NL1034189C2 - Building element for electrical supply of a rail vehicle, and electrical supply system comprising such a building element. - Google Patents

Building element for electrical supply of a rail vehicle, and electrical supply system comprising such a building element. Download PDF

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Publication number
NL1034189C2
NL1034189C2 NL1034189A NL1034189A NL1034189C2 NL 1034189 C2 NL1034189 C2 NL 1034189C2 NL 1034189 A NL1034189 A NL 1034189A NL 1034189 A NL1034189 A NL 1034189A NL 1034189 C2 NL1034189 C2 NL 1034189C2
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NL
Netherlands
Prior art keywords
conductor
building
profile
supply
rail
Prior art date
Application number
NL1034189A
Other languages
Dutch (nl)
Inventor
Bastiaan Gravendeel
Frank Van Overbeeke
Original Assignee
Em Power Systems
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 Em Power Systems filed Critical Em Power Systems
Priority to NL1034189 priority Critical
Priority to NL1034189A priority patent/NL1034189C2/en
Application granted granted Critical
Publication of NL1034189C2 publication Critical patent/NL1034189C2/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60MPOWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00Power supply lines for contact with collector on vehicle
    • B60M1/02Details
    • B60M1/06Arrangements along the power lines for reducing interference in nearby communication lines

Description

P28717NL00 / ME
Brief indication: Building element for the electrical supply of a rail vehicle, and electrical feeding system comprising such a building element
The present invention relates to a building element for the electrical supply of a rail vehicle. The present invention furthermore relates to an electrical supply system comprising such a building element, as well as a coupling element for use in such an electrical supply system.
In the state of the art, for the energy supply to or from electric vehicles moving on rails (train, tram, metro, and the like), the use of a power conductor in the form of an electrical overhead line or a third rail is generally known. . The vehicle is connected on the one hand via the overhead line or third rail, and on the other hand via the rails to a power source, such as one or more power stations.
Such supply conductors usually carry a high direct voltage or alternating voltage applied from the supply station with respect to associated rails, which are kept at or near ground potential for safety reasons. If an electrically driven vehicle travels over the rails, current is received from the power supply via the power supply via one or more current collectors located on the vehicle, the circuit closing itself via the rails to the power supply; The supply conductor is connected to a supply station at certain mutual distances, for example at the location of a gantry (in the case of an overhead line) or other support structure (in the case of a third rail) with the aid of which the overhead line or third rail is connected to the rails applied. The rails are also connected to a feeding station at certain mutual distances. The location of connection of the supply conductor to a supply station and the location of connection of the rails to a supply station need not coincide, viewed along the rails.
The known systems have the feature that there are two conductors for the power supply, which, because of their potential difference, must have a certain distance from each other. This distance depends, among other things, on the insulation value of the intermediate medium, and the magnitude of the potential difference, taking into account any voltage peaks that may occur, for example, in the case of lightning voltages.
Both in the case of direct voltage supply and in the case of alternating voltage supply the voltage contains varying components. Namely, in the first-mentioned case, a DC voltage used for electrical traction is usually - 2 - generated by rectifying an alternating voltage, leaving a ripple on the rectified alternating voltage.
Each current-carrying wire has an (electro) magnetic field around it that is described in terms of shape and size by Maxwell's laws. In a conventional arrangement of the power supply conductor and rails in air, the magnitude of the field is directly proportional to the magnitude of the current through the wire (in the case of electrical traction, the wire is formed by the supply conductor and the rails). The field thus generated is not useful for driving the vehicle, but can have a disruptive influence on equipment in the vicinity of the track.
The extent of the electromagnetic influence that an object experiences from the magnetic field of a track depends on the distance between the electrical conductors (supply conductor and rails) and the object, and furthermore on the mutual distance between the electrical conductors. If the distance between a forward current from a feed station to a rail vehicle and a return current from the rail vehicle to the feed station becomes smaller, the magnetic field at a certain distance from the track also becomes smaller: the fields from the forward and the back current compensate each other better with decreasing conductor distances. In the state of the art, however, the conductors cannot be arranged very close to each other for practical reasons.
The invention has for its object to provide measures with which a disturbing magnetic field generated by an electrical supply system for a rail vehicle can be prevented to a high degree.
To this end, the invention provides, in one embodiment, a building element for the electrical supply of a rail vehicle. The building element comprises an elongated profile, a supply conductor which is attached to the profile and extends parallel to the profile, and a compensation conductor electrically insulated from the supply conductor and which is mechanically connected to the profile and extends parallel to the profile. The supply conductor and the compensation conductor are intended to carry oppositely directed currents. The building element, the profile of which can have a substantially O-shaped, 1-shaped, U-shaped or H-shaped cross-section, makes it possible to enter into a magnetic field that is generated by an electrical supply system of which the building element forms part, to minimize, so that the disruptive influence thereof is limited or negligibly small.
The supply conductor and the compensation conductor can be arranged at a very small distance from each other. In an embodiment of the invention the profile is a hollow profile, and the compensation conductor is arranged in a hollow space of the profile.
- 3 -
Hereby a very high degree of compensation of an environmental disturbance effect of a magnetic field generated by the supply conductor is achieved.
