EP3052702A1 - Dispositif de chauffage ou de refroidissement pour un profil de rail, actionné au moyen d'une pompe à chaleur - Google Patents

Dispositif de chauffage ou de refroidissement pour un profil de rail, actionné au moyen d'une pompe à chaleur

Info

Publication number
EP3052702A1
EP3052702A1 EP14793769.2A EP14793769A EP3052702A1 EP 3052702 A1 EP3052702 A1 EP 3052702A1 EP 14793769 A EP14793769 A EP 14793769A EP 3052702 A1 EP3052702 A1 EP 3052702A1
Authority
EP
European Patent Office
Prior art keywords
heat exchanger
tempering
rail
heat
temperature control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP14793769.2A
Other languages
German (de)
English (en)
Other versions
EP3052702B1 (fr
Inventor
Wolfgang Reinker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
EAN ELEKTROSCHALTANLAGEN GmbH
Original Assignee
EAN ELEKTROSCHALTANLAGEN GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by EAN ELEKTROSCHALTANLAGEN GmbH filed Critical EAN ELEKTROSCHALTANLAGEN GmbH
Publication of EP3052702A1 publication Critical patent/EP3052702A1/fr
Application granted granted Critical
Publication of EP3052702B1 publication Critical patent/EP3052702B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/24—Heating of switches
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise

