EP4337512A1 - Système électrique, agencement et procédé applicables à des voies ferrées - Google Patents

Système électrique, agencement et procédé applicables à des voies ferrées

Info

Publication number
EP4337512A1
EP4337512A1 EP22726150.0A EP22726150A EP4337512A1 EP 4337512 A1 EP4337512 A1 EP 4337512A1 EP 22726150 A EP22726150 A EP 22726150A EP 4337512 A1 EP4337512 A1 EP 4337512A1
Authority
EP
European Patent Office
Prior art keywords
signal
rails
railroad track
dedicated
locating
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.)
Pending
Application number
EP22726150.0A
Other languages
German (de)
English (en)
Inventor
Matti AMPIO
Arto NIVALA
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.)
Rautatieto Certica Oy
Original Assignee
Rautatieto Certica Oy
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 Rautatieto Certica Oy filed Critical Rautatieto Certica Oy
Publication of EP4337512A1 publication Critical patent/EP4337512A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B61L1/182—Use of current of indifferent sort or a combination of different current types
    • 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
    • B61L1/185—Use of direct current
    • 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
    • B61L1/186—Use of rectified alternating current
    • 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
    • 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

Definitions

  • the present invention relates to railroad safety systems, and especially to track va cancy issues relating to the presence of the train in view of a signalling and control system (i.e. SCS), and also relating to issues concerning broken rail.
  • SCS signalling and control system
  • SCS Sig nalling and Control System
  • Traffic control may also be centralized to prem ises specialized in monitoring the traffic and various movement related information and track vacancy issues across the railroad network.
  • Safety Integrity Level in turn means relative levels of risk-reduction provided by a safety function, for in stance for railroad traffic.
  • SIL may also specify a target level of risk reduction.
  • SIL may also be defined as performance measurement required for a certain safety in strumented function. For instance, there can be a requirement for SIL where there is a safety-related malfunction only once per 10 years or more rarely.
  • the vacancy of the railroad track has been determined by creating a separate electric circuit so that the rails themselves form part of the monitoring cir cuit with a relay locating along this circuit.
  • a circuit can be called as a track circuit.
  • the power supply signal will propagate via a relay in normal operational mode.
  • the power supply signal may be an AC signal, DC signal, or a signal operating in audio frequencies.
  • This system is applicable to track lengths of 50-600 meters, and it uses frequencies 1700, 2000, 2300 and 2600 Hz. If there is a train on the rail section part of this electric circuit, the metal wheels and the axis of the carriage or locomotive will short- circuit this track circuit. Then the current is not anymore passing via the relay, and the relay will switch based on this change. This is an indicator of the train, i.e. of the non-vacancy within the dedicated track section. This can be used to output a red light indicator for the respective track section to the incoming traffic from another direction and well before the monitored location sensing the non-vacancy.
  • the cir cuit structure requires insulating non-metal pieces along the rails themselves, so that the circuit can be defined to locate within a predefined longitudinal area from the relay (the power supply feeding the circuit from another end).
  • the longitudinal length of a track circuit may be in a range of tens of meters to approximately 2 kilometers; thus, the length is restricted which is a drawback of this technique.
  • Such non-metal pieces can have a short length (like a few centimeters), as they just insu late two consequent sections of the metallic rails electrically from one another.
  • a track vacancy detection section may sense and “calculate” in certain locations along the track, how many axes passes these dedicated locations.
  • This can be implemented by dedicated sensors. The principle could be otherwise the same as in the previously discussed prior art. If there are two different sensors locating in known distance from one another, this system is able to calculate the speed of the passing train as well, from the “time stamps” of the passing of the axes.
  • Patent discloses sending an AC signal along the railroad tracks from the starting location.
  • the signal is sent in a desired frequency, and along the tracks it applies repeaters, where the applied frequency is altered compared to previous repeaters.
  • Petit determines that between the current repeater and the previous repeater location there is a broken rail.
  • Repeaters are regular elec tric devices supplied themselves by regular DC supply.
  • DC electricity is used in communication links between the end blocks, which is the common prior art prac tice in many 1950’s to 1970’s solutions; except Petit applies this for sensing broken rail and not for sensing the incoming train near the level crossing.
  • Figure 4 shows a kind of AC/AC transfer between two different frequencies in an intermediate re peater, and Figure 3 shows the same in a respective end unit in the ends of the track block.
  • the TX signal of the repeater is created by oscillator 62 and power amplifier 64.
  • Bandpass filtering is present as well, as element 56 in Figure 3 and the element “BPF” in Figure 4.
  • German discloses an incoming train tracking system from year 1975. Geiger traditionally inputs modulated AC carrier wave signal to the rails of the railroad track. All embodiments of Geiger comprise the same basic principle.
  • Southon discloses keeping track i.e. calculating the train wheels (or passing of them) in a certain location and a related controlling system. With an AC electric signal they tune a resonant tank circuit (in an input end), and thereafter there are coils in the circuit which monitor the eddy current losses caused by the train wheels. In practice the passing metallic wheel will change the magnetic field induced by the coil, and this change can be measured with a circuit. With this prin ciple, Southon is able to obtain the presence data of the train, movement direction and speed, measured in several locations, and these pieces of information may be applied as input data for the general train traffic monitoring system, or for the safety related apparatuses like for barrier control in a level crossing.
  • the first problem is that in previous arrangements for tracking the train along the longer range of the tracks, there has been a requirement to install very long sections of physical cable along the railroad tracks between the two (or more) measurement spots, e.g. right next to the tracks in a groove in the ground for instance. This has required a lot of physical labour with appropriate earth-moving machinery.