In a further embodiment of the invention, an electrical supply system for a rail vehicle is provided, comprising a building element according to the invention and a rail. The supply conductor of the building element and the rail are each connected to a feeding station, the compensation conductor of the building element being connected to the rail.
In a further embodiment of the invention, a coupling piece is provided for the electrical supply system according to the invention. This coupling piece is intended to be mechanically coupled to the building element, and comprises a first conductor which is intended to be electrically coupled to the supply conductor and / or comprises a second conductor which is intended to be electrically coupled to the compensation conductor.
In the following, the invention is explained in more detail with reference to a non-limiting example of an embodiment, as shown in the attached figures. In the drawings: Fig. 1 shows a cross-section of an embodiment of a building element according to the present invention; Fig. 2 is a cross-sectional view of another embodiment of a building element 20 according to the present invention; Fig. 2a shows a cross section of an embodiment of a coupling piece according to the present invention; Fig. 3 is a diagram with a network representation of an electrical power supply system for a rail vehicle; Fig. 4 is a diagram with a network representation of an electrical power supply system in an embodiment of the present invention; Fig. 5 is a diagram with a network representation of an electrical power supply system in a further embodiment of the present invention; Fig. 6 is a diagram with a network representation of an electrical power supply system 30 in another embodiment of the present invention; and FIG. 7 is a diagram with a network representation of a component of the electrical power supply system according to FIGS. 4, 5 or 6.
In the various figures, the same reference symbols refer to identical or similar components or components with an identical or similar function. FIG. 1 shows a building element 2 with an elongated, tubular profile 4 which is known per se from NL1027142. The profile 4 is provided on a side (bottom) that can be turned downwards with a longitudinal slit 6 in which a supply conductor or contact wire 7 - 4 - (shown in broken lines) for current collection by a pantograph of a rail vehicle can be attached. Such a profile 4 finds application in places where only a small building height is available, such as in tunnels, or where this is deemed necessary for other technical reasons or for aesthetic reasons.
The profile 4 comprises a channel or hollow space for accommodating a conductor 8 (compensation conductor) insulated from the contact wire 7. In the case shown in Fig. 1, the conductor 8 is formed by a cable 10 which is provided with an insulating sheath 12. The conductor 8 can be both flexible, such as the cable 10, and rigid, for example in the form of a metal rod . The conductor 8 can be provided with an insulating sheath along its length, or be supported at discrete places relative to the profile 4 by insulating spacers (not shown). The conductor 8 can have a length that substantially corresponds to the length of the profile 4, or can have a greater length.
FIG. 1 furthermore schematically shows an electrical lead-through 14 with which an electrical contact can be made with the conductor 8 which is accessible outside the profile 4. If the profile is made of metal, the lead-through comprises a conductive core surrounded by an insulating material. The insulation material can be dispensed with if the profile is made of an insulating material. The bushing 14 can be arranged at any location along the length of the building element. In one embodiment, passages 14 are provided both at a first end of the building element and at a second opposite end of the building element which are respectively connected to opposite ends of the conductor 8. Conductors 8 of different building elements connected in series can can be connected to each other via the lead-throughs 14 of the different building elements, but a conductor 8 or an end of a conductor 8 can also be connected to another conductive element, such as a rail.
Alternatively, an electrical connection to a conductor 8 or between conductors 8 of adjacent building elements 2 can be made by means of a coupling piece 20 shown in Fig. 2a which is intended to be mechanically coupled to a building element 2, and a coupling device 22 which is intended to interconnect electrical conductors. In the embodiment shown in Fig. 2a, a coupling piece 20 with a short length of a profile 4a comprises a coupling device 22 which comprises electrically conductive clamping blocks 24 which can clamp cables 10 of adjacent building elements 2 against each other by means of bolts 26 and nuts 28 for mutual mutual 35 electrical connection between conductors 8.
- 5 -
As Fig. 2 shows, the profile 4 can be provided with openings 16, for example along the length of the profile arranged in walls thereof, to promote the dissipation of heat generated in the conductor 8 by air circulation when the conductor 8 carries current.
The profile can also have a substantially O-shaped cross-section other than the one shown, such as an L-shaped, a U-shaped or an H-shaped cross-section, or any other suitable cross-section wherein the profile and the conductor are mechanically connected to each other and a contact wire 7 or another conductor suitable for this purpose can be attached.
In operation, a contact wire 7 provided in the gap 6 carries a current from a power source for supplying a rail vehicle moving along the contact wire, the conductor carrying a substantially equal, but opposite, return current to the power source. Such an arrangement, in which two oppositely directed, substantially equally large currents flow very close to each other, greatly disrupts a magnetic disturbance of the environment by the currents.
FIG. 3 shows a network representation of a conventional electrical power supply system 30 for a rail vehicle. From a supply station OS a current I is supplied via a overhead line 32 to a rail vehicle RV. The current flows back to the supply station OS via one or more rails 34. The distributed electrical resistance of the overhead line is shown in a concentrated form in the form of resistance Rb, while the divided electrical resistance of the rail / rails is shown in a concentrated form in the form of resistance Rs. The power circuit of the supply station OS via overhead line 32, rail vehicle RV, rail / rails 34 return feed station OS forms a loop with a relatively large area that results in a magnetic field, in particular as a result of the currents flowing through the overhead line 32 and the rail / rails 34. The magnetic field can be disturbing for the environment of the power supply system.
FIG. 4 illustrates how, when the building elements 2 according to the invention are used, the magnetic field generated by the supply current circuit of the rail vehicle RV can be compensated essentially in a passive form of compensation. For this purpose, in one embodiment, a compensation conductor 36 of the building element becomes