Definitions

  • the present invention relates to a temperature control unit for infrastructure elements and a system for controlling the temperature of infrastructure elements.
  • Track elements of railways such as switches, have been heated for some time to prevent, especially in winter freezing of the moving parts or their blocking by penetrating snow and ice and thus to ensure the reliability.
  • Such classic point heaters are based on systems with hot steam, gas heating or electrical energy. The cost-effectiveness of such point heaters is significantly determined by the acquisition, maintenance and energy costs.
  • U1 discloses a heating device with a cover box which can be fastened on the rail side and which is closed on the end side, which essentially extends between rail head and rail foot and in which heating elements are arranged which communicate with a heating device provided outside the cover box.
  • the heating elements are formed in the cover by at least two, a liquid heating medium, preferably water, leading channels, which are embedded in a rail profile adapted body made of highly conductive material.
  • the cover box is thermally insulated and sealed against the rail head and provided on its inside with a townisoliermaterial.
  • FR 22 44 053 A1 describes a heated tube for heating the web of a rail, which is acted upon by an externally heated liquid.
  • the fixed rails of a switch are heated by radiators in the form of a flat tube on the rail head.
  • the rail feet of the switch are heated from below by means of a special metallic carrier with comb-like radiators on heated fluids.
  • a solution with a heating system for heating railway turnouts is shown in EP 2 260 149 B1.
  • a heating line through which a liquid flows is in heat-conducting contact with a rail part via a metallic fitting and is connected to a line network.
  • This heat which is passed through a heat exchanger in a separate circuit and heated to 40 ° C to 80 ° C, is then fed to the switch.
  • Geothermal heat can be used as a heat source for the primary cycle up to the heat pump.
  • a metallic fitting is arranged with a receptacle for the heating pipes. When flowing through the liquid, the heat transfer from the liquid via the heating line and the fitting to the rail.
  • one or more heat exchangers are provided for a switch, wherein a heat exchanger is in each case releasably connected to a stock rail and / or a tongue rail and / or a sliding chair by means of fastening elements.
  • the heat exchanger for stock rail and tongue rail on the rail web between the rail head and rail foot are detachably arranged.
  • a heat exchanger consists of an aluminum profile, each with a pipe for flow and return of a heat medium, an insulating, a rubber seal and a cover plate, which are glued together. Alternatively, the cover plate can be clamped over a groove and a clamping edge.
  • a fastener is provided to engage around a rail foot and thereby releasably connect the heat exchanger to the rail web.
  • an additional heating is provided, consisting of pipe and heat exchanger, which is arranged between two slide chairs between stock rail and tongue rail.
  • a geothermal system and a method for a point heating is known in which a heat conducting device on a Rail element comprises a channel or a molding element, the wall is in heat-conducting contact with a rail part and is connected to a line system. This extends to a predetermined depth in the ground, to withdraw heat from there a circulating liquid.
  • the piping system is equipped with a heat pump and a heat exchanger. In one embodiment, it is a form of sheet metal.
  • a molding element has two heat channels, which lie in the region of the rail head and in the region of the rail foot.
  • the distance between the two mold parts is either complied with that they are attached directly to this area on the rail, for example, glued or welded, or are firmly connected to each other via a spacer.
  • the transmission of the heat output in DE 10 2009 025 107 A1 takes place via a thermally conductively connected to the switch part form element, wherein the mold element is made of a part in different design for stock rail and tongue rail and is indirectly connected via screws directly or via clamps with the rail.
  • EP 1 262 597 A2 discloses a transmission of the heat output via a molded element thermally conductively connected to the switch parts.
  • the molded element consists of one part and is designed in various forms for stock rails and tongue rails. It is connected to the rail via screws on the rail web and on the tongue rail via tension clamps to the rail.
  • Another disadvantage is the large mechanical moment of resistance that exert the heating elements or heat exchangers according to the prior art on the rails and switches. This results in a significant rigidity of the tongue rail through the respective (metallic) fitting. The increased stiffness acts on the tongue rail when setting the switch adversely and increases the necessary force. Due to the high rigidity, the heat exchangers can be permanently deformed on the stock rail during train movement and the bending of the rails, which creates an additional source of interference.
  • a disadvantage is also in the prior art in the direct connection of mold elements with the rail of the high cost of assembly, maintenance and repair of the overall system.
  • many prior art embodiments are disadvantageous due to a lack of thermal contact, for example, uncontrollable tolerances at the mating surfaces between the mold element and the rail or when loading the rails by bending.
  • the solution via pipes attached to the rails has a low contact surface with the rail and thus a large heat transfer resistance.
  • Disadvantages are also arrangements of the form elements on the inside of the stock rail, ie on the side facing the respective tongue rail. This is problematic because the space between the switch blade and the stock rail is very low, especially in the area of the tip of the switch. The assembly and mounting of sheet metal parts in this area is unrealistic.
