EP3196095B1 - Système et procédé pour détecter la rupture des rails d'une ligne ferroviaire - Google Patents

Système et procédé pour détecter la rupture des rails d'une ligne ferroviaire Download PDF

Info

Publication number
EP3196095B1
EP3196095B1 EP15842134.7A EP15842134A EP3196095B1 EP 3196095 B1 EP3196095 B1 EP 3196095B1 EP 15842134 A EP15842134 A EP 15842134A EP 3196095 B1 EP3196095 B1 EP 3196095B1
Authority
EP
European Patent Office
Prior art keywords
node
electrical
rails
electrical circuit
signal
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.)
Active
Application number
EP15842134.7A
Other languages
German (de)
English (en)
Other versions
EP3196095A1 (fr
EP3196095A4 (fr
Inventor
Felipe ESPINOSA ZAPATA
Manuel Mazo Quintas
Jesús Ureña Ureña
Álvaro HERNÁNDEZ ALONSO
José Antonio Jiménez Calvo
Ignacio FERNÁNDEZ LORENZO
María Del Carmen Pérez Rubio
Juan Carlos GARCÍA GARCÍA
Juan Jesús GARCÍA DOMÍNGUEZ
Juan Carlos CORTÉS RENGEL
Raúl ARÉVALO GEA
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.)
Instalaciones Inabensa SA
Original Assignee
Instalaciones Inabensa SA
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 Instalaciones Inabensa SA filed Critical Instalaciones Inabensa SA
Publication of EP3196095A1 publication Critical patent/EP3196095A1/fr
Publication of EP3196095A4 publication Critical patent/EP3196095A4/fr
Application granted granted Critical
Publication of EP3196095B1 publication Critical patent/EP3196095B1/fr
Priority to HRP20200137TT priority Critical patent/HRP20200137T1/hr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/044—Broken rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/18—Railway track circuits
    • B61L1/181—Details
    • B61L1/187—Use of alternating current

