EP0202200A2 - Gegen elektrische Störungen gesicherte Gleisrelaisschutzvorrichtung - Google Patents

Gegen elektrische Störungen gesicherte Gleisrelaisschutzvorrichtung Download PDF

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Publication number
EP0202200A2
EP0202200A2 EP86830103A EP86830103A EP0202200A2 EP 0202200 A2 EP0202200 A2 EP 0202200A2 EP 86830103 A EP86830103 A EP 86830103A EP 86830103 A EP86830103 A EP 86830103A EP 0202200 A2 EP0202200 A2 EP 0202200A2
Authority
EP
European Patent Office
Prior art keywords
track
protection
relay
circuit
relays
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.)
Withdrawn
Application number
EP86830103A
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English (en)
French (fr)
Other versions
EP0202200A3 (de
Inventor
Paolo Ripamonti
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.)
ESACONTROL SpA
Original Assignee
ESACONTROL SpA
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 ESACONTROL SpA filed Critical ESACONTROL SpA
Publication of EP0202200A2 publication Critical patent/EP0202200A2/de
Publication of EP0202200A3 publication Critical patent/EP0202200A3/de
Withdrawn legal-status Critical Current

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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
    • B61L1/187—Use of alternating current

Definitions

  • the object of this invention consists of a device for protecting track relays from electrical disturbances.
  • the invention is applicable to electromagnetic and/or electronic track relays.
  • the disturbances which the claimed device is able to eliminate also include electrical vectors identical to those of the signal normally used to energize track relays.
  • tracks are divided up into sections, each of which is inserted in a corresponding electrical circuit, known as a track circuit.
  • these track circuits have a coded signal emitter, usually located at one end of each of the above railroad sections, and a receiver for said coded signal, usually located at the other end of the railroad section.
  • the receiver receives regularly the coded signal transmitted by the emitter and this reception is interpreted as confirmation that the line is clear. If, on the other hand, there is rolling stock on the section, the axles of the locomotive or of the wagons pulled by it short-circuit the track circuit, and the receiver no longer receives the signal from the emitter, or receives a very different signal from the one received when the railroad section is clear. This second situation is interpreted as a signal that the line is not clear.
  • traction current also circulates in the tracks, and sometimes this current can provide harmonics which may have waveforms, frequencies and intensities similar to those of the current introduced into the track circuit by the emitter..It may happen, although this is not very likely, that the receiver interprets as a "line free" signal a disturbing current which is part of the traction current of the locomotive, a situation which is hardly compatible with the conditions of safety required of a railway signalling system.
  • the hypothetical case of a disturbing signal of the track current having characteristics of stability within a suitably selected interval of time is exploited.
  • figure 1 illustrates a traditional track circuit : in this figure 1 stands for insulating joints which insulate electrically the various segments of rail of each single length. 2 indicates the so-called Z electrical connections which guarantee electrical continuity between the non-insulated parts of the various lengths of rail.
  • the insulated parts, 3, are shown with thick lines, while the non-insulated parts, 4, are shown with thin lines.
  • the insulation of the rail makes it possible to implement the track circuit; in effect by applying a voltage between the insulated rail 3 and the ground-rail 4, it is possible to keep a track relay 9 energized, as long as no axle of rolling stock physically enters the ambit of the track circuit; when this happens, the track relay is de-energized as the axle of the rolling stock short-circuits the supply voltage of the track relay 9; in this way the information that the track circuit is occupied by the axle of a rolling stock is obtained (track circuit not clear).
  • ground-rails 4 together with the Z connections, 2, allow return of the traction current to the electrical substations.
  • the traction current runs alternatively along one or the other of the pair of rails.
  • R R and R A indicate the adjustment and setting resistances, which control respectively the power supply and receiving voltages of the track circuit, V c and V z .
  • TR and T A indicate respectively the receiving and power supply transformers; these provide galvanic insulation of the track circuit from the cab electric circuits; the availability of control inlets makes it easy to adjust the supply and receiving voltages to the characteristics of the different track circuits.
  • the track relay is indicated by 9 and the information which can be obtained from this relay is the following:
  • the torque (C) which acts on the moving element as it rotates depends on the I x and I c (receiving and supply currents) as per the formula : where a indicates the phase angle between the two currents and K indicates a constant which depends on the type of relay.
  • This torque is at its maximum, in the direction of excitation of the relay, when the current I. leads the current IL by 90°.
  • alternating voltages are derived from the same source, as they must be absolutely synchronous. Suitable arrangements shall be made to obtain the necessary phase difference required for the track relay to operate correctly.