  • a disadvantage of the version with a direct evaporation probe and a direct capacitor to the switch is the low excess temperature of the heating medium of about + 8 ° C, the high operating pressure of the refrigerant and a required uniform slope of the entire line system on the switch to an evaporator tube.
  • Disadvantages are also arrangements of concrete slabs with integrated heat exchangers under the switch, as when installing or repairing the point heater, the disassembly and assembly of the switch completely or partially required and is associated with high costs.
  • the present invention is therefore an object of the invention to provide a temperature control unit for infrastructure elements and a system for controlling the temperature of infrastructure elements, which overcome the disadvantages mentioned above. It is a particular goal to provide a flexible and largely universally applicable temperature control and a system with high efficiency over the entire useful life.
  • a tempering unit (1) for track elements (3) comprising
  • a first one-piece heat exchanger (5) made of a thermally conductive material, in which a continuous cavity (7) for receiving a tempering medium is formed and which has an end opening at both ends of the cavity (7),
  • a second one-piece heat exchanger (11) made of a thermally conductive material, in which a continuous cavity (13) for receiving a tempering medium is formed and at both ends of the cavity (7) each having an end opening, and
  • the object is achieved according to the invention by a system (101) for controlling the temperature of track elements (3), comprising:
  • At least one tempering unit (1) according to the invention as described above,
  • the invention initially relates to a temperature control unit (1) for track elements (3).
  • This comprises a first one-piece heat exchanger (5) made of a thermally conductive material, in which a continuous cavity (7) for receiving a tempering medium is formed and which has an end opening at both ends of the cavity (7), and a second one-piece heat exchanger ( 11) made of a thermally conductive material, in which a continuous cavity (13) for receiving a tempering medium is formed and at both ends of the cavity (7) each having an end opening.
  • the temperature control unit (1) further comprises at least one fastening device (15) for fastening the first heat exchanger (5) and / or the second heat exchanger (11) to the track element (3).
  • the first heat exchanger (5) and the second heat exchanger (11) can be arranged in two adjacent sections of the track element (3), so that the first heat exchanger (5) over its length at least partially above the second heat exchanger (11) is arranged, wherein the first heat exchanger (5) and the second heat exchanger (11) are spaced apart by up to 20 mm.
  • the tempering unit (1) shows by the design of the heat exchanger (5, 11) as one-piece, thermally conductive elements very low heat transfer losses between the temperature control medium and the track element (3). Because the temperature control unit (1) comprises two heat exchangers (5, 11) which can be arranged substantially adjacent to one another, the low heat transmission losses remain due to optimum contact surface of both heat exchangers (5, FIG. 11) to the track element (3) even with large manufacturing tolerances of the track element (3) and in case of possible deformation of the track element (3).
  • the heat exchangers (5, 1 1) can independently compensate for possible tolerances by being pressed by the fastening device (15) best possible to the track element (3).
  • infrastructure elements are to be understood as devices, in particular mobile devices, which can assume different and specifiable states in rail traffic for the targeted handling of traffic. Turnouts, track barriers, signals, special track sections or level crossing systems are counted among the track elements.
  • heat exchanger in accordance with the present invention refers to a three-dimensional body of a thermally conductive material that is integrally formed.
  • the thermally conductive material is aluminum or an aluminum alloy.
  • an extrusion process is suitable for shaping the heat exchanger.
  • continuous cavity is meant a substantially rectilinear, over the length of the heat exchanger (5, 1 1) extending cavity, which is preferably round or oval.
  • the continuous cavity (7, 13) in this way forms a conduit for the temperature control medium.
  • the tempering medium is a liquid or gaseous medium with a high thermal coefficient.
  • the temperature control medium is liquid, in particular a water / antifreeze mixture, a heat transfer oil or a refrigerant.
  • the heat transfer mediums (5, 11) at the ends of the cavities (7, 15) have openings through which the cavities (7, 15) are supplied with the tempering medium.
  • the end-side openings are simply the substantially round ends of the cavities (7, 15).
  • the front-side openings are designed so that a connection for the temperature control medium is attached.
  • the fastening device (15) serves to apply the heat exchanger (5, 11) to the respective track element, preferably with a positive connection. It has a base of a clamping bracket (33) and a clamping head (35) which is connected by means of a fastening means (39) fixed, but releasably connected to the track element (3), and via a pressure element (37) for applying the heat transfer ( 5, 11) to the track element (3). It is important from a practical point of view that the fastening device (15) is non-positively connected to the track element (3), otherwise the fastening device (15) and with it the tempering (1) could be displaced by mechanical loads such as vibrations.
  • the first heat exchanger (5) bears against the rail head (301) and at the upper part of the rail web (303), the second heat exchanger (30). 11) bears against the rail foot (305) and at the lower part of the rail web (303). Between the heat exchangers (5, 11) is provided a distance of up to 20 mm, preferably up to 10 mm, particularly preferably about 5 mm. Depending on Condition of the track element (3), the distance over the length of the heat exchanger (5, 11) vary. The first heat exchanger (5) is thus completely above the second heat exchanger (11).