Definitions

  • the present invention relates to systems and methods for detecting broken rails on railway lines, and more specifically to non-onboard (or track-installed) systems and methods for non-onboard systems.
  • Patent document US2004172216A1 discloses a non-onboard system with ultrasound technology.
  • the system comprises one generator per rail, and the generators emit a corresponding ultrasonic signal.
  • Respective receivers are arranged a certain distance from the rails (one per rail).
  • the rail itself if it is not broken) is responsible for transmitting the ultrasound from the emitting point to the receiving point, such that if a receiver does not receive a signal when it should, the breakage of the corresponding rail is determined.
  • the advantage of this solution lies in the capacity of detecting all kinds of defects (surface damage, crack and breakage) that would affect the quality of the received signal, but it has the short range of the signal source (close to 2 meters) as a drawback, and therefore the need to incorporate a large number of repeaters, making the entire system more expensive.
  • optical fiber technology Another technology used in non-onboard systems of this type is optical fiber technology.
  • the most widespread technological solution using optical fiber consists of placing a light conductor against each rail.
  • the main advantage is the minimum and simple infrastructure required, but its weak point is the strong mechanical stress the rail must endure for the fiber to break and for the corresponding failure to be detected.
  • Another technology used in non-onboard systems of this type is inductive coupling technology.
  • the basic idea of this technology is to use the good electromagnetic conducting behavior of the rails to close a circuit in which the induced signal source is applied to a coil connected to the rails at a specific point of the railway line.
  • a looped cable acting as a receiver is placed at a certain distance, capturing the induction propagated by the rails if they are in the correct state.
  • the breakage of one of the rails causes an induced signal loss in the receiving loop.
  • the main advantage thereof is the simplicity and low cost, however induced signal losses increase with distance, so for detection at large distances, the technology requires increasing the current generating electromagnetic induction or increasing the number of emitting coils and receiving loops.
  • the received signal loss is indicative of a broken track but does not allow distinguishing which of the two rails has been rendered inoperative.
  • Another technology used in non-onboard systems of this type is elastic wave-based technology. It uses sonic and ultrasonic waves emitted by the train itself and propagated along the track where receiving devices are located.
  • the main advantage of this technology is that it does not require additional signal sources, however the use thereof is limited by the excessive damping these signals undergo with the frequency and with the distance, making it necessary to place receivers every few meters.
  • Patent document ES2320517A1 discloses a technology known as "track circuit", the function of which is to detect the presence/absence of a train in a section of a railway line using the forced short-circuit between the rails of the track by means of the wheel-axle-wheel assembly of a train. Indirectly, in the absence of a train these circuits can detect whether or not there is an electrical discontinuity of the rails in the section under study, being able to determine the breakage of a rail if a discontinuity is detected.
  • the exclusive use thereof as a rail breakage detector entails choosing an oversized solution with costly implementation and maintenance.
  • Patent document FR2758302A1 discloses a system for detecting broken rails on a railway, which is adapted for detecting broken rails by means of detecting an electrical discontinuity thereof.
  • the system includes a central unit connected to both rails of a main railway and to signalling equipment which controls the points between the main railway and a secondary railway.
  • the signalling equipment includes conducting cables which link electrically the main and the secondary rails. A number of devices are provided to measure the electrical current through the connection cables and rails.
  • Patent document FR2758301A1 discloses a system for detecting broken rails on a railway line having at least one track, which is adapted for detecting broken rails by means of detecting an electrical discontinuity thereof, wherein the system comprises at least one emitting node, at least one receiving node and connection means for configuring at least one electrical circuit determined between both nodes and the section of rails between both nodes, determining whether or not there is an electrical discontinuity in said section, the emitting node being configured for injecting at least one alternating electrical signal of a specific power into the electrical circuit.
  • An object of the invention is to provide a system for detecting broken rails of a railway line, as defined by independent claim 1 and described below.
  • the system of the invention is adapted for detecting broken rails by means of electrical discontinuity thereof, and comprises at least one emitting node, at least one receiving node and connection means for generating at least one electrical circuit determined between both nodes and the section of rails between both nodes, determining whether or not there is an electrical discontinuity in said section, the emitting node being configured for injecting at least one alternating electrical signal of a specific power into the electrical circuit.
  • the system further comprises, in each of the nodes, a detector associated with each rail in the section of rails which is part of the electrical circuit for detecting the signal going through the corresponding rail as a response to the injection performed by the emitting node, and at least control means which are communicated with the detectors for receiving signals detected by said detectors and configured for determining whether there is an electrical discontinuity in the electrical circuit based on the received detections, and for determining the breakage of at least one of the rails which is part of said electrical circuit given the presence of an electrical discontinuity in said electrical circuit (particularly a breakage in the section of said rail which is part of said electrical circuit).
  • Another object of the invention is to provide a method for detecting broken rails on a railway line having at least one track, as defined by independent claim 6 and described below.
  • At least one electrical circuit is configured between an emitting node, a receiving node and a section of rails between both nodes, at least one alternating electrical signal of a specific power is injected into the electrical circuit from the emitting node, the alternating electrical signal going through each rail which is part of the electrical circuit is detected in each of the nodes as a response to the injected alternating electrical signal, and it is determined whether there is an electrical discontinuity in a rail which is part of the electrical circuit, within the section which is part of said electrical circuit, and therefore whether there is a breakage in said rail, depending on said detected signals.
  • both the system and method of the invention make it possible to place the receiving node and the emitting node at great distances from one another in comparison with known prior art solutions, since the injection of an alternating signal on at least one rail with a suitable power is made possible, the excitation voltage value and the current value of said alternating signal being limited by electrical safety restrictions inherent to railway systems (maximum excitation voltage: 30 V; maximum current: 5A).
