homogenisation have followed rigorous testing and validation rules established at the European level by CENELEC (European Committee for Electrotechnical Standardization) in particular with regard to systems in which operating safety is an essential objective.
  • CENELEC European Committee for Electrotechnical Standardization
  • the CENELEC standards have established methods that make it possible to attribute, according to probability-based parameters, the safety level associated with a system/application, highlighting its associated so-called "SIL" (Safety Integrity Level), on a scale that currently sees level 4 as the one adopted in the strictest applications.
  • SIL Safety Integrity Level
  • balises it is known to fix the support bases for the balises through binding strips, like for example so-called "band it" tapes that are wound around the sleeper and suitable fastening elements foreseen on each support base.
  • binding strips like for example so-called "band it" tapes that are wound around the sleeper and suitable fastening elements foreseen on each support base.
  • the installation of the balises must be extremely accurate since it affects the overall efficiency of the automatic protection system.
  • the installation of the balises In practice, in order to avoid interruptions in service or in the worst case risks to the means and/or to people, the installation of the balises must be such as to ensure both a particularly strong fastening of the balises and a correct transmission of information between the balises and the other elements of the automatic protection system.
  • a general purpose of the present description is to provide a mounting device for mounting a pair of balises to the sleepers of a track of a railway line that is able to overcome or at least partially reduce the drawbacks discussed above with reference to the prior art.
  • a system according to a currently preferred embodiment is shown that has been globally indicated with 1.
  • the system 1 is installed at a section of a track of a railway line or similar that has been generally indicated with T_R.
  • the section of track T_R illustrated in figure 1 comprises two rails R1, R2 and a plurality of sleepers, in the example of figure 1 seven sleepers (some of which are partially represented in the figure), on which the rails R1, R2 are mounted.
  • the system 1 is a ground system 1. More specifically, the system 1 is a ground sub-system of an automatic train protection system like for example an ATP ("Automatic Train Protection") system.
  • the system 1 is compatible, not for limiting purposes, with the SCMT system ("Sistema di Controllo della Marcia del Treno") and/or with the ERTMS ("European Rail Traffic Management System”) system and/or with the SSC (Sistema di Supporto della Condotta, which is an ATP with on-board transmission of information by microwave devices).
  • SCMT Stema di Controllo della Marcia del Treno
  • ERTMS European Rail Traffic Management System
  • SSC Stema di Supporto della Condotta
  • the system 1 represents a mobile warning system for the train and for the driving crew. For this reason it can be defined as a mobile information point. It can be installed near to worksites situated along railway lines, to signal to the driving crew and/or to the train, or more generally to a railway vehicle, driving instructions like for example to slow down, stop, or to go ahead for railway lines equipped with so-called ATP (Automatic Train Protection) systems.
  • ATP Automatic Train Protection
  • the system 1 is intended to protect the maintenance workers on the worksite, the means used to carry out the worksite activities and the means of transport even in unforeseen circumstances in order to minimise the consequences of possible human errors. For this reason, the system 1 represents a mobile information point that is particularly suitable for protecting worksites.
  • the system 1 comprises a first group of parts 10, 11A, 11B and a second group of parts 5.
  • the first group of parts 10, 11A, 11B comprises a first and second balise 11A, 11B or transponders 11A, 11B, and a mounting device 10 according to a currently preferred embodiment.
  • the balises 11A, 11B are both "programmable balises" or variable information content balises.
  • the mounting device 10 allows the balises 11A, 11B to be mounted to the sleepers of the track T_R.
  • the second group of parts 5 comprises a control and processing unit 6 including an encoder or other electronic control device that is suitable for being operatively connected to the balises 11A, 11B to control/drive such balises 11A, 11B.
  • the group of parts 5 is a control apparatus 5 of the balises 11A, 11B.
  • the second group of parts 5 comprises a mobile support structure 7 to which the unit 6 is fixed.
  • the support structure 7 is preferably a collapsible structure and is able to be removably fixed to the rail R2 of the track T_R through anchoring elements 9.