  • the first heat exchanger (5) bears against the rail web (310) and part of the curve in the transition to the rail foot (309), the second heat exchanger (11) adjoins the first heat exchanger (5) in this rounding and rests against the rail base (309). Substantially no distance is provided between the heat exchangers (5, 11), wherein, depending on the mechanical loading of the track element (3), the heat exchangers (5, 11) do not have to rest against each other over their entire length.
  • the first heat exchanger (5) thus lies diagonally above the second heat exchanger (11). Further embodiments are explained in more detail below.
  • the heat transfer losses between the heat exchangers (5, 11) and the track element (3) can be further improved by the operation of the temperature control unit (1).
  • the track elements (3) are subject to some deformation, i. in the case of a rail this is bent in train traffic. Since the temperature control unit (1) according to the invention does not stiffen the track element (3), but goes along to a certain extent, the heat exchanger (5, 11) and track element (3) can slide against one another and thereby remove material which impedes heat transfer.
  • areas of the rail webs (303, 310) can be scoured by small movements of the heat transfer media (5, 11) by adhering rust, so that the heat transfer is improved.
  • the first heat exchanger (5) and / or the second heat exchanger (11) on the side facing the track element (3) has / have a profile that is at least partially complementary to the outer profile of the track element (3) such that there is essentially a form fit between the track element (3) and the first heat exchanger (5) and / or the second heat exchanger (11).
  • the track element (3) usually has a standardized profile, which is based inter alia on international standards. Examples of rail profiles which may comprise the track element (3) are S 30, S 33, S 41/10, S 41/14, S 49, S 54, S 64, UIC 54 E, UIC 54, UIC 60, R 50, R 65 and 140-RE. These examples will be partially explained further below.
  • the outer profile of the heat exchanger (5, 11) is based on these profiles of the track element (3), so that for each standard profile, at least partially, complementary profile of the heat exchanger (5, 11) can be kept. Since track elements (3) are subject to some variation in manufacture and operation, no heat exchanger (5, 11) can be made fully complementary, i. can not be a complete negative shape of the profile of the track element (3). In other words, the heat exchangers (5, 11) are "substantially positive fit" to the track element (3).
  • the heat transfer losses between the heat exchangers (5, 11) and the track element (3) can be further reduced by introducing a Wegleitmaterials between the heat exchanger (5, 11) and the track element (3).
  • a commercially available weather-resistant thermal paste or heat-conducting foil can be introduced.
  • the first heat exchanger (5) and / or the second heat exchanger (11) have bearing surfaces (19) on at least one part of the fastening device (15) on the side facing away from the track element (3) ,
  • the assembly of the heat exchanger (5, 1 1) facilitates, on the other hand, the heat exchanger (5, 11) on the track element (3) adjusted more precisely and an optimum contact surface on the rail profile can be achieved.
  • the bearing surfaces (19) of the first heat exchanger (5) as chamfers (19 a) on its underside (21) and the bearing surfaces (19) of the second heat exchanger (1 1) as chamfers (19 b) on its upper side (23 ) are formed, each occupy an angle of 10 ° to 80 ° relative to the vertical. In particular, the angle between 30 ° and 60 °, more preferably 45 °.
  • the chamfers (19a, 19b) on the underside (21) and the top (23) of the heat exchanger (5, 11) lie on the side facing away from the track element (3) and thus with respect to the outer profile of the heat exchanger (5, 11), which rests against the track element (3), and form a wedge-shaped recess.
  • the fastening device (15) may have a spring element (25) which is designed such that it exerts a spring force in the direction of the track element (3) on the first heat exchanger (5) and / or the second heat exchanger (5).
  • a pressure element (37) is provided on the spring element (25), which engages in the bearing surfaces (19) of the first heat exchanger (5) and / or the second heat exchanger (11) and thus transmits the spring force.
  • the spring element (25) ensures an optimal contact pressure of the heat exchanger (5, 11) to the track element (3).
  • this is preferably in sliding contact with the heat exchangers (5, 11), or their bevels (19a, 19b), and thus maintains the contact pressure even when the heat exchanger (5, 11) due the mechanical load of the track element (3) themselves are mechanically stressed and move within certain limits.
  • the temperature control unit (1) has a length of 0.1 m to 10 m, in particular from 0.5 m to 6.0 m.
  • the length of the tempering unit (1) i. the length of the heat exchanger (5, 11), oriented to conventional electrical heating elements of the prior art.
  • a simple project planning on existing assembly lists for electrical heating elements of the track elements (3) is possible.
  • the temperature control unit (1), or the heat exchanger (5, 11) are modular in a development of the invention. That is, in particular the heat exchanger (5, 11) are prefabricated in different, often required lengths produced. As a result, a more effective industrial production of the items is possible.
  • the prefabricated individual parts, in particular the heat exchanger (5, 11) on the basis of the concrete track element (3) individually adjusted, especially shortened or cut, For example, at at the track element (3) existing tabs, screws o.ä ..
  • a fixed connection device at the ends of the heat exchanger (5, 11) would not be useful, since this would be omitted in the abovementioned shortening or cutting. According to the invention therefore connections are preferred, which can be connected to the simple frontal openings.
  • this further comprises at least one insulating element.
  • the insulating element is in particular a two-part insulating element, in which the first insulating element the surfaces facing away from the track element (3) and the bearing surfaces (19) of the heat exchanger (5, 11) covered and the second insulating element a lower portion of the track element (3) and a vertical Exterior surface of the first Dämmelements covered.