  • distances between the different technical buildings distributed along railway lines can be covered with a smaller number of devices given that the emitting nodes can be placed in the technical buildings and the receiving nodes can be place at intermediate points with respect to said technical buildings (intermediate points which can be at about between 5 km and 7 km from the technical buildings), for example.
  • the number of installations required for detecting breakages on railway lines therefore significant decreases, with both the technical and economic advantages this entails.
  • Sub-stations, autotransformers, communication cassettes, transformation centers, etc. must be included in the definition of a technical building.
  • a first aspect of the invention relates to a system for detecting broken rails on a railway line comprising at least one track V with two parallel rails R, which is preferably also adapted for detecting broken rails on a double-track railway line as schematically and structurally shown in Figure 1 , for example.
  • the system is designed so that the breakage in any rail R is detected based on the detection of an electrical discontinuity given that the capacity of the rails R themselves is used as electricity conductors.
  • the system of the invention is furthermore a non-onboard system, i.e., it is installed on the track or in the surrounding area, and a train or vehicle running on the tracks is not part of said system.
  • the system comprises at least one emitting node 1, at least one receiving node 2 arranged at a specific separation distance from the emitting node 1, and connection means for generating at least one electrical circuit determined between both nodes 1 and 2 and the section of rails R of the railway line between both nodes 1 and 2.
  • connection means allow electrical connection of the nodes 1 and 2, respectively, to the different rails R, such that it is possible to generate an electrical circuit between both nodes 1 and 2 and the section of rails R between both nodes 1 and 2, thus being able to detect whether there is a breakage in a rail R within said section of rails R based on whether the configured electrical circuit is closed (there is no electrical discontinuity in any of the sections of the rails R which are part of the electrical circuit) or open (there is at least one electrical discontinuity in one of the sections of rails R which are part of the electrical circuit).
  • the emitting node 1 is configured for injecting at least one alternating electrical signal of a specific power into the electrical circuit (for the sake of clarity, the generation is depicted with reference E in the drawings), determining whether or not there is a discontinuity in one of the rails R which are part of the corresponding electrical circuit depending on said injected signal.
  • the signal which is injected has specific electrical properties and the length of the section of rails R which can be inspected depends on said properties.
  • the injection of an alternating electrical signal must be interpreted as the generation of an alternating voltage (excitation voltage) which is applied to the electrical circuit providing a specific current.
  • the system comprises in each of the nodes 1 and 2 a detector S associated with each rail R, in the section of rails R which is part of the electrical circuit (see Figures 2 and 3 ), for detecting the signal going through the corresponding rail R as a response to the injection performed by the emitting node 1, and at least control means which are communicated with the detectors S for receiving signals detected by said detectors S and configured for determining whether there is an electrical discontinuity in the electrical circuit based on said signals, and for determining the breakage of at least one of the rails R (and of which rail R) which is part of said electrical circuit, in the section of rails R object of the study, given the presence of an electrical discontinuity in said electrical circuit.
  • the characteristics of the injected alternating electrical signal and the impedance of the electrical circuit are known, so the characteristics of the signals to be detected by the detectors S as a response to the injected alternating electrical signal can be anticipated.
  • the control means can therefore determine whether or not the received signals correspond with the expected ones, thus being able to determine whether or not there is a discontinuity in said section of rails R.
  • the control means are furthermore configured for determining the rail R in which electrical discontinuity has occurred based on the received signals.
  • Generating an electrical circuit between an emitting node 1, a receiving node 2 and the section of rails R between said nodes 1 and 2 of a railway line, and injecting an alternating electrical signal of a specific frequency into said electrical circuit allow placing the emitting node 1 and the receiving node 2 at greater distances from one another than with known prior art technologies, given that the alternating electrical signal is capable of covering greater distances.
  • the alternating electrical signal must also comply with (maximum excitation voltage of 30 V and maximum current of 5 A).
  • an alternating electrical signal can be configured which, when injected by the emitting node 1, it is correctly received in the receiving node 2 and in the emitting node 1 itself after going through the receiving node 2, with a level that depends on whether or not there is breakage in a rail R, the separation between the nodes 1 and 2 being able to be up to at least 10 km as a result of the system of the invention.
  • the section of railway line excited with the injected signal and analyzed comprises the distance between the two contiguous receiving nodes 2 thereof ( Figure 1 ), so the distance of railway line evaluated with one and the same emitting node 1 can reach 20 km (10 km on each side of the emitting node).
  • the system of the invention therefore allows placing the emitting nodes 1 in technical buildings present along railway lines and placing the receiving nodes 2 at an intermediate point between two technical buildings (between two emitting nodes 1), such that there is a separation distance of between about 5 km and 9 km between nodes 1 and 2.
  • Sub-stations, autotransformers, communication cassettes, transformation centers or installations which are present along railway lines and separated from one another by between 10 km and 14 km in general must be included in the definition of a technical building.
  • the system comprises respective control means 11 and 21 in each node 1 and 2 that receive the signals detected by the respective detectors S (control means 11 receive signals from the detectors S of the emitting node 1 and control means 21 receive signals from the detectors S of the receiving node 2), and a data communication line 3 through which both control means 11 and 21 are communicated to one another.
  • the communication line 3 corresponds with the line existing in the railway lines, the addition of an additional communication line being unnecessary (it could be added if no such line exist).
  • the communication line 3 can be an Ethernet line, for example, although it could also be of another type.
  • control means 21 of the receiving node 2 are configured for sending the signals they receive to the control means 11 of the emitting node 1, and said control means 11 are configured for determining whether or not there is an electrical discontinuity in the electrical circuit depending on the signals received from the receiving node 2 through the communication line 3 and on the signals received from the detectors S of the emitting node 1 itself, said control means 11 being those which determine whether or not there is breakage in a rail R, and where appropriate, which rail R is broken.