  • the present invention introduces an arrangement for monitoring railroad track va cancy or broken rail. It describes a circuitry-based arrangement connectable directly to the rails of the railroad track.
  • the invention enables a simpler functional instal ment where there is no need for installing long sections of cables into the ground besides the track starting e.g. from a vehicular crossing, and which cables would be required to extend even 1 ...1 ,5 km along the track.
  • the present invention determines and uses two different locations along the railroad track. We call them later as first and second locations for simplicity; and their pur poses will be further clarified with the enclosed drawings.
  • the present invention feeds direct current (DC) into the rails in the first location along the tracks.
  • the sec ond location may locate e.g. 1-1.5 kilometers from the first location.
  • an oscillator arrangement is connected into the rails there.
  • the oscillator circuit will “detect” the incoming DC signal, if there is an intact rail between the two locations, and if the rail between the two locations is free from trains. In such a case, 5 the oscillator will output an alternating current signal back to the rails, which will in turn propagate back towards the first location.
  • the DC signal will pass via the wheels and the wheel axis of the train (i.e. locomotive or carriage), which means that the oscillator signal does not detect a DC input.
  • the same situation occurs in case of a broken rail be tween the two locations, when the DC signal won’t reach the oscillator circuit in the second location.
  • the oscillator circuit will feed the AC signal back to the rails in the second location only, if a train-free and intact rail prevails for the whole length between the two locations.
  • This is a good indication for safety-focused indications serving the CCS system of the railroad system.
  • the AC signal, or the lack of it is detected in a relay of a device unit close or on the first location.
  • the main electrical supply from the top wirings above the train track will not have a harm ful effect in this AC signal detection, which is a major advantage as the present invention is as such applicable to electric railroad lines.
  • the AC signal frequency may be selected to be between 50 Hz and 2000 Hz, for instance. As a singular value example, 200 Hz may be selected but this is also merely just an embodiment.
  • the device unit may be provided with a high-pass filter with e.g. 100 Hz cut-off frequency, which ensures that the 50 Hz main electric supply will be filtered off and it will not harmfully effect the detection of the AC signal output by the oscillator circuit.
  • a high-pass filter with e.g. 100 Hz cut-off frequency, which ensures that the 50 Hz main electric supply will be filtered off and it will not harmfully effect the detection of the AC signal output by the oscillator circuit.
  • the present invention introduces an arrangement (10) for monitoring railroad track vacancy or a broken rail, according to a first aspect of the present invention.
  • the arrangement is characterized in that the arrangement comprises:
  • a DC voltage source (11) configured to feed direct current voltage into rails (19a-b) of the railroad track, the DC voltage source (11 ) locating in a first loca tion along the railroad track,
  • a dedicated DC/AC converting part (12, 13) configured to trigger an AC signal on and into the rails (19a-b) based on a sensed DC voltage originating from the DC voltage source (11 ), the dedicated DC/AC converting part (12, 13) locating in a second location along the railroad track, and
  • an AC measurement circuitry (14, 15, 16, 17, 18), comprising a high- or a band pass filter (14), and a detector (18), locating in the first location along the railroad track.
  • the arrangement further comprises a relay in or connected to the AC measurement circuitry (14, 15, 16, 17, 18), which 6 relay is configured to switch, when a pending AC signal disappears as sensed by the detector (18).
  • the arrangement is configured to work according to an operational principle, where in case of a train locating between the first and second locations, the axis of a carriage or a locomotive of the train will form a part of the current-flowing circuit induced by the DC voltage source (11 ), thus keeping the AC signal untriggered in the dedicated DC/AC converting part (12, 13).
  • the arrangement is configured to work according to an operational principle, where in case of a broken rail locating between the first and second locations, the circuit induced by the DC voltage source (11 ) will be cut, thus keeping the AC signal untriggered in the dedicated DC/AC converting part (12, 13).
  • the dedicated DC/AC converting part (12, 13) comprises an oscillator (12) and a FET (13), whose gate is connected to the oscillator (12), and whose source and drain are connected to the two rails (19a- b), respectively.
  • the AC measurement circuitry (14, 15, 16, 17, 18) further comprises a transformer (15), a rectifier circuit (16) and a balanc ing capacitor (17).
  • the cut-off frequency of the high-pass filter (14) is configured to be a value higher than 50 Hz and less than 100 Hz.
  • the oscillator (12) output signal fre quency is selected from a range of 100 ... 300 Hz.
  • the high-pass filter (14) is configured to prevent the electrical main power signal of 50 Hz to proceed from the rails (19a-b) into the detector (18).
  • the distance between the first and sec ond locations is selected between 1 ... 2 kilometers. 7
  • the arrangement (10) is set to work with a device unit, wherein the device unit comprises the relay, and where the elements of the arrangement (10) are controlled by a processor, controller, or by an external computer.
  • the present invention introduces a method for monitoring railroad track vacancy or a broken rail.
  • the method is characterized in that the method comprises the steps of:
  • a dedicated DC/AC con verting part (12, 13) based on a sensed DC voltage originating from the DC voltage source (11 ), the dedicated DC/AC converting part (12, 13) locating in a second location along the railroad track,
  • AC signal is set to proceed back along the rails (19a-b) and further into an AC measurement circuitry (14, 15, 16, 17, 18), comprising a high- or a band pass filter (14), and a detector (18), locating in the first location along the railroad track.
  • FIG. 1 illustrates an embodiment of the circuit structure and electric principle ac cording to an example of the present invention.
  • the present invention introduces an arrangement for monitoring railroad track va cancy or broken rail, and a respective monitoring method as well.