  • Figures 3 and 4 show the aforementioned first group 10, 11A, 11B in two different configurations. More specifically, as can be seen in such figures, in accordance with an advantageous embodiment the mounting device 10 is suitable for taking up a first relatively unfolded configuration ( figure 3 ) and a second relatively compact configuration ( figure 4 ) with respect to the unfolded configuration.
  • the first unfolded configuration is a mounting configuration
  • the second compact configuration is a transportation configuration.
  • the mounting device 10 in the mounting configuration the mounting device 10 has an overall length of about 3m whereas in the transportation configuration the transportation device has an overall length of about 1.5m. In this way, the mounting device 10 can be advantageously transported by a user, for example through a shoulder strap fixed to the mounting device 10.
  • the mounting device 10 comprises a first support base 12A to support the first balise 11A and a second support base 12B to support the second balise 11B.
  • the balises 11A, 11B can be fixed to the support bases 12A, 12B through mounting elements 71A, 71B foreseen in the mounting device 10.
  • the balises 11A, 11B are screwed to the support bases 12A, 12B through mounting screws that pass through perforated spacers 71A, 71B and mounting holes (the mounting screws and the mounting holes are not represented in the figures) that are foreseen on the support bases 12A, 12B.
  • the support bases 12A, 12B are platelike support bases that preferably comprise two metallic support plates 12A, 12B. The support bases 12A, 12B are visible from a different angle in figure 5 .
  • the mounting device 10 comprises first fastening elements 13A associated with the first support base 12A.
  • the fastening elements 13A allow the mounting device 10, and in particular the support base 12A, to be fixed to a first sleeper T1 of the track T_R.
  • the mounting device 10 comprises second fastening elements 13B associated with the second support base 12B to fix the mounting device 10, and more specifically the support base 12B, to a second sleeper T2 of the track T_R.
  • the sleeper T2 is situated a given distance from the first sleeper T1. Such a given distance between the sleepers T1 and T2 corresponds in the example to about 3m.
  • the mounting device 10 also comprises mechanical connection elements 15 arranged between the first and second support base 12A, 12B.
  • the mechanical connection elements 15 comprise at least one hollow tubular member 15. More preferably, in accordance with an embodiment the tubular member 15 comprises a plurality of hollow tubular members 16, 22, 23 interconnected to one another. As can be seen in the figures, in the example the connection elements 15 comprise, not for limiting purposes, a central tubular member 16 and two pairs of side tubular members 22, 23 arranged on opposite sides with respect to the central tubular member 16. The tubular members 16, 22, 23 are interconnected to one another so as to form a telescopic tubular member 15 or telescopic tube 15. In accordance with a preferred embodiment, the two opposite end portions of the telescopic tube 15 are fixed to respective anchoring brackets 26A, 26B.
  • brackets 26A, 26B are in turn fixed to the support bases 12A, 12B, preferably through anchoring bolts 81A, 81B ( figure 5 ), in the example four bolts 81A, 81B for each bracket 26A, 26B, so as to be rigidly connected to the support bases 12A, 12B.
  • the bolts 81A, 81B are inserted through respective anchoring holes 82A, 82B, foreseen on the bases 12A, 12B.
  • the anchoring holes 82A, 82B are in a number such as to allow the brackets 26A, 26B to be fixed in a plurality of operative positioned with respect to the support bases 12A, 12B, for example three operative positions. This advantageously allows, if needed, a first rough adjustment of the distance between the support bases 12A, 12B when the mounting device 10 must be fixed to the sleepers T1, T2.
  • the distance between the support bases 12A, 12B and/or the distance between the first and second fastening elements 13A, 13B can be selectively modified between a plurality of operative configurations of the device 10 that are comprised between the aforementioned compact ( figure 4 ) and unfolded ( figure 3 ) configurations by simply shortening or lengthening the telescopic tube 15 in the direction indicated by the double arrow X.
  • the first fastening elements 13A comprise first coupling elements 17A to couple the mounting device 10 with the first sleeper T1.
  • the first coupling elements 17A can be selectively moved with respect to the first support base 12A.