  • This may be achieved, for example, by deriving the two voltages from the voltages of a three-phase triad and/or by inserting a suitable capacitator.
  • R r indicates the resistance of the ground-rail 4.
  • the track relay 9 is de-energized, as the axles of the locomotive short-circuit the track circuit.
  • the de-energized state of the relay 9 is used as a signal that the length of rails forming the track circuit is occupied, and this signal is used to prevent further rolling stock from being sent towards the same circuit, thus avoiding collisions.
  • Figure 2 illustrates schematically a case for which, in spite of the presence of rolling stock on the track circuit, undesired energizing of the relay 9 is possible under certain conditions, with the consequence of a potential danger arising.
  • the relay 9 may be in an energized state if the following circumstances come about :
  • the device covered by this invention makes it possible to raise the minimum disturbing current able to cause undue energizing of the track relay 9, and thus to increase the operating safety of the track circuit.
  • Figure 3 shows schematically, as indicated above, the solution put forward by this invention, and which consists of the insertion of polarity changing devices between the track relay 9 and the receiving voltage V L on the one hand, and between the supply voltage V c and the receiving voltage VL on the other.
  • the polarity of the receiving voltage V L and supply voltage V C is changed periodically by means of polarity switching devices C c and C L .
  • the operating principle of the invention is therefore extremely simple : it is possible that the disturbing current I TE caused by a locomotive might give rise to a receiving current I L able to simulate the intensity, frequency and phase of the receiving current corresponding to the "line clear" condition for a certain period of time (ti), but it is extremely improbable that this current could change its polarity with the same frequency (1/ti) at which the polarity changing switches C L and Cc operate.
  • the disturbing signal may have any phase, intensity and frequency whatsoever, but that it is of a permanent type.
  • the probability of this disturbing signal being identical to the signal V L switched at intervals of (t 1 ) is nil.
  • the waveforms are those shown in figure 6, where I c represents the disturbing current which simulates the supply current, shunted by the rolling stock present on the track circuit. It can be seen that during the period (t 1 ') the two currents are out of phase in such a way that a torque is determined in a direction opposite to that required to energize the relay 9.
  • the two currents are again out of phase so as to determine energizing of the relay 9; as mentioned above, however, the intrinsic energizing delay of the track relay 9 is such that it is sufficient to select an interval (ti) lower than a pre-established value in order to arrange for the minimum receiving voltage able to energize the relays to be higher by a few factors than that required in normal conditions.
  • Figure 7 illustrates schematically the principle according to which the switches are inserted in the device according to the invention.
  • the supply voltage (Ve) and the receiving voltage (V L ) which feed the track relay have different power and amplitude levels; it is therefore necessary to use two reversing circuits (CL and CC) having the function of changing the voltage polarity.
  • the autodetection characteristic for revealing any faults which may occur in the circuits themselves is accomplished : the effect of any fault is that of causing phase differences between the supply (V e ) and receiving (V L ) voltages, and consequently de-energizing of the track relay, that is to say a condition of no danger in the railway signalling.
  • the change of polarity in each of the two reversing circuits is obtained by means of a bridge (indicated by A in circuits CL and CC of figure 7) consisting of four semiconductors (indicated by 1-1 and 1-2; 2-1 and 2-2 with reference to the two sides of the bridge which conduct alternatively).
  • each bridge is driven by modulation and pilot circuits (B) and coupling transformers (T); the pilot signals consist of series of modulated pulses with certain carrier frequency and cycle characteristics. As the form of these signals is a decisive factor for the correct functioning of the track relays, a modulating signal control circuit (C) is used).
  • B modulation and pilot circuits
  • T coupling transformers
  • C modulating signal control circuit
  • the carrier signal is provided by a high frequency generator (F).
  • the modulating signal is supplied by a coincidence gate (D) which takes its reference from a current circuit (El) and a current sensor (E) run through by the current which flows from the pole changing switch towards the track circuit : in this way the pilot signals are synchronized with the time during which the current is nil, in order to control switching when the semiconductors are not conducting.
  • D coincidence gate
  • E current sensor
  • the separation of the reversing circuits makes is necessary to synchronize the polarity change control, so that the exact phase difference between the supply voltage and the receiving voltage is maintained; this is accomplished by a synchronization circuit (G) which provides the two coincidence and pilot circuits (D) with reference signals.
  • the synchronization circuit (G) also provides the possibility of piloting further reversing circuits present in lengths of track adjacent to the one where the device is installed, in order to synchronize the signals of the adjacent track circuits and achieve the characteristic of automatic detection of insulation loss existing between adjacent lengths of track (insulating joints).

