EP3052702B1 - Dispositif de chauffage ou de refroidissement d'un rail - Google Patents

Dispositif de chauffage ou de refroidissement d'un rail Download PDF

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Publication number
EP3052702B1
EP3052702B1 EP14793769.2A EP14793769A EP3052702B1 EP 3052702 B1 EP3052702 B1 EP 3052702B1 EP 14793769 A EP14793769 A EP 14793769A EP 3052702 B1 EP3052702 B1 EP 3052702B1
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EP
European Patent Office
Prior art keywords
temperature control
heat exchanger
heat
rail
control unit
Prior art date
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EP14793769.2A
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German (de)
English (en)
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EP3052702A1 (fr
Inventor
Wolfgang Reinker
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EAN ELEKTROSCHALTANLAGEN GmbH
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EAN ELEKTROSCHALTANLAGEN GmbH
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Publication of EP3052702A1 publication Critical patent/EP3052702A1/fr
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    • 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 heater having a rail-side attachable end-capped cover box extending substantially between the rail head and rail foot and having heating elements disposed therein communicating with a heater 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.
  • a solution with a heating system for heating railway turnouts is in EP 2 260 149 B1 shown.
  • 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.
  • a heat exchanger is releasably connected in each case with 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. Further, an additional heating is provided, consisting of pipe and heat exchanger, which is arranged between two slide chairs between stock rail and tongue rail.
  • 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.
  • EP 1 262 597 A2 discloses a transfer of the heat output via a thermally conductive connected to the switch parts molding element.
  • 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.
  • DE 10 2011 016 164 A1 discloses a heat exchanger consisting of a bottom plate made of concrete with capillary tube mats encapsulated therein.
  • 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 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.
  • 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, 11) can compensate for each other possible tolerances by being pressed by the fastening device (15) as best as possible to the track element (3).
  • Another advantage consists in the simple and easy installation, or dismantling, the temperature control unit (1) on the track element (3).
  • For attaching can be largely resorted to fasteners of conventional electric point heaters. This is further reflected by a high cost-effectiveness in the acquisition, maintenance and energy costs.
  • 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, 11) 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), whereby, 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).
  • 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 tempering unit (1) according to the invention does not stiffen the track element (3) but moves to some extent, the heat exchanger (5, 11) and the 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, the u.a. oriented to 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, 11) 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.
  • 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 (11) as chamfers (19 b) on its upper side (23) are formed, which 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,
  • 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.
  • 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 in DE 10 2011 1900 079 A1 described.
  • 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 with 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 design of the heat exchanger (5, 11) was taken to create as few heat transfer for a reduction in heat transfer losses.
  • the line through the heat exchanger (5, 11) as a continuous cavity, in particular round, designed. Since 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.
  • 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 exchangers (5, 11) 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) . 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 temperature control is a geothermal heater.
  • the selection of the geothermal heating device depends on the local conditions.
  • a preferred variant is the use of a U-tube probe with heat pump.
  • the geothermal energy with a U-tube brine geothermal probe transported upwards with the aid of a circulation pump.
  • the brine is deprived of heat by a heat pump.
  • the 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 describes, among other things, a heater for sliding chairs and lockers.
  • 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 a switch to 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 (111 a, 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 Gleitienemonasine, 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.
  • a planar tempering device (113) which comprises a heat-conducting body (115) with at least one heat-conducting line (111) attached thereto.
  • the line (111) 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)
  • 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 in the FIGS. 2a and 2b given.
  • the stock rail 203, 205 can be divided into rail head 301, rail web 303 and rail foot 305.
  • a flank 301 a 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 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.
  • a serves in FIG. 5 schematically illustrated fastening device 15, which in turn is attached to the rail, more specifically on 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 on the vertical surface on the tongue rail web 310 and the 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 to 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 in FIG. 5 is shown schematically.
  • 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 except for the insulating elements and the piping 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 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 in WO 2013/037 635 A1 described prior art.
  • 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 has parallel to the recess, ie parallel to the orientation of the thresholds 213, folds 111 a, 111 b, which point at an angle of 30 ° to 60 °, in particular 45 °, with respect to the horizontal downwards.
  • the tempering device 103 is divided into three areas.
  • a line 107 is thermally conductive for the flow and return of the tempering attached. 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.
  • 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 113, 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 113 has heat-conducting on the heat conducting body 115 attached lines 117 for the flow and return of the tempering medium. 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)

Claims (13)