connected to the underlying rail 34 at predetermined, spaced locations. Between these locations, compensation conductors 36 of adjacent building elements can be electrically connected in series, for example via the aforementioned passages 14 (Fig. 1) on the building elements, or via coupling pieces 20 (Fig. 2a) between the building elements. Flow paths are thus created that run electrically parallel to the rails. When the conductors of the building elements have a lower electrical resistance than the rails, an important part of the current I
- 6 - do not run through the rails, but through the conductors of the components. Thus, the magnetic fields generated by the currents in the overhead line 32 and the conductor 36 compensate each other to a large extent, so that a magnetic disturbance of the environment of the track by the supply current circuit of the rail vehicle RV 5 is minimized.
FIG. 5 illustrates how it can be ensured that the magnetic field generated by the power supply circuit of the rail vehicle RV is substantially compensated in an active form of compensation. In one embodiment, for this purpose a current I 'is fed into a compensation loop 40 by means of a current source 42 which is of the same magnitude but opposite to the current I. The compensation loop 40 may comprise one or more turns, and the rail 34 may include. In the case of several windings, the current per wind is equal to the current Γ divided by the number of windings.
The current I 'is generated with a controllable current source. The control takes place on the basis of an input signal which can be obtained in various ways.
As illustrated in Fig. 6, a first input signal can be obtained by measuring a voltage over a length of a rail 34, the length being substantially equal to the length (viewed in the longitudinal direction of the rail 34) of the compensation loop . Taking into account the resistor RS, the voltage across the rail 34 is a direct measure of the current I + I "flowing through the rail 34.
According to Fig. 6, the compensation loop extends between two overhead conductor masts B (which do not necessarily follow one another in the rail path), and the potential of the rail is measured at the location of the overhead conductor masts B. The rail 34 forms part of the compensation loop. From the potential measurements at the location of the overhead conductor masts B, a voltage difference is determined which is applied to a control circuit for the current source 42 shown in Fig. 5, which is accommodated in a control cabinet RK.
FIG. 7 shows some basic components of a control circuit 60 for the current source 42. A voltage U1 measured at the location of a first measuring point is compared in a first comparator 44 with a voltage U2 at the location of a second measuring point which is remote from the first measuring point . The differential voltage U1-U2 applied to the output of the comparator 44 is compared in a second comparator 46 with a zero potential, a deviation between the differential voltage and the zero potential applied to the output of the second comparator 26 being used in a manner not shown for controlling the current source 42 in such a way that the differential voltage U1-U2 becomes zero.
- 7 -
The part 50 of the compensation loop shown in Fig. 6 can be formed by the conductor 8 shown in Figs. 1 and 2, of one or more building elements 2 in series.
Instead of measuring a voltage difference across the rail 34, as explained above, an adjustment of the current source 42 can also take place on the basis of the measurement of a magnetic field (using a suitable magnetic field sensor) remote from the compensation loop, possibly at a specific location where magnetic interference fields must be compensated. The current supplied by the current source 42 is adjusted such that the magnetic field at the location of the magnetic field sensor becomes substantially zero.
Due to the presence of a rail vehicle RV, which forms a path for (a part of) the current from supply conductor to rails or vice versa, the current to be compensated is not the same at every location along a section of track (a part of a track). That is why the section in question can be divided into consecutive sections, each with its own compensation loop. For practical reasons, the ascending and descending part of the compensation loop are arranged at the level of the overhead power poles that are still present, but this is not essential. When the space between the power supply and the rail vehicle comprises several compensation loops, each loop will carry separate (substantially the same) current. The magnetic fields of the ascending and descending parts of the subsequent compensation loops are equally large and opposite to each other. As a result, together they do not contribute to the magnetic field outside the feed system.
The magnetic field to be compensated does not in practice have to be proportional to the traction current. This can be caused by, for example, the vehicle itself causing a certain magnetization or because there are magnetic structures in the environment of the train that influence the magnetic field. In that case, the magnitude of the current through the compensation loop must be adjusted to the local situation.
In practical embodiments, the loop has a small electrical resistance. As a result, the voltage drop across the loop is limited and not as large as the potential difference between the supply conductor and the rails.
The practical implementation of the compensation loop can be realized in various ways. The compensation loop can, for example, be brought substantially to supply conductor potential. The conductor that compensates for the magnetic field generated by the current through the rails must be electrically insulated with respect to the rails. It is also possible to bring the compensation loop 35 mainly to rail potential. In that case, attention must be paid to the insulation of the compensation loop with respect to the power supply conductor.
- 8 -
It is to be understood that the described embodiments are merely examples of the invention, which may be embodied in various embodiments. Therefore, specific structural and functional details disclosed herein are not to be construed as limiting, but solely as a basis for the claims and as a representative basis for providing the skilled person with sufficient information to implement the invention. The terms and phrases used herein are not intended to be limiting, but to provide an understandable description of the invention.
The term "one" used herein is defined as one or more than one. The term "number" used herein is defined as two or more than two. The term "another" as used herein is defined as at least a second or more. The term "comprising" and / or "with" used herein does not exclude other unnamed components (i.e., not limitative).