  • the control means 21 of the receiving node 2 may be the ones responsible for performing determinations, the emitting node 1 sending the received signals to the receiving node 2 through the communication line 3. Therefore, only one of the control means 11 and 21 is required to have the computing capabilities for determining whether or not a rail R is broken.
  • connection means comprise a first module 100 in the emitting node 1 through which said emitting node 1 can be electrically connected in different ways to the rails R of a railway line, and a second module 200 in the receiving node 2 through which said receiving node 2 can be electrically connected in different ways to the rails R of a railway line.
  • Each module 100 and 200 comprises at least one controllable switch (not depicted in the drawings) for each rail R, both nodes 1 and 2 thus being able to be electrically connected to all the rails R of the railway line, and each of the control means 11 and 21 is communicated with the corresponding module 100 and 200 and configured for controlling the opening and closing of said switches for configuring the different electrical circuits between the nodes 1 and 2 and the section of rails R between both nodes 1 and 2.
  • the two control means 11 and 21 are furthermore configured for controlling the switches of the modules 100 and 200, respectively, in a coordinated manner, such that they cooperate with one another for configuring the required electrical circuit between both nodes 1 and 2 and the section of rails R between both nodes 1 and 2.
  • the first module 100 is adapted for associating the emitting node 1 with two receiving nodes 2, one on each side (one on the right side and the other on the left side thereof, as shown in Figure 1 , for example), and the second module 200 is adapted for associating the receiving node 2 with two emitting nodes 1, one on each side (one on the right side and the other on the left side thereof), the control means 11 of the emitting node 1 and the control means 21 of both receiving nodes 2 being configured for controlling the respective modules 100 and 200 in a coordinated manner.
  • This thereby allows duplicating the evaluated section of rails R of the railway line with one and the same emitting node 1, with the advantages that this entails in terms of cost, installation and maintenance, for example.
  • the control means 11 and 21 allow configuring an electrical circuit between the emitting node 1, the receiving node 2 and the section of rails R between both nodes 1 and 2 of a track V of the railway line.
  • Two independent electrical circuits can therefore be configured for the case of a double-track railway line, one for each track V, as shown by way of example in Figure 2 .
  • the emitting node 1 is configured so that it preferably injects a first signal into the electrical circuit of one track V and then injects another signal into the electrical circuit of the other track V.
  • control means 11 and 21 and modules 100 and 200 are adapted and configured to be able to furthermore configure another electrical circuit involving both tracks V between the emitting node 1, the receiving node 2 and the section of rails R of both tracks V which is between both nodes 1 and 2, the electrical circuit between the four rails R (the section) forming the railway line thus being configured as shown by way of example in Figure 3 .
  • the emitting node 1 would inject an alternating electrical signal into both rails R of one and the same track V, the circuit through the receiving node 2 and the rails R of the other track V being closed.
  • the emitting node 1 is connected to both tracks V of the railway line and in the receiving node 2 the four rails R are short-circuited.
  • This new configuration allows the control means 11 to be able to identify the broken rail R and estimate the break area of said rail R.
  • the system can comprise a first signal bar 17 acting as a node for separating the alternating electrical signal into two (one for each of the rails R), such that the generation of a single alternating electrical signal is sufficient for the electrical circuit.
  • the system further comprises a second signal bar 18 unifying the two signals arriving from the two rails of the other track V (second track V).
  • the detectors S of the emitting node 1 are arranged between the rails R and the signal bars 17 and 18.
  • the system in turn comprises two signal bars 27 and 28.
  • the first signal bar 27 unifies the two signals arriving from the two rails R of the first track V
  • the second signal bar 28 separates the alternating electrical signal it receives from the first signal bar 27 into two, one for each rail R of the second track V.
  • the detectors S are arranged between the rails R and the signal bars 27 and 28.
  • a detector S detects an alternating electrical signal associated with its corresponding rail R as a response to the injected alternating electrical signal.
  • the detector S comprises a sense resistor detecting the current going through said rail R at that point, although a different detector S could be used. Therefore, based on the relative differences (of one detector S with respect to others) between the current (or voltage, for example) levels, which are indicative of one or more electrical discontinuities in the analyzed electrical circuit, the presence of at least one broken rail R in the analyzed section of track V (section which is part of said electrical circuit) can be detected.
  • the emitting node 1 is configured for generating the alternating electrical signal based on a digital carrier signal which is modulated by means of a specific code.
  • the frequency of the carrier signal is selected so that its bandwidth is not affected by the network frequency (50 Hz) and its main harmonics, so a frequency of at least 500 Hz is selected.
  • the protection systems used today in railway lines use signals having a frequency above 1 kHz, and further taking into account that the damping of an emitted signal increases with frequency, the selected frequency is below 1 kHz.
  • the bandwidth of the modulated digital signal is therefore comprised in the range defined between 500 Hz and 1 kHz, and preferably between about 700 Hz and about 900 Hz (which results in a carrier digital signal frequency of about 800 Hz).
  • the coding used contributes to the detection of signals with a high immunity to surrounding noise.
  • the modulation used allows concentrating the energy of the signal in the required bandwidth.
  • BPSK modulation with a 1023-bit Kasami code is used, but another type of modulation and coding could be used.
  • the emitting node 1 comprises a digital-to-analog converter DAC for converting said modulated digital signal into a modulated analog signal (which may or may not be integrated in the control means 11) and an amplifier 19 for amplifying said modulated alternating electrical signal, said amplified signal being the alternating electrical signal which is injected. Therefore, as a result of the system of the invention an alternating electrical signal can be injected with properties with which at least the following advantages are obtained:
  • the system comprises in each node 1 and 2 at least one analog-to-digital converter ADC for digitizing the alternating electrical signal detected by the corresponding detectors S, the control means 11 and 21 being connected to the corresponding analog-to-digital converter ADC for receiving said digitized signals and processing them.