  • the first coupling elements 17A are quick fastening elements.
  • the coupling elements 17A have a generally L-shaped configuration.
  • the first fastening means 13A comprise first adjustment elements 18A suitable for adjusting the position of the first coupling elements 17A along a first adjustment direction, indicated by the double arrow A1, and second adjustment elements 19A to adjust the position of the first coupling elements 17A along a second adjustment direction, indicated by the double arrow A2.
  • the second adjustment direction A2 is transversal to the first adjustment direction A1 and in the example coincides with the direction X.
  • first coupling elements 17A comprise in particular a clamp 17A whereas the first and second adjustment elements 18A, 19A respectively comprise a first adjustment screw 18A suitable for determining the sliding of the clamp 17A along the direction A1 and a second adjustment screw suitable for determining the sliding of the clamp 17A along the direction A2.
  • the first fastening elements 13A comprise second coupling elements 21A to couple the mounting device 10 with the first sleeper T1.
  • the second coupling elements 21A are coupling elements of a second type that is different with respect to that of the first coupling elements 17A.
  • the second coupling elements 21A preferably comprise a pair of fastening lugs 21A or fastening throats 21A that are rigidly connected to the support base 12A.
  • the fastening throats 21A are suitable for cooperating with binding strips (not represented in the figures), like for example so-called "band it" tapes of the known type, to fix the support base 12A to the sleeper T1.
  • fastening throats 21A are foreseen in addition to the clamp 17A, and therefore act as auxiliary fastening elements.
  • the clamp 17A could not be foreseen and just the fastening throats 21A could be foreseen. In this case, the fastening throats 21A would act as main fastening elements.
  • the second fastening elements 13B comprise further first coupling elements 17B, further second coupling elements 21B and further first and second adjustment elements 18B, 19B that are structurally and functionally identical, respectively, to the first coupling elements 17A, to the second coupling elements 21A and to the first and second adjustment elements 18A, 19A and that for this reason will not be described any further here. It should be observed, in particular, that in general the same considerations discussed above with reference to the first fastening elements 13A apply to the second fastening elements 13B.
  • the mounting device 10 comprises electrical connection elements 36 housed in the telescopic tube 15.
  • the electrical connection elements 36 can be operatively connected, respectively, to the first and second balises 11A, 11B and to the aforementioned encoder or other electronic control device suitable for controlling the first and second balises 11A, 11B.
  • the electrical connection elements 36 comprise a pair of electric cables 36 (partially represented in figure 6 ) that extend in the telescopic tube 15.
  • Each of the electric cables 36 has a cable end portion 36A electrically connected or able to be electrically connected to a respective balise 11A, 11B, and an opposite cable end portion (not represented in the figures) that is connected to an electrical connection portion 15C of the telescopic tube 15.
  • the electrical connection portion 15C is preferably located at a central part of the tube 15 and preferably comprises an electrical connector (not represented) that is suitable for cooperating with electrical connection elements outside the mounting device 10.
  • the electric cables 36 are elastically extensible electric cables.
  • the device 10 can be unfolded manually by a worker until it takes up, for example, the mounting configuration ( figure 3 ).
  • the support bases 12A, 12B of the mounting device 10 are rested on the respective sleepers T1, T2 with the clamps 17A, 17B a greater distance apart than that of the sleepers T1, T2 so that each of the clamps 17A, 17B is a certain distance from the respective sleeper.
  • the clamps 17A, 17B are coupled with the sleepers T1, T2 so as to make the mounting device be pulled in the direction X ( figure 2 ).
  • the clamps 17A, 17B are actuated so that each sleeper T1, T2 is clamped between the relative clamp 17A, 17B and the relative support base 12A, 12B.
  • the group 10, 11A, 11B is in the configuration illustrated in figure 2 in which it is firmly anchored to the sleepers T1, T2 and in which it is prevented from moving in the directions X and A1.
  • the electrical connection between the encoder of the unit 6 and the balises 11A, 11B can be made through further electric cables 81 able to be removably connected to the electrical connection portion 15C of the telescopic tube 15.