Claims (13)

  1. Construction element (2) for electrically supplying a rail vehicle, comprising an elongated profile (4), a supply conductor (7) which is attached to the profile and extends parallel to the profile, and a compensation conductor electrically insulated from the supply conductor (8) which is mechanically connected to the profile and extends parallel to the profile, wherein the supply conductor and the compensation conductor are intended to carry oppositely directed currents.
  2. Building component as claimed in claim 1, wherein the profile has a substantially O-shaped, I-shaped, U-shaped or H-shaped cross section. 10
  3. Building component according to claim 1 or 2, wherein the profile is a hollow profile, and the compensation conductor (8) is arranged in a hollow space of the profile (4).
  4. Building component as claimed in claim 3, further comprising at least one electrical lead-through (14) arranged in a wall 15 of the profile (4) and connected to the compensation conductor (8).
  5. Building component according to one of the preceding claims, in which the compensation conductor (8) comprises an insulated cable. 20
  6. Building component according to one of the preceding claims, wherein the profile (4) is perforated.
  7. 7. Building element according to one of the preceding claims, wherein the profile (4) is made of plastic.
  8. Building element according to one of claims 1-6, wherein the profile (4) is made of metal.
  9. An electric power supply system for a rail vehicle, comprising a building element (2) according to one of the preceding claims and a rail, wherein a supply conductor (7) of the building element and the rail are each connected to a supply station, and wherein the compensation conductor (8) of the building element is connected to the rail (34). An electrical power supply system according to claim 9, wherein the compensation conductor (8) is connected with a first end thereof to the rail (34) at a first location, and wherein the compensation conductor with a second end thereof is connected between a controllable current source (42) is connected to the rail at a second location, the first location being spaced apart from the second location.
  10. 11. Electric power supply system according to claim 10, wherein the current source (42) is controlled by a control circuit (60) which is adapted to measure a voltage difference between the first location and the second location and, based on said voltage difference, the current of the control current source for minimizing said voltage difference.
  11. 12. Electric power supply system according to claim 10, wherein the current source is controlled by a control circuit adapted to measure a magnetic field near the power supply system, and to control the current from the current source on the basis of said magnetic field to minimize said magnetic field.
  12. 13. Electric power supply system according to any of claims 9-12, further comprising a coupling piece which is intended to be mechanically coupled to the building element, and comprises a first conductor which is intended to be electrically coupled to the supply conductor and / or a second conductor which is intended to be electrically coupled to the compensation conductor.
  13. 14. Coupling piece for the electrical supply system according to one of claims 9-25, wherein the coupling piece is intended to be mechanically coupled to the building element, and comprises a first conductor which is intended to be electrically coupled to the supply conductor and / or comprises a second conductor which is intended to be electrically coupled to the compensation conductor.
NL1034189A 2007-07-25 2007-07-25 Building element for electrical supply of a rail vehicle, and electrical supply system comprising such a building element. NL1034189C2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
NL1034189 2007-07-25
NL1034189A NL1034189C2 (en) 2007-07-25 2007-07-25 Building element for electrical supply of a rail vehicle, and electrical supply system comprising such a building element.