  • the control means 11 and 21 demodulate the detected signals they receive from the corresponding detectors S, decode same and perform a correlation process with the known data pattern used for generating the alternating electrical signal itself to be injected.
  • the control means 21 transmit the processed signals to the corresponding emitting node 1 through the communication line 3 (adapting it to the corresponding protocol, Ethernet, etc.).
  • the control means 11 analyze the signals received from the receiving node 2 and the signals processed in the emitting node 1 itself and determine whether or not there is breakage (and should there be one, which one is broken and the estimated break area). Alternatively, the control means 21 may not process the signals received from the detectors S (or at least part of the processing steps), in which case they would send said signals to the corresponding emitting node 1 so that this emitting node 1 is responsible for processing them (or completing the missing steps).
  • the system further comprises:
  • the detected alternating signal associated with each rail R is filtered (by means of band pass filters not depicted in the drawings) both in the emitting node 1 and in the receiving node 2 in order to eliminate the frequencies outside the bandwidth of interest.
  • the pass band of the filter is sized for the bandwidth of the signal to be injected, preferably between about 700 Hz and about 900 Hz as mentioned above.
  • the filtered signals arrive at the corresponding analog-to-digital converter ADC.
  • the control means 11 and 21 can be a microprocessor, a microcontroller, a PC, a dedicated card, an FPGA or any device with computing capability to carry out the required and mentioned actions.
  • a second aspect of the invention relates to a method for detecting a broken rail for a railway line, whereby the breakage of the rails R is detected by means of electrical discontinuity thereof.
  • the method is adapted for being implemented in a system such as the one mentioned for the first aspect of the invention.
  • At least one electrical circuit is configured between an emitting node 1, a receiving node 2 and the section of rails R between both nodes 1 and 2, at least one alternating electrical signal of a specific power is injected into the electrical circuit from the emitting node 1, the alternating electrical signal going through each rail R which is part of the electrical circuit is detected in each of the nodes 1 and 2 as a response to the injected alternating electrical signal, and it is determined whether there is an electrical discontinuity in a rail R which is part of the electrical circuit, and therefore whether there is breakage in said rail R, depending on said detected signals.
  • the method is therefore adapted for being implemented when no rolling stock is running along the section of rails R to be analyzed (or preferably in nearby sections either to prevent sources of interference from said rolling stock).
  • the signal is injected during a specific time, which can be 1 minute, for example, and the electrical signal through the rails R is detected with the corresponding detectors S during said time interval.
  • the nodes 1 and 2 are synchronized such that the receiving node 2 performs the functions for which it is responsible (detecting signals and transmitting same through the communication line 3) provided that the emitting node 1 injects the corresponding alternating electrical signal(s), said receiving node 2 being at rest as long as the emitting node 1 does not inject any signal (the emitting node 1 is also at rest in that situation), reducing energy consumption.
  • Synchronization can be performed in different ways, for example the emitting node 1 can be programmed to act periodically and when activated causes activation of the receiving node 2, both nodes 1 and 2 can be programmed and synchronized, or a remote controller can be responsible for activating both nodes 1 and 2.
  • the detected signals reach the corresponding control means 11 and 21 (filtered and digitized as explained for the first aspect of the invention), and said control means 11 and 21 process and record the signals as mentioned for the first aspect of the invention, for example.
  • Correlation of the signals received by the control means 11 and 21 is performed during processing taking into account the data patterns used for coding the injected alternating electrical signal.
  • the correlation results obtained in the control means 21 of the receiving node 2 are sent through the communication line 3 to the control means 11 of the emitting node 1 for joint analysis (analysis of the signals processed in the control means 21 and signals processed in the actual control means 11).
  • the analysis allows determining whether or not there is an electrical discontinuity in the electrical circuit, and therefore whether there is breakage in a rail R, as explained also for the first aspect of the invention.
  • control means 21 may not process the signals received from the detectors S (or they may not perform at least part of the processing steps), in which cases they would send said signals to the corresponding emitting node 1 so that this emitting node 1 is responsible for processing them (or completing the missing steps).
  • the method implements a detection process from a single excitation (independent excitation process).
  • an electrical circuit is configured between the emitting node 1, the receiving node 2 and the section of rails R between both nodes 1 and 2 of said track V of the railway line, the alternating electrical signal is injected into the electrical circuit, the electrical signal going through each of the rails R in the section of said rails R which is part of said electrical circuit is detected in each node 1 and 2, the detected signals are processed in the control means 11 and 21, and it is determined whether there is an electrical discontinuity in a rail R, and therefore whether or not there is breakage, depending on said detected electrical signals.
  • the independent excitation process is implemented in both tracks V (see Figure 2 ).
  • the breakage of a rail R in both tracks V can therefore be detected in the same test. If the breakage of at least one rail R in at least one of the two tracks V (in the evaluated sections, respectively) is determined as a result of both independent excitation processes, an additional detection process (joint excitation process, see Figure 3 ) is implemented in the method in which a joint excitation of both tracks V (of sections of tracks V which have previously been evaluated with respective independent excitation processes) is carried out.
  • an electrical circuit is configured between the emitting node 1, the receiving node 2 and the section of rails R of both tracks V which is between the nodes 1 and 2 (see Figure 3 ), the emitting node 1 in said electrical circuit being connected to both tracks V and the four rails R being short-circuited in the receiving node 2, an alternating electrical signal is injected into the electrical circuit, the electrical signal going through each of the rails R which are part of the electrical circuit is detected in each node 1 and 2 and in each track V, and the detected signals are processed.
  • the simultaneous analysis of all the detected signals allows identifying the broken rail R (internal or external rail of each track V) and estimating the approximate break area (area close to the emitting node 1, close to the receiving node 2 or an intermediate area, for example).
  • the control means 11 are capable of identifying the broken rail R and estimating the approximate break area. For analyzing the signals in the control means 11, a look-up-table or equivalent listing signal amplitude data with break areas can be implemented, for example.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (11)