  1. Unité d'équilibrage de la température (1) pour des éléments de voie ferrée (3), comprenant
    - un premier échangeur de chaleur d'une seule pièce (5) en un matériau conducteur de la chaleur, dans lequel est formée une cavité continue (7) destinée à contenir un milieu d'équilibrage de la température et qui présente à chacune des deux extrémités de la cavité (7) une ouverture frontale,
    - un deuxième échangeur de chaleur d'une seule pièce (11) en un matériau conducteur de la chaleur, dans lequel est formée une cavité continue (13) destinée à contenir un milieu d'équilibrage de la température et qui présente à chacune des deux extrémités de la cavité (7) une ouverture frontale, et
    - au moins un dispositif de fixation (15) pour fixer le premier échangeur de chaleur (5) et/ou le deuxième échangeur de chaleur (11) à l'élément de voie ferrée (3),
    caractérisée en ce que le premier échangeur de chaleur (5) et le deuxième échangeur de chaleur (11) peuvent être disposés sur deux parties voisines de l'élément de voie ferrée (3), de telle manière que le premier échangeur de chaleur (5) soit disposé sur sa longueur entièrement verticalement au-dessus ou avec un décalage latéral en diagonale au-dessus du deuxième échangeur de chaleur (11), dans laquelle le premier échangeur de chaleur (5) et le deuxième échangeur de chaleur (11) sont espacés l'un de l'autre de jusque 20 mm.
  2. Unité d'équilibrage de la température (1) selon la revendication 1, dans laquelle le premier échangeur de chaleur (5) et/ou le deuxième échangeur de chaleur (11) présente (nt) sur le côté tourné vers l'élément de voie ferrée (3) un profil qui est au moins en partie complémentaire du profil extérieur de l'élément de voie ferrée (3), de telle manière qu'il existe essentiellement une liaison par emboîtement entre l'élément de voie ferrée (3) et le premier échangeur de chaleur (5) et/ou le deuxième échangeur de chaleur (11).
  3. Unité d'équilibrage de la température (1) selon la revendication 1 ou 2, dans laquelle le premier échangeur de chaleur (5) et/ou le deuxième échangeur de chaleur (11) présente(nt) sur le côté détourné de l'élément de voie ferrée (3) des faces d'appui (19) pour au moins une partie du dispositif de fixation (15).
  4. Unité d'équilibrage de la température (1) selon l'une quelconque des revendications 1 à 3, dans laquelle le dispositif de fixation (15) présente un élément de ressort (25), qui est réalisé de telle manière qu'il exerce une force élastique en direction de l'élément de voie ferrée (3) sur le premier échangeur de chaleur (5) et/ou sur le deuxième échangeur de chaleur (11).
  5. Unité d'équilibrage de la température (1) selon l'une quelconque des revendications 1 à 4, dans laquelle l'unité d'équilibrage de la température (1) a une longueur de 0,1 m à 10 m, en particulier de 0,5 m à 6,0 m.
  6. Unité d'équilibrage de la température (1) selon l'une quelconque des revendications 1 à 5, dans laquelle l'unité d'équilibrage de la température (1) présente en outre au moins un élément d'isolation.
  7. Unité d'équilibrage de la température (1) selon la revendication 6, dans laquelle l'élément d'isolation est un élément d'isolation en deux parties, dans laquelle le premier élément d'isolation recouvre les faces détournées de l'élément de voie ferrée (3) ainsi que les faces d'appui (19) des échangeurs de chaleur (5, 11) et le deuxième élément d'isolation recouvre la région inférieure de l'élément de voie ferrée (3) et une face extérieure perpendiculaire du premier élément d'isolation.
  8. Système (101) pour l'équilibrage de la température d'éléments de voie ferrée (3), comprenant
    - au moins une unité d'équilibrage de la température (1) selon l'une quelconque des revendications 1 à 7,
    - au moins un dispositif d'équilibrage de la température pour l'équilibrage de la température d'un milieu d'équilibrage de la température, et
    - un système de conduites pour amener le milieu d'équilibrage de la température du dispositif d'équilibrage de la température à l'unité d'équilibrage de la température (1) et pour évacuer le milieu d'équilibrage de la température de l'unité d'équilibrage de la température (1) au dispositif d'équilibrage de la température.
  9. Système (101) selon la revendication 8, dans lequel le dispositif d'équilibrage de la température est un dispositif de chauffage géothermique.
  10. Système (101) selon la revendication 8 ou 9, comprenant en outre au moins un équipement d'équilibrage de la température (103), qui comprend un corps conducteur de la chaleur plat (105) avec au moins une conduite (107) installée en conduction de la chaleur sur celui-ci, dans lequel le corps conducteur de la chaleur plat (105) présente un évidement (109) et deux chanfreins (111a, 111b) parallèles à celui-ci.
  11. Système (101) selon l'une quelconque des revendications 8 à 10, comprenant en outre au moins un équipement d'équilibrage de la température plat (113), qui comprend un corps conducteur de la chaleur (115) avec au moins une conduite (111) installée en conducteur de chaleur sur celui-ci.
  12. Système (101) selon l'une quelconque des revendications 8 à 11, dans lequel une ou plusieurs unité(s) d'équilibrage de la température (1) est/sont raccordée(s) au système de conduites par une soupape de régulation de débit et une soupape d'arrêt.
  13. Système (101) selon l'une quelconque des revendications 8 à 12, dans lequel une ou plusieurs unité(s) d'équilibrage de la température (1) est/sont raccordée(s) au système de conduites par un dispositif de surveillance de la pression et/ou un dispositif de surveillance du débit pour la surveillance de l'équipement d'équilibrage de la température (113).
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 EP3052702A1 (fr) 2016-08-10
EP3052702B1 true 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)

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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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DE102013016232A1 (de) 2015-04-02
WO2015048939A1 (fr) 2015-04-09
EP3052702A1 (fr) 2016-08-10

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