  • the railroad track vacancy can be monitored in a freely selectable section of the tracks; for both elec tric and non-electric railways.
  • the se lectable section of the tracks is determined to be between a selected first location and a selected second location.
  • the first location may locate close to a level crossing in a device unit, which controls also the barriers of the level crossing prohibiting the vehicular access across the train line.
  • the second lo cation may locate along the train tracks in a certain distance from the first location; enabling an incoming train to be noticed well before that train would pass the level crossing.
  • the device unit may lower the barriers and turn on the warning 8 signs well before the train has reached the actual location of the level crossing.
  • the speed limit of the respective train track section may also affect the desired length between the first and second locations.
  • the present invention does not require any instalment of physical cables along the railroad tracks between the first and second locations; therefore, the length between these two locations can be se lected based on the monitored track length requirements and usual speeds of the trains in the respective track section, and any other required conditions or parame ters affecting the situation.
  • the railroad track length to be monitored may be around 1 ... 1 ,5 km long section along the railroad tracks.
  • the maximum track section length which can be moni tored with the presented method and apparatus is several kilometers and certainly much more than with presently applied track circuits according to the prior art.
  • FIG. 1 illustrates an embodiment of the electric circuit structure (i.e. arrangement 10) and electric principle according to an example of the present invention, for mon itoring presence of a train in a predetermined railroad track section, and/or for mon itoring a discontinuity along the train tracks (i.e. rails 19a, 19b) in the predetermined railroad track section.
  • the latter functionality can be also called as tracking a broken rail along the train tracks.
  • the presented electric principle and electric circuit structure (i.e. arrangement 10) comprises a DC voltage source 11 in the first location along the tracks. Furthermore, the circuit structure comprises an AC measurement circuitry 14-18 in the first loca tion; in practice realized rather close or adjacent to the DC voltage feeding point, but not necessarily in the same exact feeding point of the DC voltage source 11 on the rails of the track; meaning that the exact longitudinal locations of the connecting wires for elements 11 and 14-18 on the tracks can be different. Both the DC voltage source 11 and the AC measurement circuitry 14-18 are connected directly to the metallic rails 19a-b of the train track, thus making the rails 19a-b themselves an active part of the created electric circuitry.
  • the positive terminal of the DC input voltage is connected to the upper rail 19a (depicted from the above), and the nega tive terminal of the DC input voltage is connected to the lower rail 19b, but of course, the order could be the opposite.
  • the AC measurement circuitry 14-18 is connected to both rails 19a-b a little bit apart from the input voltage feeding point, for instance. 9
  • the AC measurement circuitry 14-18 comprises a high-pass (“HPF”) or a band-pass filter (“BPF”) 14, a transformer 15, a rectifier circuit 16 (de picted as a bridge rectifier comprising four diodes), a balancing capacitor 17 and a detector 18.
  • HPF high-pass
  • BPF band-pass filter
  • the whole arrangement 10 may be controlled by a controller, a proces sor or a computer (not shown in Fig. 1 ).
  • the second location of the train tracks which comprise a second required part of the electric circuit structure (i.e. arrangement 10); and this part can be called as a dedicated DC/AC converting part 12-13.
  • It comprises an oscillator 12 and a FET 13 (i.e. Field-effect transistor). These components are connected between the rails 19a-b in the second location so that the oscillator 12 basically takes an incoming DC voltage as an input and creates AC voltage as its output.
  • the FET 13 works its part in this transformation.
  • the in coming DS (drain-to-source) voltage for the oscillator 12 is supplied by the gate of FET 13, where the drain and the source terminals are connected to the rails 19a, 19b, respectively, in this embodiment.
  • VDS drain to source voltage
  • the oscillator 12 frequency may be selected among various possible frequency values.
  • the selected frequency is selected to be a value higher than 50 Flz, because the main electric power supply signal operates in 50 Hz in electric railroads e.g. in Finland.
  • the oscillator 12 frequency is selected to be between 100 ... 300 Hz. In yet another embodiment, the oscillator 12 frequency is selected to be 200 Hz.
  • the dedicated DC/AC converting part 12, 13 further comprises a FET 13, whose gate is connected to the oscillator 12, and whose source and drain are connected to the rails 19a-b, in an embodiment of the invention.
  • a connec tion may be used to act like a DC/AC converter acting in a circuit formed partly by metallic rails 19a-b of the train track, where the incoming signal propagates from left 10 to right (see Fig. 1 ) and the converted signal propagates in the opposite direction, from right to left.
  • the first and second locations along the train track define the practical ends of the defined electrical “circuitry”.
  • the arrangement 10 sends a DC signal along the tracks, and in the second location the signal “bounces and converts” into an AC signal, which can be sensed back in the 1 st lo cation.
  • the created circuit may have a longitudinal length in a range spanning several kilometers.
  • One restriction of the present invention within the range between the first and second locations is that the rails 19a-b should not include completely insulating sections or pieces which would cut the conductive route for the DC or AC electric signals.
  • separate rail track pieces which are electrically otherwise separated because of a railway switch or branching (i.e. dividing) rail, can be connected electrically in series with appropri ate conductive means (i.e. connective wires).
  • the high-pass or band-pass filtering 14 makes it sure that the originally sent DC electric signal nor the main power supply signal (in 50 Hz frequency) will not affect i.e. disturb the sensed AC signal.
  • the present invention works also for branched or divided sections of the rails.
  • Such railroad branches or “branched areas” are common near the stations and in the end parts of railway yards, and naturally also in regular division locations of two railroad tracks.
  • the presented arrangement for monitoring railroad track vacancy or broken rail works also in this case for the whole branched area.