  • An insulating element, as it can be used according to the present invention, is described in DE 10 2011 1900 079 A1. Although insulation elements of the prior art are known in principle, the insulation element according to the present invention allows at least a partial reuse of existing insulation elements when converting electrical heating systems to the temperature control unit (1) according to the invention.
  • the insulating element is formed from a heat-insulating material, in particular polypropylene. Other materials that achieve high stability and good thermal insulation can also be used.
  • a first insulating element can serve to provisionally fix the heat transferring members (5, 11) on the track element (3) before final assembly takes place by the fastening device (15).
  • the second insulating element serves to improve the insulation overall between the individual fastening devices (15) along the track element (3).
  • the first insulating element and the second insulating element are shaped so that they can be mounted parallel to each other on a track element (3), so that in the mounted state, the second insulating element comprises a lateral lower end portion of the track element (3) form fit and in the longitudinal direction along the track element (3).
  • the first insulating element is arranged in the region of the distance between the second insulating element and the track element (3) and is held by means of the second Dämmelements on the track element (3).
  • the insulating elements are preferably made of a stable and heat-insulating material.
  • the present invention relates to a system (101) for tempering track elements (3).
  • This system (101) comprises at least one tempering unit (1) according to the invention, as described above, at least one tempering device for tempering the tempering medium and a line system for feeding the tempering of the tempering to the temperature control unit (1) and for discharging the tempering of the Temperature control unit (1) in the temperature control.
  • the system (101) exhibits substantially the same advantages as the tempering unit (1) comprised therein.
  • the system (101) initially achieves very low heat transfer losses between the temperature control medium and the track element (3), which are maintained even with large manufacturing tolerances of the track element (3) and possible deformation of the track element (3) and over the entire service life.
  • the system (101) as a whole shows the greatest possible flexibility with respect to mechanical deformations during operation of the track element (3).
  • the heat exchangers (5, 11) can deform even within certain limits and so do not lead to a stiffening of the track element (3).
  • a tempering device is designed to heat or cool the tempering medium, wherein the energy required for this purpose can come from different sources. If the system (101) is to be used, for example, for heating a track element (3), the temperature-control medium is heated to a predetermined flow temperature, for example to 40 ° C. Alternatively, the temperature of the tempering medium can be regulated relative to the ambient temperature, for example to 10 ° C above the ambient temperature, but at least to + 8 ° C.
  • the energy direction of the system is reversed, i. warmed tempering heated, bypassing the heat pump, the brine in the geothermal heater, wherein the heating by the temperature control and / or by other means, for example, solar, takes place.
  • the heat exchangers (5, 11) of the system (101) are connected with each other and with the temperature control device via the line system.
  • the line through the heat exchanger (5, 11) as a continuous cavity, in particular round, designed.
  • the heat exchangers (5, 11) are further configured individually shortenable, you have at the end faces not connection facilities for lines, such as flanges, threads, etc. It is therefore a conduit system provided in which the individual supply and discharge lines (31a, 31b) are provided for the temperature control medium with couplings, which can be easily connected to the frontal openings of the heat exchanger (5, 11) with these and thus connect the cavities (7, 15).
  • the line system is formed in particular of corrugated stainless steel corrugated pipes and further comprises a plug connection with or without deaerator.
  • the piping system may further a connection profile, for example made of aluminum, have.
  • the conduit system is thermally insulated.
  • connection between the heat exchangers (5, 11) and the pipe system can be done via clamp couplings with pipe socket.
  • the heat exchanger (5, 1 1) can also be connected to each other via clamp couplings with pressed stainless steel corrugated pipe.
  • a deflection can be arranged and at the other end of the one or a row of tempering elements (1) a connection group can be arranged. All connections are detachable, so that easy maintenance is possible.
  • a thread can be cut into the frontal openings, so that the heat transferring means (5, 11) can be connected by means of threaded sockets and screwed connections.
  • the track element (3) is a Fahrwegweiche (201).
  • simple switches, fallback points, crossing points and double crossing points are counted among the roadway switches (201).
  • the above-mentioned advantages of the system (101) are particularly effective in guideways (201), since a freezing of the moving parts or their blocking by penetrated snow and ice is effectively prevented.
  • the temperature control is a geothermal heater.
  • a preferred variant is the use of a U-tube probe with heat pump.
  • This variant uses geothermal heat with a U-tube Sole geothermal probe transported by means of a circulation pump upwards. The brine is deprived of heat by a heat pump. With the heat pump, the low-temperature energy is brought to a higher temperature level and transferred to the heating circuit, which also transports the energy via the temperature control units (1) to the track elements (3) with a further circulation pump and heats them there.
  • Another preferred variant is the use of direct evaporator probes.