  • the system 101 is installed at a section of the track T_R.
  • the system 101 is a ground system 101. More specifically, the system 101 is a ground sub-system of an automatic protection system of the train like for example an ATP ("Automatic Train Protection") system.
  • the system 101 is compatible, not for limiting purposes, with the SCMT ( "Sistema di Controllo della Marcia del Treno" ) system and/or with the ERTMS ("European Rail Traffic Management System") system and/or with the SSC (quela di Supporto alla Condotta, which is an ATP with on-board transmission of information by microwave devices).
  • SCMT "Sistema di Controllo della Marcia del Treno”
  • ERTMS European Rail Traffic Management System
  • SSC SSC
  • the system 101 represents a mobile warning system for the train and the driving crew. For this reason it can be defined as a mobile information point.
  • the system 101 is particularly effective in anomalous situations that require a first quick intervention of workers to ensure the safety of sections of track or areas that have undergone sudden damage and that will, thereafter, undergo appropriate extraordinary maintenance work.
  • the system 101 comprises a group of parts 110, 11C, 11D, 127C, 127D and a manoeuvring apparatus 105.
  • the group of parts 110, 11C, 11D, 127C, 127D corresponds to a further embodiment of the group of parts 10, 11A, 11B discussed above.
  • the group of parts 110, 11C, 11D, 127C, 127D comprises a third and a fourth balise 11C, 11D, and a mounting device 110 according to a further advantageous embodiment.
  • the balises 11C, 11D are both "fixed information content balises”.
  • the mounting device 110 allows the balises 11C, 11D to be mounted to the sleepers of the track T_R.
  • the mounting device 110 has a general structure almost identical to that described above in relation to the mounting device 10.
  • the mounting device 110 comprises a first and a second support base identical to the bases 12A, 12B, first and second fastening elements identical to the fastening elements 13A, 13B, and a telescopic tube 115 substantially identical to the telescopic tube 15. For this reason such elements will not be described in greater detail here.
  • the installation of the mounting device 110 is also analogous to that of the device 10 and it will not be repeated here.
  • the mounting device 110 differs from the mounting device 10 mainly in that the telescopic tube 115 houses mechanical transmission elements 136 inside it instead of the electric cables 36.
  • the mechanical transmission elements 136 comprise a first transmission shaft 136A housed in the central tubular member 16, a second transmission shaft 136B housed in the tubular member 22 and a transmission screw 136C, or nut screw 136C, housed in the tubular member 23.
  • the shafts 136A, 136B and the screw 136C are arranged coaxial to each other and are rotatably mounted in the telescopic tube 115 so as to be able to rotate about a rotation axis
  • the shaft 136A has a polygonal outer profile.
  • the shaft 136A in particular has a hexagonal outer shape.
  • the shaft 136B also has a polygonal outer profile, in the example hexagonal. As can be seen in figure 9 , the polygonal outer profile of the shaft 136B has larger dimensions with respect to the polygonal outer profile of the shaft 136A. Moreover, the shaft 136B is a hollow shaft having a cavity (not represented in the figures) defined by a portion of the shaft 136B that is counter-shaped with respect to the polygonal outer profile of the shaft 136A.
  • the shaft 136A and the shaft 136B are coupled together so as to allow the sliding of the shaft 136A in the cavity of the shaft 136B, and so as to create a mechanical coupling between them to allow the transmission of motion between the shafts 136A and 136B following the rotation of the shaft 136A about the axis ZZ.
  • the transmission screw 136C is also hollow and has a screw cavity (not represented in the figures) defined by a polygonal screw portion that is counter-shaped with respect to the polygonal outer profile of the shaft 136B.
  • the shaft 136B and the screw 136C are coupled together in an analogous way to that discussed above with reference to the shafts 136A, 136B.
  • the transmission screw 136C and the shaft 136B are coupled together so as to allow the sliding of the shaft 136B in the screw cavity and so as to create a mechanical coupling with each other to allow the transmission of motion between the shaft 136B and the transmission screw 136C following the rotation of the shaft 136B about the axis ZZ.