  • the branched area covers all the rail branches which are in electrical connection with the first location (the DC feeding point). When the train emerges on the branched area on any divided section of the rails, it will short-circuit the DC circuit, and the second location with its dedicated DC/AC converting part 12-13 will not “see” the DC voltage from the DC source anymore.
  • the AC-converted, “bounced” signal is directed to the AC measurement circuitry 14-18 which comprises a high-pass or a band-pass filter 14, a transformer 15, a rectifier circuit 16, a balancing capacitor 17 and a detector 18, in an embodiment of the invention.
  • the rectifier circuit 16 may comprise one or sev eral diodes, or a bridge connection as depicted in Fig. 1 .
  • the second element in the AC measurement circuitry 14-18 which is the transformer 15, may have a voltage change ratio of 1 :2.
  • the high-pass filter 14 cut-off frequency can be selected e.g. between 60 ... 90 Hz, if the oscillator 12 frequency is 100 Hz or larger.
  • the oscillator 12 frequency is selected e.g. to 200 Hz, then a band-pass filter 14 letting through signals between frequencies 100 Hz and 300 Hz can be used, for instance. Then, the 50 Hz main power supply signal won’t reach the AC measure ment circuitry 14-18 from the rails 19a, 19b.
  • any other appropriate cut off frequency values can be selected for the used filtering, no matter whether a high- pass filter or a band-pass filter is selected to be used.
  • the detector 18 is connected to a relay of a device unit, which may be set to switch when there is a sensed difference between presence and non-presence of the AC signal.
  • the device unit and all above defined elements part of the ar rangement 10 may be controlled by a processor, controller, or by a separate com puter.
  • a computer may also locate externally, or as a server in a cloud.
  • either local or remote controlling/monitoring of the DC voltage source 11 , the detec tor 18 and the relay is enabled.
  • the main operational principle of the invention is as follows.
  • the arrangement 10 is configured to work according to an operational principle, where in case of a train locating between the first and second locations, the axis of a carriage or a locomo tive of the train will form a part of the current-flowing circuit induced by the DC volt age source 11 , thus keeping the AC signal untriggered in the dedicated DC/AC con verting part 12, 13.
  • the created DC voltage will short-circuit via the me tallic wheels and their connecting axis, meaning that the rest of the circuit from the train location towards the second location will be electrically cut, i.e. redundant.
  • the VDS of the FET 13 in the dedicated DC/AC converting part 12, 13 will be zero in the presence of the train in that section. Because of this, the oscillator 12 input voltage will remain zero as well, meaning that the oscillator 12 output is zero too. Thus, the part of the rails 19a-b between the train and the dedicated DC/AC converting part 12, 13 will be missing both the DC and the AC signals. This means further that the detector 18 will not sense any received signal (i.e. no AC nor DC signal). This change in the reception and detection of the AC signal will trigger the relay, and it will be sensed by the controlling logic operated by the respective com puter or controller. This piece of data (i.e. information) can be fed into the control room data or directly into a control signal for the barriers of the level crossing, for instance.
  • the arrangement 10 is configured to work according to an operational principle, where in case of a broken rail locating between the first and second locations, the circuit induced by the DC voltage source 11 will be cut, thus keeping the AC signal untrig gered in the dedicated DC/AC converting part 12, 13. In this situation, the created electrical circuit is simply cut in the case of a broken rail locating between the first and second locations.
  • VDS 0, meaning that no AC signal is created by the oscillator 12.
  • the detector 18 will sense that the received AC signal amplitude is zero, triggering the relay as described in the previous paragraph. In an embodiment, if the system knows otherwise (i.e.
  • the system may output a warning, and the maintenance personnel may be sent to inspect the rail road section for finding and repairing the broken rail location.
  • the train traffic can be halted close to the broken rail location, when such a warning is first received, by the light-signal devices along the train tracks.
  • first location is meant to mean a certain area along the train tracks, where the device unit locates.
  • the input DC voltage 11 connection point may locate in a bit different location than the connections for the AC signal towards the AC measure ment circuitry 14-18.
  • second location means an area (i.e. a range along the tracks) where the elements 12 and 13 are connected, and not an exact singular 13 positional location along the train tracks.
  • the mutual distance between these two areas is long enough in order for the present invention to be practical in sensing the incoming train (or a stationary but closely locating train). Usually, this mutual distance is around 1 ... 2 kilometers, for instance, when considering level crossings and their warning systems.
  • this mutual distance is around 1 ... 2 kilometers, for instance, when considering level crossings and their warning systems.
  • the distances between the first and second locations may be clearly shorter, like e.g. tens of meters.
  • Such a vacancy or occupancy information along a shorter section of the railroad tracks can be even used as added information for controlling switches (i.e. for ensuring or double-checking the vacancy of the switch concerning a train on the switching area of the tracks), or providing appropri ate information to a train traffic control room or to the train station premises or to information screens on the station platforms, for instance.
  • the arrangement described in the present invention may be used as an input data for an interlocking system, or to a signal box of the railroad system.
  • the present invention may connect to the overall safety arrangements involved in the train traffic control itself and also in connection to the level crossings of the railroads.
  • the present invention may also be used in providing positioning data of the trains in the rail network; either for passenger services e.g. via a smartphone app, or to other passenger information channels, such as in-train screens or information screens in the train stations or platforms.
  • the positioning accu racy is only approximate as the inspected train track section may be 1 ... 2 kilome ters long.
  • the present invention may be used as an assisting tool for any other locationing systems applied for the trains in the railroad track network.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Abstract