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
NL1034189A NL1034189C2 (en) 2007-07-25 2007-07-25 Building element for electrical supply of a rail vehicle, and electrical supply system comprising such a building element.
PCT/NL2008/000180 WO2009014426A1 (en) 2007-07-25 2008-07-22 Construction element for supllying electrical power to a rail vehicle and electrical power supply system comprising such a construction element
EP08779004A EP2183126A1 (en) 2007-07-25 2008-07-22 Construction element for supllying electrical power to a rail vehicle and electrical power supply system comprising such a construction element

Publications (1)

Publication Number Publication Date
NL1034189C2 true NL1034189C2 (en) 2009-01-27

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Family Applications (1)

Application Number Title Priority Date Filing Date
NL1034189A NL1034189C2 (en) 2007-07-25 2007-07-25 Building element for electrical supply of a rail vehicle, and electrical supply system comprising such a building element.

Country Status (3)

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EP (1) EP2183126A1 (en)
NL (1) NL1034189C2 (en)
WO (1) WO2009014426A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3049718B1 (en) * 2016-04-05 2020-12-11 Alstom Transp Tech WIRING KIT BURIED ALONG A RAILWAY OF A RAILWAY INFRASTRUCTURE FOR TRAMWAY TRAFFIC

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190900466A (en) * 1909-01-07 1909-12-02 British Thomson Houston Co Ltd Improvements in and relating to Devices for Neutralising Inductive Disturbances due to Electric Traction Systems.
JPH11235940A (en) * 1998-02-20 1999-08-31 Kajima Corp Peripheral magnetic field restraining method for feeder line
DE19903041A1 (en) * 1999-01-26 2000-08-17 Gonschorek Karl Heinz Arrangement compensating low frequency magnetic fields at power supply plant for electric rail vehicles employs compensating conductor carrying return current close to rail and overhead wire
EP1072463A1 (en) * 1999-02-04 2001-01-31 Universidad Complutense De Madrid Current system for compensating the magnetic field produced by electric traction railways
DE202004009420U1 (en) * 2004-06-16 2004-10-21 Furrer + Frey AG Ingenieurbüro Fahrleitungsbau conductor rail

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190900466A (en) * 1909-01-07 1909-12-02 British Thomson Houston Co Ltd Improvements in and relating to Devices for Neutralising Inductive Disturbances due to Electric Traction Systems.
JPH11235940A (en) * 1998-02-20 1999-08-31 Kajima Corp Peripheral magnetic field restraining method for feeder line
DE19903041A1 (en) * 1999-01-26 2000-08-17 Gonschorek Karl Heinz Arrangement compensating low frequency magnetic fields at power supply plant for electric rail vehicles employs compensating conductor carrying return current close to rail and overhead wire
EP1072463A1 (en) * 1999-02-04 2001-01-31 Universidad Complutense De Madrid Current system for compensating the magnetic field produced by electric traction railways
DE202004009420U1 (en) * 2004-06-16 2004-10-21 Furrer + Frey AG Ingenieurbüro Fahrleitungsbau conductor rail

Also Published As

Publication number Publication date
WO2009014426A1 (en) 2009-01-29
EP2183126A1 (en) 2010-05-12

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