  • the mounting device 110 in order to drive the rotation of the shafts 136A, 136B and of the transmission screw 136C the mounting device 110 comprises transmission gears 141, 142, that are arranged at a mechanical connection portion 115D provided on the telescopic tube 115.
  • the transmission gears 141, 142 comprise a pair of conical gear wheels 141, 142 coupled together.
  • the wheel 141 is suitable for being actuated from the outside of the telescopic tube 115 through a transmission portion 143 fixedly connected to the wheel 141.
  • the wheel 142 rotates as a unit with the shaft 136A so as to set the shaft 136A in rotation about the axis ZZ.
  • the mounting device 110 comprises a first and second shielding member 127C, 127D or shields 127C, 127D preferably shaped like a box.
  • the shields 127C, 127D are used to shield the balises 11C, 11D so as to prevent, when desired, the transmission of information between the balises 11C, 11D and an onboard system present on a train set and suitable for cooperating with the balises 11C, 11D.
  • the mechanical transmission elements 136 are connected or can be connected to the shields 127C, 127D to move such shields 127C, 127D between a first shielding configuration ( figure 7 ), in which the shields 127C, 127D are suitable for shielding the balises 11C, 11D so as to prevent the transmission of information between the balises 11C, 11D and an onboard system of a train set suitable for cooperating with such balises, and a non-shielding configuration ( figure 8 ), in which the shields 127C, 127D allow the transmission of information between the balises 11C, 11D and an onboard system of a train set suitable for cooperating with the balises 11C, 11D.
  • a first shielding configuration figure 7
  • the shields 127C, 127D are suitable for shielding the balises 11C, 11D so as to prevent the transmission of information between the balises 11C, 11D and an onboard system of a train set suitable for cooperating with such balises
  • the mounting device 110 comprises two connection plates 151 (just one of such plates is visible in figure 9 ) that are coupled with the transmission screw 136C through a threaded connection 152.
  • the connection plates 151 are arranged symmetrically with respect to the threaded connection 152.
  • the plates 151 are in turn rigidly connected to the shield 127D through suitable connection elements or thicknesses (not illustrated in the figures) that are suitable for keeping the shield 127D a given distance from the telescopic tube 115 in order to avoid mechanical interference with the latter.
  • the shield 127D comprises an upper wall 128 and a parallel lower wall (not represented) that are joined together through a side wall 129.
  • connection elements are respectively fixed to the plates 151 and to the lower wall of the shield 127D.
  • a lower wall (not represented) in particular has a shaped edge so as to avoid mechanically interfering with parts of the mounting device 110 when the shield 127D takes up the aforementioned shielding configuration ( figures 7 and 9 ).
  • By rotating the transmission screw 136C it is thus possible to determine the translation of the shield 127D in the direction of the axis ZZ.
  • some sliding grooves are foreseen laterally on the tubular member 23.
  • the transmission elements 136 comprise a further conical gear wheel (not represented) coupled with the wheel 141 and analogous to the wheel 142. Moreover, the transmission elements 136 comprise further transmission elements (not represented in the figures) that are structurally and operatively identical to the transmission shafts 136A, 136B and to the transmission screw 136C. Such further transmission elements are connected to the shield 127C through further connection elements that are structurally and operatively identical to those described above with reference to the shield 127D. Such further transmission elements and further connection elements, which are housed in the part of the telescopic tube 115 that is not shown in figure 9 , are not therefore described any further here.
  • the manoeuvring apparatus 105 or control apparatus 105 is operatively connected to the shields 127C, 127D through the aforementioned mechanical transmission elements 136.
  • the manoeuvring apparatus 105 comprises a mobile support structure 70.
  • the support structure 70 which is preferably a collapsible structure, in figures 7 and 8 is removably fixed to the rail R2 through anchoring elements 90 that in the example are identical to the aforementioned anchoring elements 9.
  • the manoeuvring apparatus 105 is arranged on the ballast laterally with respect to the track T_R.