La présente invention concerne un procédé et un agencement (10) pour surveiller un vide de voie ferrée ou un rail endommagé. L'agencement comprend une source de tension continue (11), fournissant une tension continue dans les rails (19a-b) de la voie ferrée, la source de tension continue (11) se situant dans un premier emplacement le long de la voie ferrée. Une partie de conversion CC/CA spécialisée (12, 13) est activée pour déclencher un signal de CA sur et dans les rails (19a-b) sur la base d'une tension continue détectée provenant de la source de tension continue (11), la partie de conversion CC/CA spécialisée (12, 13) se situant dans un second emplacement le long de la voie ferrée. Un circuit de mesure de CA (14, 15, 16, 17, 18), comprenant un filtre passe-haut ou un filtre passe-bande (14) et un détecteur (18), se situe dans le premier emplacement le long de la voie ferrée. Le détecteur (18) détecte le changement de signal de CA reçu, lorsqu'un train, par exemple, arrive entre les premier et second emplacements.
EP22726150.0A 2021-05-12 2022-05-05 Système électrique, agencement et procédé applicables à des voies ferrées Pending EP4337512A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20215568A FI130791B1 (fi) 2021-05-12 2021-05-12 Rautatiekiskojen yhteyteen sovellettavissa oleva sähköinen järjestelmä, järjestely ja menetelmä
PCT/FI2022/050297 WO2022238615A1 (fr) 2021-05-12 2022-05-05 Système électrique, agencement et procédé applicables à des voies ferrées