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Relay Circuits (AREA)
  • Financial Or Insurance-Related Operations Such As Payment And Settlement (AREA)
  • Circuit Arrangements For Discharge Lamps (AREA)
EP86830103A 1985-05-09 1986-05-02 Gegen elektrische Störungen gesicherte Gleisrelaisschutzvorrichtung Withdrawn EP0202200A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT12489/85A IT1186871B (it) 1985-05-09 1985-05-09 Dispositivo per la protezione dei rele di binario dai disturbi elettrici
IT1248985 1985-05-09

Publications (2)

Publication Number Publication Date
EP0202200A2 true EP0202200A2 (de) 1986-11-20
EP0202200A3 EP0202200A3 (de) 1988-11-30

Family

ID=11140771

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86830103A Withdrawn EP0202200A3 (de) 1985-05-09 1986-05-02 Gegen elektrische Störungen gesicherte Gleisrelaisschutzvorrichtung

Country Status (3)

Country Link
EP (1) EP0202200A3 (de)
DE (1) DE202200T1 (de)
IT (1) IT1186871B (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0367730A3 (de) * 1988-10-26 1991-03-06 BAILEY ESACONTROL S.p.A. Vorrichtung zum Schutz von Gleisrelais gegen elektrische Störungen
AT400430B (de) * 1991-02-13 1995-12-27 Siemens Ag Schaltung zum dezentralen abschalten von weichenantrieben bei stellzeitüberschreitung

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE737653C (de) * 1941-05-11 1943-07-19 Ver Eisenbahn Signalwerke G M Schaltungsanordnung fuer die Stromversorgung von Gleisstromkreisen, die mit Wechselstrom betrieben werden
DE904553C (de) * 1942-11-19 1954-02-18 Siemens Ag Schaltungsanordnung fuer die Stromversorgung von mit Wechselstrom betriebenen Gleisstromkreisen

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0367730A3 (de) * 1988-10-26 1991-03-06 BAILEY ESACONTROL S.p.A. Vorrichtung zum Schutz von Gleisrelais gegen elektrische Störungen
AT400430B (de) * 1991-02-13 1995-12-27 Siemens Ag Schaltung zum dezentralen abschalten von weichenantrieben bei stellzeitüberschreitung

Also Published As

Publication number Publication date
DE202200T1 (de) 1988-03-17
EP0202200A3 (de) 1988-11-30
IT8512489A0 (it) 1985-05-09
IT1186871B (it) 1987-12-16

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