  • the apparatus 105 comprises a manoeuvring element 106, or manoeuvring lever 106, which in the operative condition of the system 101 is operatively connected to the mechanical transmission elements 136 housed in the mounting device 110.
  • the lever 106 can be connected to the transmission elements 136 through a transmission group 107 and suitable intermediate control elements 108, 109.
  • the transmission group 107 comprises a gearbox 107 whereas the intermediate control elements 108, 109 comprise articulated arms 108, 109 removably connected through a mechanical joint to the transmission portion 143 ( figure 9 ) associated with the gear wheel 143.
  • the lever 106 can be moved between a first operative position ( figure 7 ) and a second operative position ( figure 8 ) that are preferably angularly spaced apart by about 90°.
  • the first and second operative position of the lever 106 respectively correspond to the aforementioned shielding configuration ( figure 7 ) and non-shielding configuration ( figure 8 ) of the shields 127C, 127D.
  • the lever 106 can be selectively locked at least in one of the aforementioned first and second operative positions. This can be carried out for example through a suitable locking pin (not represented) that can be removably coupled with the transmission group 107 so as to mechanically interfere with the latter.
  • the telescopic tubes 15, 115 can be replaced by non-telescopic tubes.
  • the telescopic tubes 15, 115 can be replaced by a plurality of tubular members connected together in an articulated manner.
  • Such tubular members can for example be connected through articulated mechanical joints so that the mounting devices 10, 110 are suitable for taking up a compact configuration and an unfolded configuration.
  • both the electrical connection elements 36 and the mechanical transmission elements 136 can in any case be housed in the tubular members.
  • each of the telescopic tubes 15, 115 can be replaced for example by a rigid tubular member having a predetermined and non-adjustable fixed length. In this case just the distance between the first and second fastening elements 13A, 13B can be varied.
  • each of the telescopic tubes 15, 115 can be replaced for example by a non-hollow connection element, for example a full shaft.
  • a non-hollow connection element for example a full shaft.
  • the distance between the first and second fastening elements 13A, 13B can be varied.
  • the electrical connection elements 36 or the transmission elements 136 must be arranged on the track without being protected inside a tubular structure.
  • the distance between the first and the second fastening elements 13A, 13B of the mounting devices 10, 110 is sufficient for the distance between the first and the second fastening elements 13A, 13B of the mounting devices 10, 110 to be able to be selectively modified.
  • This can be carried out by providing mobile fastening elements 13A, 13B and/or by providing mechanical connection elements 15, 115 suitable for respectively taking up a compact configuration and an unfolded configuration.
  • the mounting devices 10, 110 and/or the systems 1, 101 described above can be made at least in part using composite materials and/or light alloys.
  • a mounting device is a device having particularly versatile use and it is very practical to transport, which makes it a device that is particularly suitable in the case of temporary railway worksites.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Connection Of Plates (AREA)

Claims (14)

  1. Dispositif de montage (10; 110) pour monter une paire de balises (11A, 11B ; 11C, 11D) sur les traverses (T1, T2) d'une voie (T_R) d'une ligne de chemin de fer ou similaire, comprenant :
    - une première base de support (12A) pour supporter une première balise (11A) de ladite paire ;
    - des premiers éléments de fixation (13A) associés à la première base de support (12A) pour fixer le dispositif de montage (10 ; 110) sur une première traverse (T1) de ladite voie (T_R) ;
    caractérisé en ce qu'il comprend :
    - une seconde base de support (12B) pour supporter une seconde balise (11B) de ladite paire ;
    - des seconds éléments de fixation (13B) associés à la seconde base de support (12B) pour fixer le dispositif de montage (10 ; 110) à une seconde traverse (T2) de ladite voie (T_R) qui est située à une distance donnée de la première traverse (T1) ; et
    - des éléments de raccordement mécaniques (15, 115) interposés entre lesdites première et seconde bases de support (12A, 12B) ;
    la distance entre les premiers et les seconds éléments de fixation (13A, 13B) étant sélectivement modifiable.
  2. Dispositif de montage (10 ; 110) selon la revendication 1, approprié pour adopter une première configuration relativement dépliée et une seconde configuration relativement compacte par rapport à ladite configuration dépliée.