Publications (1)

Publication Number Publication Date
EP4337512A1 true EP4337512A1 (fr) 2024-03-20

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EP22726150.0A Pending EP4337512A1 (fr) 2021-05-12 2022-05-05 Système électrique, agencement et procédé applicables à des voies ferrées

Country Status (3)

Country Link
EP (1) EP4337512A1 (fr)
FI (1) FI130791B1 (fr)
WO (1) WO2022238615A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE517328C (de) * 1927-01-28 1931-02-06 Westinghouse Brake & Signal Umformeranlage zur Erzeugung von Hilfsstroemen niederer Spannung
DE554244C (de) * 1930-02-17 1932-07-04 Ernest Guiraud Vorrichtung zur UEberwachung des Laufes von Eisenbahnfahrzeugen
US3987989A (en) 1974-04-05 1976-10-26 Erico Rail Products Company Railway signal system
US4728063A (en) 1986-08-07 1988-03-01 General Signal Corp. Railway signalling system especially for broken rail detection
US5752677A (en) 1996-11-12 1998-05-19 Richley; Edward Anthony Block occupancy detector for model railroads
AU9059198A (en) 1997-09-04 1999-03-22 L.B. Foster Company Railway wheel counter and block control systems

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FI20215568A1 (fr) 2022-11-13
FI130791B1 (fi) 2024-03-22
WO2022238615A1 (fr) 2022-11-17

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