  • This variant uses the latent heat of a refrigerant by its phase change.
  • the geothermal heater consists essentially of a closed pipe system with refrigerant, which evaporates by the geothermal energy.
  • the bore of the geothermal probe is introduced as a closed tube. This pipe is connected via lines with a compressor and expansion valve with the temperature control units (1) of the track elements (3).
  • WO 2013/037 635 A1 which has already been mentioned above, inter alia also describes a heater for sliding chairs and lock compartments.
  • a disadvantage of this technical solution is that it is not technically feasible at the point tip, especially in the area of the closure compartment, due to the small distance between the stock rail and tongue rail.
  • a heater for the sliding chair disposed between a Gleitstuhlplatte and a base plate heating element is provided.
  • the disadvantage of this is that special sliding chairs are required for this technical solution.
  • all sliding chairs of a switch must be replaced, which is associated with great expense and high costs. Simple retrofitting is not possible.
  • the system (101) according to the invention may further comprise at least one tempering device (103) which comprises a flat heat-conducting body (105) with at least one heat-conducting line (107), wherein the planar heat-conducting body (105) has a recess (109) and parallel to it two bends (111a, 111b).
  • the line (107) can be mounted both on the flat heat-conducting body (105) and under this.
  • the planar tempering device (103) is in particular a Gleitiene costumesung, as defined below.
  • the system (101) according to the invention may further comprise, for the above-mentioned elements, a planar tempering device (113) which comprises a heat-conducting body (115) with at least one heat-conducting line (111) attached thereto.
  • the line (11 1) can be mounted both on the heat conducting body (115) and under this.
  • the planar tempering device (113) is, in particular, a closure compartment heater, as defined in more detail below.
  • the advantages mentioned above in connection with the track element (3) are extended to the entire system (101).
  • an integrated system is created with which all critical areas of a track element (3) can be tempered.
  • one or more temperature control units (1) are connected to the line system via a flow control valve and a shut-off valve.
  • one or more temperature control units (1) can be connected to the line system via a pressure monitor and / or a flow monitor for monitoring the tempering device (113)
  • Figure 1 is a schematic representation of a roadway switch 201 after the
  • FIG. 2 a shows a schematic cross-section of a stock rail 203, 205 in the region in which the tongue rail 207, 209 is in contact,
  • FIG. 2b shows a schematic cross section of a tongue rail 207, 209 in FIG
  • FIG. 3 shows a schematic representation of heat exchangers 5, 11 according to an embodiment of the present invention
  • Figure 5 is a schematic representation of a fastening device 15 according to an embodiment of the present invention
  • Figure 6 is a schematic representation of the system 101 with the arrangement of heat exchangers 5, 11 by means of a fastening device 15 on a rail and
  • Figure 7 is a schematic representation of a tempering device 103 according to an embodiment of the present invention.
  • the tempering unit 1 in the embodiment of a point heater will be described below.
  • the present invention can also be applied to the cooling of these track elements 3, for example, to prevent distortion or warping of the track elements 3, in particular rails, at high ambient temperatures.
  • energy can be stored in a geothermal heater and thus increases their capacity or quickly regenerated after a heating period.
  • the S 49 profile is the lightest and was the standard profile of the Deutsche Reichsbahn and its successors from 1922 to 1963. It is still present on many routes, but is only installed for less loaded tracks.
  • the standard profile S 54 with 54 kg / m can be found on main lines and on railway tracks. It was from 1963 the rule profile of the German Federal Railways.
  • the UIC 60 profile weighs 60 kg / m and has been used since 1970 usually for highly loaded routes, including for high speeds.
  • the standardized UIC 54 profile is comparable to the German S 54 profile and is mainly used in other European countries.
  • the R 65 profile with 65 kg / m imported from the USSR was installed for heavy loads.
  • the R 50 profile which is comparable to the German S 49, was used primarily in tram networks.
  • the 140-RE profile 70 kg / m is used for heavily loaded routes.
  • the track switch 201 includes a straight stock rail 203 for the straight-ahead traffic and a curved stock rail 205 for the turning traffic.
  • the straight stock rail 203 is a bent tongue rail 207 and the curved stock rail 205 is associated with a straight tongue rail 209.
  • the tongue rails 207, 209 can be moved on Gleitstuhlplatten 211, the Gleitstuhlplatten 211 are firmly connected to the switch sleepers 213. In the respective rest position, the tongue rails 207, 209 are locked at their tips by means of a closure 215 which is accommodated in a lock compartment (not explicitly shown here).
  • FIGS. 2a and 2b Schematic representations of the stock rail 203, 205 and the tongue rail 207, 209 are given in FIGS. 2a and 2b.
  • the stock rail 203, 205 can be divided into rail head 301, rail web 303 and rail foot 305.
  • a flank 301a is formed at the side of the tongue rail 207, 209 side facing the rail head 301.
  • the tongue rail 207, 209 has a head region 307, a land region 310 and a foot region 309.
  • the cross section, in particular of the tongue rails 207, 209, is different over the length thereof.
  • the tongue rails 207, 209 have essentially only one rail foot 309, a height-reduced rail web 310 and a weakened rail head 307, so that the run of a flange wheel from the cheek rails 203, 205 onto the tongue rails 207, 209 can be carried out continuously.
  • the tongue rails 207, 209 then form a full rail land 310 and also a full rail head 310 to eventually transition into the cross section of a normal, full rail.