  3. Dispositif de montage (10 ; 110) selon la revendication 2, dans lequel la configuration compacte est une configuration de transport et dans lequel la configuration dépliée est une configuration de montage.
  4. Dispositif de montage (10 ; 110) selon l'une quelconque des revendications précédentes, dans lequel lesdits éléments de raccordement mécaniques (15, 115) comprennent au moins un organe tubulaire creux.
  5. Dispositif de montage (10 ; 110) selon l'une quelconque des revendications précédentes, dans lequel les premiers éléments de fixation (13A) comprennent des premiers éléments d'accouplement (17A) pour accoupler le dispositif de montage (10 ; 110) à la première traverse (T1), les premiers éléments d'accouplement (17a) étant capables d'être sélectivement déplacés par rapport à la première base de support (12A).
  6. Dispositif de montage (10 ; 110) selon la revendication 5, dans lequel les premiers éléments de fixation (13A) comprennent des premiers éléments d'ajustement (18A) appropriés pour ajuster la position des premiers éléments d'accouplement (17A) le long d'une première direction d'ajustement (A1) et des seconds éléments d'ajustement (19A) pour ajuster la position des premiers éléments d'accouplement (17A) le long d'une seconde direction d'ajustement (A2) transversale à la première direction d'ajustement (A1).
  7. Dispositif de montage (10 ; 110) selon l'une quelconque des revendications précédentes, dans lequel les premiers éléments de fixation (13A) comprennent des seconds éléments d'accouplement (21A) pour accoupler le dispositif de montage (10 ; 110) à la première traverse (T1), les seconds éléments d'accouplement (21A) étant rigidement raccordés à la première base de support (12A).
  8. Dispositif de montage (10 ; 110) selon la revendication 4, dans lequel ledit au moins un organe tubulaire creux (15 ; 115) comprend une pluralité d'organes tubulaires creux (16, 22, 23) mutuellement raccordés les uns aux autres.
  9. Dispositif de montage (10) selon la revendication 4 ou 8, comprenant des éléments de connexion électriques (36) logés dans l'organe tubulaire creux (15), les éléments de connexion électriques (36) étant capables d'être fonctionnellement connectés, respectivement, aux première et seconde balises (11A, 11B) et à un encodeur ou à un autre dispositif de commande électronique approprié pour commander les première et seconde balises (11A, 11B).
  10. Dispositif de montage (10 ; 110) selon la revendication 4 ou 8, comprenant des éléments de transmission mécaniques (136) logés dans l'organe tubulaire creux (115), les éléments de transmission mécaniques (136) étant capables d'être fonctionnement raccordés, respectivement, à des premier et second organes de protection (127C, 127D) et à un appareil de manoeuvre (105) approprié pour déplacer lesdits organes de protection (127C, 127D), les organes de protection (127C, 127D) étant appropriés pour protéger les balises (11C, 11D) afin d'empêcher la transmission d'informations entre les première et seconde balises (11C, 11D) et un système embarqué prévu à bord d'un train et approprié pour coopérer avec les première et seconde balises (11C, 11D).
  11. Groupe de pièces (10, 11A, 11B ; 110, 11C, 11D) comprenant un dispositif de montage (10 ; 110) selon l'une quelconque des revendications précédentes et lesdites première et seconde balises (11A, 11B ; 11C, 11D).
  12. Système (1), comprenant un groupe de pièces (10, 11A, 11B) selon la revendication 11 et un encodeur ou un autre dispositif de commande électronique adapté pour être fonctionnellement connecté aux première et seconde balises (11A, 11B) pour commander les première et seconde balises (11A, 11B).
  13. Système (101), comprenant un groupe de pièces (110, 11C, 11D, 127C, 127D) selon la revendication 11, dépendant de la revendication 10, et comprenant ledit appareil de manoeuvre (105) et lesdits premier et second organes de protection (127C, 127D).