  1. Système pour détecter la rupture des rails d'une ligne ferroviaire comportant au moins une voie, qui est adaptée pour détecter la rupture des rails (R) au moyen de la détection d'une discontinuité électrique de ceux-ci, dans lequel le système comprend au moins un nœud émetteur (1), au moins un nœud récepteur (2) et des moyens de connexion pour configurer au moins un circuit électrique déterminé entre les deux nœuds (1, 2) et la section de rails (R) entre les deux nœuds (1, 2), déterminant s'il y a ou non une discontinuité électrique dans ladite section, le nœud émetteur (1) étant configuré pour injecter au moins un signal électrique alternatif d'une puissance spécifique dans le circuit électrique, le système comprenant également, dans chacun des nœuds (1, 2), un détecteur (S) associé à chaque rail (R) dans la section des rails (R) faisant partie du circuit électrique, pour détecter le signal traversant le rail (R) correspondant en réponse à l'injection effectuée par le nœud émetteur (1), et au moins des moyens de commande (11, 21) qui sont connectés aux détecteurs (S) pour recevoir des signaux détectés par lesdits détecteurs (S) et configurés pour détecter s'il y a une discontinuité électrique dans le circuit électrique sur la base des signaux reçus des détecteurs (S), et pour déterminer la rupture d'au moins un des rails (R) faisant partie dudit circuit électrique dans ladite section en présence d'une discontinuité électrique dans ledit circuit électrique.
  2. Système selon la revendication 1, comprenant des moyens de commande respectifs (11, 21) dans chaque nœud (1, 2) qui reçoivent les signaux détectés par les détecteurs (S) du nœud correspondant (1, 2) de celui-ci, et une ligne de communication de données (3) par laquelle les moyens de commande (11) du nœud émetteur (1) et les moyens de commande (21) du nœud récepteur (2) faisant partie d'un même circuit électrique sont communiqués entre eux, au moins un desdits moyens de commande (11, 21) étant configuré pour transmettre les signaux détectés par les détecteurs (S) correspondants aux moyens de commande (11, 21) de l'autre nœud (1, 2) à travers la ligne de communication (3), et les moyens de commande (11, 21) recevant les signaux à travers la ligne de communication (3) étant configurés pour déterminer s'il y a une discontinuité électrique dans le circuit électrique correspondant en fonction desdits signaux et des signaux détectés par les détecteurs (S) du nœud (1, 2) de ceux-ci.
  3. Système selon la revendication 1 ou 2, dans lequel chaque détecteur (S), à la fois du nœud émetteur (1) et du nœud récepteur (2), comprend une résistance de détection, le système comprenant en outre pour chaque détecteur (S) un élément de découplage pour associer chaque détecteur (S) au rail correspondant (R), un filtre passe-bande et un convertisseur analogique-numérique (ADC).
  4. Système selon l'une quelconque des revendications 1 à 3, dans lequel le nœud émetteur (1) est configuré pour générer le signal électrique alternatif à injecter à partir d'un signal porteur qui est modulé au moyen d'un code spécifique et d'une modulation spécifique et comprend un convertisseur numérique-analogique (DAC) pour convertir ledit signal numérique modulé en un signal analogique modulé, et un amplificateur (19) pour amplifier ledit signal électrique alternatif modulé à la puissance requise, ledit signal amplifié étant le signal électrique alternatif qui est injecté.
  5. Système selon l'une quelconque des revendications 1 à 4, dans lequel le nœud émetteur (1) comprend un transformateur (T1) entre l'amplificateur (19) et chaque rail (R) sur lequel le signal électrique alternatif peut être injecté.
  6. Procédé pour détecter la rupture des rails d'une ligne ferroviaire comportant au moins une voie, dans lequel au moins un circuit électrique est configuré entre un nœud émetteur (1), un nœud récepteur (2) et une section de rails (R) entre les deux nœuds (1, 2), au moins un signal électrique alternatif d'une puissance spécifique est injecté dans le circuit électrique à partir du nœud émetteur (1), le signal électrique alternatif traversant chaque rail (R) faisant partie du circuit électrique est détecté dans chacun des nœuds (1, 2) en réponse au signal électrique alternatif injecté, et on détermine s'il y a une discontinuité électrique dans un rail (R) faisant partie du circuit électrique et donc s'il y a une rupture dans ledit rail (R), en fonction desdits signaux détectés.
  7. Procédé selon la revendication 6, dans lequel les signaux détectés dans l'un des nœuds (1, 2) en réponse à l'injection du signal électrique alternatif dans le circuit électrique correspondant sont transmis à l'autre nœud (1, 2) par une ligne de communication (3), déterminant s'il y a une discontinuité électrique dans ledit circuit électrique dans le nœud (1, 2) qui reçoit les signaux par la ligne de communication (3) en fonction des signaux reçus par la ligne de communication (3) et des signaux détectés par les rails (R) associés audit nœud (1, 2).
  8. Procédé selon la revendication 6 ou 7, dans lequel un processus de détection est effectué dans au moins une voie (V) de la ligne ferroviaire dans laquelle un circuit électrique est configuré entre le nœud émetteur (1), le nœud récepteur (2) et la section de rails (R) entre les deux nœuds (1, 2) de ladite voie (V) de la ligne ferroviaire, le signal électrique alternatif est injecté dans une des rails (R) faisant partie dudit circuit électrique, le signal électrique traversant chacun des rails (R) faisant partie dudit circuit électrique est détecté dans chaque nœud (1, 2), et en fonction desdits signaux électriques détectés, on détermine s'il y a une discontinuité électrique dans un rail (R) faisant partie du circuit électrique, et donc s'il y a une rupture dans ledit rail (R), en fonction desdits signaux détectés.
  9. Procédé selon la revendication 8, dans lequel un processus de détection est effectué pour chaque voie (V) dans une ligne ferroviaire à double voie, les deux processus étant indépendants l'un de l'autre, et si une rupture d'un rail (R) est détectée dans l'une quelconque des deux voies (V), un processus de détection supplémentaire est effectué dans lequel un circuit électrique est configuré entre le nœud émetteur (1), le nœud récepteur (2) et la section de rails (R) des deux voies (V) qui est entre les nœuds (1, 2) et qui ont été évalués avec le processus de détection indépendant, le nœud émetteur (1) dans ledit circuit électrique étant connecté aux deux voies (V) et les quatre rails (R) étant court-circuités dans le nœud récepteur (2), un signal électrique alternatif est injecté dans le circuit électrique, le signal électrique traversant par chacun des rails (R) faisant partie du circuit électrique est détecté dans chaque nœud (1, 2), et en fonction desdits signaux détectés, le rail (R) où la discontinuité électrique survient est déterminé et la zone de rupture dans ledit rail (R) est estimée.
  10. Procédé selon l'une quelconque des revendications 7 à 9, dans lequel le signal électrique alternatif à injecter est généré sur la base d'un signal porteur qui est modulé au moyen d'un code spécifique et d'une modulation spécifique, le signal numérique modulé est converti en un signal analogique modulé et ledit signal analogique modulé est amplifié, ledit signal amplifié étant le signal électrique alternatif qui est injecté.
  11. Procédé selon la revendication 10, dans lequel la largeur de bande du signal porteur se situe dans une plage de fréquence définie entre environ 500 Hz et environ 1 kHz, de préférence entre environ 700 Hz et environ 900 Hz.
EP15842134.7A 2014-09-15 2015-09-09 Système et procédé pour détecter la rupture des rails d'une ligne ferroviaire Active EP3196095B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
HRP20200137TT HRP20200137T1 (hr) 2014-09-15 2020-01-29 Sustav i metoda otkrivanja prijeloma tračnice na željezničkoj pruzi