  • the point heating system 101 is presented for heating switches 201 in winter by means of liquid tempering medium.
  • a heat exchanger 5, 11 each with a stock rail 203, 205 and / or a tongue rail 207, 209 via a resiliently movable fastening device 15 with the stock rail 203, 205 and the tongue rail 207, 209 positively connected.
  • the heat exchangers 5, 11 are preferably made of aluminum profiles with a round inner diameter for flow and return of the tempering and a facing on the rail sides according to the rail profile and on the side facing away from the rail with support surfaces 19 for the fastening device 15 for pressing against the rails ,
  • the heat exchanger 5 can be applied to a stock rail 203, 205 between the rail head 301 and upper part of the rail web 303 and the heat exchanger 11 between rail 305 and lower part of the rail web 303.
  • fastening device 15 which in turn is attached to the rail, more specifically to the rail foot 305, non-positively.
  • bearing surfaces 19 are provided at an angle of approximately 45 ° relative to the vertical between the heat exchangers 5, 11 and the fastening device 15 through which the heat exchanger 5, 11 pressed into the curves between the rail web 303 and rail head 301 and rail 305 become. As a result, they have an independent surface contact independent of the tolerance of the rail, even during the traffic and the associated deflections of the rails.
  • FIG. 4 schematically illustrates the embodiment according to the invention for a tongue rail 207, 209.
  • the heat exchanger 5 on a tongue rail 207, 209 can be mounted on the vertical surface on the tongue rail web 310 and on the tongue surface
  • Heat exchanger 11 can be attached to the horizontal surface on the tongue rail foot 309 with mutual contact surfaces at an angle of about 45 ° relative to the vertical via a spring-mounted fastening device 15, so that at an angle of about 45 ° both heat exchangers 5, 11 in the rounding between Tongue rail foot 309 and tongue rail 310 are pressed. They are held together by means of folds on a pressure element 37 connected to the fastening device 15. They thereby have a uniform surface contact independent of the tolerance of the tongue rail contour.
  • the attachment of the heat exchanger 5, 11 on a track element 3 is positively via a fastening device 15, consisting of clamping bracket 33, clamping head 35, clamping screw 39 and spring element 25 on rail 305, as shown schematically in Figure 5.
  • a fastening device 15 for the stock rail 203, 205 a spring element 25 with a pressure element 37 is arranged at the level of the horizontal axis of symmetry of the rail web 303. After mounting the first Dämmelements the pressure element 37 penetrates the first insulating element and presses on the support surfaces 19 of the heat exchanger 5, 11.
  • the pressure element 37 preferably has a U-shaped contour with oblique outer surfaces, preferably about 45 ° from the vertical and thus conformal to the bearing surface 19 of the heat exchanger 5, 11 to act on the heat exchanger 5, 11 in a wedge shape over the bearing surfaces 19 of the heat exchanger 5, 11, so that they rest with optimal contact surface on the track element 3.
  • the pressure element 37 is designed as a metallic staple. This staple is beaten during assembly, preferably by hand, through the first insulating element until its oblique outer surfaces in the chamfers 19a, 19b of the heat exchanger 5, 11 engage. Subsequently, the spring element 25 is applied to the back of the staple and acted upon by tightening the fastening device 15 with a spring tension.
  • FIG. 6 shows the system 101 with the exception of the insulating elements and the line system.
  • a mounting clamp For attaching the second Dämmelements and fixing it to the rail a mounting clamp is provided. This is preferably designed and adapted to the outer profile of the second Dämmelements that they in one biased state is attachable to the second insulating element. Due to the bias of the mounting clip, the second insulating element can be fixed to the rail when attached to the rail by means of a snapping the mounting clamp on the rail foot 305.
  • the second insulating element on its underside has a length which corresponds to a distance between two sleepers 213.
  • the insulation element according to the invention 27 has a plurality of first insulating elements, which are arranged in the mounted state over the entire tempered rail length lined up.
  • the present invention overcomes specific disadvantages of the prior art described in WO 2013/037 635 A1.
  • the heating of the sliding chairs according to the present invention via horizontally arranged tempering 103, preferably made of a good thermal conductivity sheet metal, which has a recess 109 in the region of the higher-lying sliding surface for the tongue rail 207, 209. That is, the tempering device 103 is cut free in the size of the slide chair and thus has a U-shape.
  • the tempering device 103 according to the invention can be retrofitted to existing sliding chairs, without any changes are necessary.
  • the tempering device 103 is parallel to the recess, i.
  • the tempering device 103 is divided into three areas. At the folds 11 1a, 11 1 b is thermally conductively attached a line 107 for the flow and return of the tempering. Due to the heat transfer from the temperature control medium via the line 107 and the tempering device 103, the slide chair 211, which is in thermal contact with it, can be tempered. In this case, the line 107 may be mounted on or below the flat heat-conducting body 105.
  • the heating of the lock compartments is carried out according to the invention via a flat tempering device 1 13, which is preferably made of a good thermal conductivity sheet.
  • the heat-conducting body 115 of the planar tempering device 113 is not bent, but essentially flat, so that it can be slid horizontally on the ballast bed under the lock compartment.
  • the tempering device 1 13 has heat-conducting on the heat conducting body 115 attached lines 117 for the flow and return of the tempering. In this case, the line 117 may be mounted on or below the heat-conducting body 115.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Heat Treatment Of Articles (AREA)