  14. Système (101) selon la revendication 13, dans lequel ledit appareil de manoeuvre (105) comprend un levier de manoeuvre (106) capable d'être déplacé entre des première et seconde positions fonctionnelles correspondant, respectivement, à une configuration de protection et une configuration de non-protection desdits organes de protection (127C, 127D).
EP13729478.1A 2012-03-21 2013-03-21 Dispositif de montage pour monter une paire de balises sur une ligne de chemin de fer et système comprenant ledit dispositif Active EP2828137B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT000110A ITRM20120110A1 (it) 2012-03-21 2012-03-21 Dispositivo di montaggio per montare una coppia di balise ad un binario ferroviario e sistema comprendente detto dispositivo
PCT/IT2013/000084 WO2013140429A2 (fr) 2012-03-21 2013-03-21 Dispositif de montage pour monter une paire de balises sur une ligne de chemin de fer et système comprenant ledit dispositif

Publications (2)

Publication Number Publication Date
EP2828137A2 EP2828137A2 (fr) 2015-01-28
EP2828137B1 true EP2828137B1 (fr) 2015-12-30

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EP13729478.1A Active EP2828137B1 (fr) 2012-03-21 2013-03-21 Dispositif de montage pour monter une paire de balises sur une ligne de chemin de fer et système comprenant ledit dispositif

Country Status (4)

Country Link
EP (1) EP2828137B1 (fr)
ES (1) ES2566388T3 (fr)
IT (1) ITRM20120110A1 (fr)
WO (1) WO2013140429A2 (fr)

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Publication number Priority date Publication date Assignee Title
JP6437222B2 (ja) * 2014-07-02 2018-12-12 東日本旅客鉄道株式会社 地上子取付具
NL2014234B1 (nl) * 2015-02-04 2016-10-12 Lloyd's Register Rail Europe B V Mobiele veiligheidsunit voor het beveiligen van een railvak tegen in en uit het railvak rijden van treinen.
ES2598882B1 (es) * 2015-07-29 2017-12-14 Administrador De Infraestructuras Ferroviarias (Adif) Sistema de sujeción de balizas a traviesas de vías de ferrocarril
EP3210846A1 (fr) * 2016-02-26 2017-08-30 Siemens Schweiz AG Dispositif de disposition temporaire d'une balise dans une voie formee de deux contre-aiguilles
AT520246A1 (de) 2017-07-31 2019-02-15 Gifas Electric Ges M B H Schutzvorrichtung
AT17766U1 (de) * 2020-09-11 2023-02-15 Pandrol Vortok Ltd Schutzvorrichtung

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Publication number Priority date Publication date Assignee Title
EP0793191A1 (fr) * 1996-02-27 1997-09-03 Siemens Schweiz AG (Siemens Suisse SA) (Siemens Svizzera SA) Siemens Switzerland Ltd) Appareil pour la programmation d'une station terrestre
GB2390721B (en) * 2001-06-28 2004-03-03 Rail Prod Design Ltd Temporary speed restriction track unit
FR2885916B1 (fr) * 2005-05-19 2007-10-19 Csee Transp Sarl Dispositif de maintien sur une traverse de voie ferree
DE102007006130A1 (de) * 2007-02-02 2008-08-07 Siemens Ag Verfahren, mobiles Bediengerät und Anordnung zum Übertragen von Daten an ein Streckenelement des spurgebundenen Verkehrs
DE202007004297U1 (de) * 2007-03-23 2007-08-09 Diepa Drahtseilwerk Dietz Gmbh & Co. Kg Schienenfußklammer-Set mit schwingungsdämpfenden Stabilisatoren zum Befestigen von Impulsgebern
DE102010020419B4 (de) * 2010-05-12 2013-07-18 Db Netz Ag Befestigungs- und Schutzvorrichtung für eine Euro-Balise

Also Published As

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EP2828137A2 (fr) 2015-01-28
WO2013140429A3 (fr) 2013-12-12
ES2566388T3 (es) 2016-04-12
ITRM20120110A1 (it) 2013-09-22
WO2013140429A2 (fr) 2013-09-26

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