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES201431338A ES2566975B1 (es) 2014-09-15 2014-09-15 Sistema y método para detectar la rotura de raíles en una línea ferroviaria
PCT/ES2015/070656 WO2016042182A1 (fr) 2014-09-15 2015-09-09 Système et procédé pour détecter la rupture des rails d'une ligne ferroviaire

Publications (3)

Publication Number Publication Date
EP3196095A1 EP3196095A1 (fr) 2017-07-26
EP3196095A4 EP3196095A4 (fr) 2018-09-12
EP3196095B1 true EP3196095B1 (fr) 2019-10-30

Family

ID=55532589

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15842134.7A Active EP3196095B1 (fr) 2014-09-15 2015-09-09 Système et procédé pour détecter la rupture des rails d'une ligne ferroviaire

Country Status (9)

Country Link
EP (1) EP3196095B1 (fr)
AR (1) AR101852A1 (fr)
DK (1) DK3196095T3 (fr)
ES (2) ES2566975B1 (fr)
HR (1) HRP20200137T1 (fr)
LT (1) LT3196095T (fr)
PT (1) PT3196095T (fr)
SA (1) SA517381081B1 (fr)
WO (1) WO2016042182A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108819986B (zh) * 2018-05-31 2020-09-29 北京全路通信信号研究设计院集团有限公司 一种用于对轨道线路进行故障检测的系统及方法
JP6785351B1 (ja) * 2019-08-26 2020-11-18 株式会社京三製作所 レール破断検知装置
JP6785353B1 (ja) * 2019-08-26 2020-11-18 株式会社京三製作所 レール破断検知装置
JP6785352B1 (ja) * 2019-08-26 2020-11-18 株式会社京三製作所 レール破断検知装置
CN111912903A (zh) * 2020-06-24 2020-11-10 西安理工大学 一种自供能的超声导波断轨实时检测系统及定位方法

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2758302B1 (fr) * 1997-01-10 1999-04-09 Cogifer Systeme de detection de defaut d'une file de rails d'un appareil de voie
FR2758301B1 (fr) * 1997-01-10 1999-04-09 Cogifer Systeme de surveillance d'au moins un canton d'un reseau ferroviaire

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
PT3196095T (pt) 2020-02-03
ES2765506T3 (es) 2020-06-09
ES2566975B1 (es) 2017-02-17
EP3196095A1 (fr) 2017-07-26
HRP20200137T1 (hr) 2020-08-21
DK3196095T3 (da) 2020-02-10
EP3196095A4 (fr) 2018-09-12
SA517381081B1 (ar) 2021-04-05
LT3196095T (lt) 2020-02-10
WO2016042182A1 (fr) 2016-03-24
AR101852A1 (es) 2017-01-18
ES2566975A1 (es) 2016-04-18