Abstract

La présente invention concerne une unité d'équilibrage thermique pour des éléments de voie, comprenant un premier échangeur et un deuxième échangeur thermique (5, 11) en une pièce, constitué par un matériau thermoconducteur, dans lequel est à chaque fois réalisé un espace creux continu pour recevoir un milieu d'équilibrage thermique et qui présente aux deux extrémités de l'espace creux, à chaque fois, une ouverture frontale, au moins un dispositif de fixation pour fixer l'échangeur thermique (5, 11) sur l'élément de voie, le premier échangeur thermique (5) et le deuxième échangeur thermique (11) pouvant être disposés dans deux sections adjacentes de l'élément de voie de manière telle que le premier échangeur thermique (5) est disposé sur sa longueur au moins partiellement au-dessus du deuxième échangeur thermique (11), le premier échangeur thermique (5) et le deuxième échangeur thermique (11) étant distancés l'un de l'autre de jusqu'à 20 mm. En outre, l'invention concerne un système pour l'équilibrage thermique d'éléments de voie, comprenant une unité d'équilibrage thermique selon l'invention, un dispositif d'équilibrage thermique pour équilibrer thermiquement le milieu d'équilibrage thermique et un système de conduites pour transporter le milieu d'équilibrage thermique du dispositif d'équilibrage thermique vers l'unité d'équilibrage thermique et pour évacuer le milieu d'équilibrage thermique de l'unité d'équilibrage thermique dans le dispositif d'équilibrage thermique.
EP14793769.2A 2013-10-01 2014-10-01 Dispositif de chauffage ou de refroidissement d'un rail Not-in-force EP3052702B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013016232.7A DE102013016232A1 (de) 2013-10-01 2013-10-01 Temperiereinheit für Fahrwegelemente und System zum Temperieren von Fahrwegelementen
PCT/DE2014/000493 WO2015048939A1 (fr) 2013-10-01 2014-10-01 Dispositif de chauffage ou de refroidissement pour un profil de rail, actionné au moyen d'une pompe à chaleur

Publications (2)

Publication Number Publication Date
EP3052702A1 true EP3052702A1 (fr) 2016-08-10
EP3052702B1 EP3052702B1 (fr) 2017-08-16

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EP14793769.2A Not-in-force EP3052702B1 (fr) 2013-10-01 2014-10-01 Dispositif de chauffage ou de refroidissement d'un rail

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EP (1) EP3052702B1 (fr)
DE (1) DE102013016232A1 (fr)
WO (1) WO2015048939A1 (fr)

Families Citing this family (3)

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DE102016117636A1 (de) 2016-09-19 2018-03-22 Wolfgang Feldmann Gleitstuhl einer Weiche
DE102017005092A1 (de) 2017-05-29 2018-11-29 Goldschmidt Thermit Gmbh Beheizungsvorrichtung für ein Schienenprofil
IT201800002880A1 (it) * 2018-02-20 2019-08-20 Lef S R L Un sistema di blocco per vincolare la canalina per il passaggio dei cavi scaldanti in uno scambio ferroviario a punta mobile

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EP1529880B1 (fr) * 2003-11-10 2016-08-17 Wolfgang Feldmann Installation de chauffage pour aiguillage
DE202005021255U1 (de) 2004-10-06 2007-06-21 Scharrenbroich, Eugen Heizvorrichtung für eine Schienenweiche
AT8836U1 (de) * 2005-10-06 2007-01-15 Scharrenbroich Eugen Heizvorrichtung für eine schienenweiche
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EP2440706A1 (fr) * 2009-06-11 2012-04-18 Balfour Beatty PLC Système de chauffage d'aiguilles de rail
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DE102011100079A1 (de) 2011-04-29 2012-10-31 Ean Elektroschaltanlagen Gmbh Wärmedämmung für Eisenbahnschienen
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Also Published As

Publication number Publication date
EP3052702B1 (fr) 2017-08-16
DE102013016232A1 (de) 2015-04-02
WO2015048939A1 (fr) 2015-04-09

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