Similar Documents

Publication Publication Date Title
EP3196095B1 (fr) Système et procédé pour détecter la rupture des rails d'une ligne ferroviaire
EP1348609B1 (fr) Procédé et installation pour la détection d'un bris de rail
CA2916001C (fr) Dispositif de verification d'integrite de joint mecanique de circuit de voie
CA2920682C (fr) Moyen de surveillance d'etat d'alimentation electrique de circuit de voie
EP3381762B1 (fr) Système et procédé permettant de détecter la présence d'un train sur une voie ferrée
AU2016234948B2 (en) Improved power supply system for an overhead contact line
KR101740752B1 (ko) 순차 디코딩을 통해 철도 라인의 궤도 회로의 트랙 점유 상태를 결정하기 위한 방법 및 장치
KR101731617B1 (ko) 송신 펄스신호 왜곡이 개선된 케이블 고장 위치 검출 장치
RU2286277C1 (ru) Приемник сигнала из рельсовой цепи
Minullin et al. Sounding of air power transmission lines by the location method
US11975750B2 (en) Broken rail detector
US20220234632A1 (en) Broken rail detector
US7547988B2 (en) Railway power supply system and method for powering an electrical device situated along a railway
KR20240039957A (ko) 지상신호 검측 장치 및 지상신호 검측 방법
KR101064983B1 (ko) 무절연 에이에프 궤도회로의 고장추적장치
ES2320517B1 (es) Metodo detector de ocupacion de circuitos de via de ferrocarril, y dispositivo correspondiente.
JP2017133986A (ja) 電力線識別装置および識別方法
WO2010035088A2 (fr) Procédé et dispositif d'identification exclusive de signaux de commande le long d'une ligne de chemin de fer électrique

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20170418

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RIN1 Information on inventor provided before grant (corrected)

Inventor name: AREVALO GEA, RAUL

Inventor name: URENA URENA, JESUS

Inventor name: MAZO QUINTAS, MANUEL

Inventor name: GARCIA DOMINGUEZ, JUAN JESUS

Inventor name: HERNANDEZ ALONSO, ALVARO

Inventor name: PEREZ RUBIO, MARIA DEL CARMEN

Inventor name: CORTES RENGEL, JUAN CARLOS

Inventor name: ESPINOSA ZAPATA, FELIPE

Inventor name: FERNANDEZ LORENZO, IGNACIO

Inventor name: JIMENEZ CALVO, JOSE ANTONIO

Inventor name: GARCIA GARCIA, JUAN CARLOS

A4 Supplementary search report drawn up and despatched

Effective date: 20180814

RIC1 Information provided on ipc code assigned before grant

Ipc: B61L 23/04 20060101AFI20180808BHEP

Ipc: B61K 9/10 20060101ALI20180808BHEP

Ipc: B61L 1/18 20060101ALI20180808BHEP

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20190716

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1195831

Country of ref document: AT

Kind code of ref document: T

Effective date: 20191115

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602015040849

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: DENNEMEYER AG, CH

REG Reference to a national code

Ref country code: PT

Ref legal event code: SC4A

Ref document number: 3196095

Country of ref document: PT

Date of ref document: 20200203

Kind code of ref document: T

Free format text: AVAILABILITY OF NATIONAL TRANSLATION

Effective date: 20200124

REG Reference to a national code

Ref country code: DK

Ref legal event code: T3

Effective date: 20200207

REG Reference to a national code

Ref country code: EE

Ref legal event code: FG4A

Ref document number: E018741

Country of ref document: EE

Effective date: 20200121

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200130

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200130

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20191030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200229

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2765506

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20200609

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602015040849

Country of ref document: DE

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1195831

Country of ref document: AT

Kind code of ref document: T

Effective date: 20191030

REG Reference to a national code

Ref country code: HR

Ref legal event code: T1PR

Ref document number: P20200137

Country of ref document: HR

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

REG Reference to a national code

Ref country code: HR

Ref legal event code: ODRP

Ref document number: P20200137

Country of ref document: HR

Payment date: 20200820

Year of fee payment: 6

26N No opposition filed

Effective date: 20200731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200909

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200909

REG Reference to a national code

Ref country code: HR

Ref legal event code: ODRP

Ref document number: P20200137

Country of ref document: HR

Payment date: 20210819

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191030

REG Reference to a national code

Ref country code: HR

Ref legal event code: ODRP

Ref document number: P20200137

Country of ref document: HR

Payment date: 20220905

Year of fee payment: 8

REG Reference to a national code

Ref country code: HR

Ref legal event code: ODRP

Ref document number: P20200137

Country of ref document: HR

Payment date: 20230925

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: TR

Payment date: 20230918

Year of fee payment: 9

Ref country code: IT

Payment date: 20230920

Year of fee payment: 9

Ref country code: GB

Payment date: 20230924

Year of fee payment: 9

Ref country code: EE

Payment date: 20230811

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: HR

Payment date: 20230925

Year of fee payment: 9

Ref country code: FR

Payment date: 20230919

Year of fee payment: 9

Ref country code: DK

Payment date: 20230925

Year of fee payment: 9

Ref country code: DE

Payment date: 20230926

Year of fee payment: 9

Ref country code: BE

Payment date: 20230920

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: LV

Payment date: 20230922

Year of fee payment: 9

Ref country code: LT

Payment date: 20230919

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PT

Payment date: 20231011

Year of fee payment: 9

Ref country code: CH

Payment date: 20231001

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20240325

Year of fee payment: 9