EP4335720A1 - Vorrichtung zur erkennung von eisenbahnverkehr - Google Patents

Vorrichtung zur erkennung von eisenbahnverkehr Download PDF

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Publication number
EP4335720A1
EP4335720A1 EP23195525.3A EP23195525A EP4335720A1 EP 4335720 A1 EP4335720 A1 EP 4335720A1 EP 23195525 A EP23195525 A EP 23195525A EP 4335720 A1 EP4335720 A1 EP 4335720A1
Authority
EP
European Patent Office
Prior art keywords
rod
shaft
rotation
masses
skirt
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.)
Granted
Application number
EP23195525.3A
Other languages
English (en)
French (fr)
Other versions
EP4335720B1 (de
Inventor
Philippe Guegan
Xavier PAYET
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.)
Snic Rail
Original Assignee
Snic Rail
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 Snic Rail filed Critical Snic Rail
Publication of EP4335720A1 publication Critical patent/EP4335720A1/de
Application granted granted Critical
Publication of EP4335720B1 publication Critical patent/EP4335720B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/163—Detection devices
    • B61L1/164—Mechanical
    • 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
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/04—Electric devices associated with track, e.g. rail contacts mechanically actuated by a part of the vehicle
    • 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
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/168—Specific transmission details
    • 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
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/169—Diagnosis

Definitions

  • the invention relates to the field of railway traffic detection systems.
  • the detection systems are generally positioned in the vicinity of a rail of a railway track and conventionally comprise at least one sensor making it possible to activate an electrical contact.
  • each wheel of the train moves the sensor from a high position to a low position and temporarily activates the electrical contact thus constituting a train detection signal.
  • each wheel comprising a tread having a projecting edge from which a bead extends, it is the bead of each wheel which presses on the feelers.
  • Each feeler is carried by a horizontal rod movable in rotation around its axis between a first angular position corresponding to the high position of the feeler and a second angular position corresponding to the low position of the feeler in such a way that pressing on the feeler causes a rotation of the rod from its first angular position to its second angular position.
  • Two diametrically opposed arms are linked to the rod: one on which rests a member for returning the rod to its first angular position and one on which rests the rod of a hydraulic damping cylinder extending perpendicular to the rod to slow or delay the return of the rod to its first position.
  • An aim of the invention is therefore to propose a solution making it possible to improve the reliability of rail traffic detection systems.
  • a system for detecting the presence of a railway vehicle comprising a housing, a sensor outside the housing, at least one rod which carries the sensor and which is mounted in the housing to pivot between a high position and a low position of the probe, a member for slowing down the rod in rotation from the low position to the high position of the probe, a member for returning the rod to the high position of the sensor.
  • the slowing down member comprises a shaft linked in rotation to the rod and movable in rotation relative to a braking member arranged to cooperate by friction with a part linked in rotation to the shaft to brake the latter.
  • the braking member includes a centrifugal friction regulator.
  • the slowing down of the movement of the rod is then ensured by limiting the risks of premature wear and the braking member has a particularly simple structure.
  • the centrifugal friction regulator comprises a plurality of masses connected to the shaft by elastically deformable arms to move between a spaced position and a position close to the shaft and received in a fixed skirt to limit the spacing of the masses relative to the shaft, the masses having an external surface to rub on an internal surface of the skirt.
  • the skirt is axially adjustable in position to adjust a maximum spacing of the masses.
  • the shaft extends perpendicular to the rod and is connected to it by an angle gear.
  • the detection device then has an arrangement of its different elements which is close to those of the prior art, with the shaft and the braking member substantially in the same position as the damping cylinder of the prior devices. It is then possible to have boxes of similar shape and size, and to keep the same frames for fixing the devices on the railway sleepers so that the habits of the operators responsible for installing the devices are not modified.
  • the detection system 1 comprises a housing 2 as well as a first probe 3.1 and a second probe 3.2 extending outside the housing 2.
  • the first probe 3.1 and the second probe 3.2 are generally shaped in a bar of circular section which is bent to comprise a first section and a second section substantially perpendicular to each other.
  • FIG. 2 allows you to visualize the positioning of the detection system 1 relative to a rail R (here represented by a cross-sectional view) of a railway track.
  • the detection system 1 is positioned in the vicinity of the rail R such that one end 3.1a of the first probe 3.1 and one end 3.2a of the second probe 3.2 are facing a mushroom Rc of the rail R.
  • the detection system 1 comprises a first rod 4.1 mounted in the housing 2 to extend and pivot along an axis Y.1 here horizontal and a second rod 4.2 mounted in the housing 2 to extend and pivot along an axis Y. 2 also horizontal, the axis Y.1 being parallel to the axis Y.2.
  • the first rod 5.1 has a first end carrying, projecting from the housing 2
  • the second rod 4.2 has a first end carrying, projecting from the housing 2, the first section of the second feeler 3.2 of such that a movement from top to bottom and bottom to top of the probe 3.1, 3.2 causes a rotation of the rod 4.1, 4.2 and vice versa.
  • the first section of each probe 3.1, 3.2 thus extends perpendicular to the axis Y.1, Y.2 and the second section of each probe 3.1, 3.2 thus extends parallel to the axis Y.1, Y. 2.
  • the detection system 1 further comprises a first return member 5.1 and a second return member 5.2.
  • the first return member 5.1 is an elastic blade having an end 5.1a rigidly fixed to the housing 2 and a free end portion 5.1b which bears against an arm 6.1 which extends perpendicular to the first rod 4.1 and which is secured in rotation to the first rod 4.1.
  • the second return member 5.2 is an elastic blade having an end 5.2a rigidly fixed to the housing 2 and a free end portion 5.2b which bears against an arm 6.2 which extends perpendicular to the second rod 4.2 and which is secured in rotation to the second rod 4.2.
  • a bevel gear 7.1, 7.2 is fixed to a second end of the first rod 4.1, 4.2 opposite the first end to cooperate with a bevel gear 8.1, 8.2 secured to a first shaft 9.1, 9.2 mounted in the housing 2 to pivot according to an axis Z.1, Z.2 perpendicular to the axis Y.1, Y.2, that is to say that the axis Z.1 is vertical.
  • a centrifugal regulator 10.1, 10.2 here a centrifugal friction regulator known in itself.
  • the centrifugal friction regulator 10.1, 10.2 comprises a secondary shaft 10.11, 10.21 parallel to the first shaft 9.1, 9.2 and linked in rotation to it by gears not shown, four identical masses 10.22 (the masses linked to the secondary shaft 10.11 are not visible) equally distributed angularly and connected to the shaft 9.1, 9.2 by four elastic arms 10.13, 10.23 to be movable between a position close to the secondary shaft 10.11, 10.21 and a position away from the secondary shaft 10.11, 10.21.
  • the masses 10.22 are received in a skirt 10.14, 10.24 of frustoconical shape which is fixed in rotation and which is arranged to oppose too large a spacing of the masses 10.22 with respect to the secondary shaft 10.11, 10.21 and to slow down the rotation of these, the masses 10.22 having an external surface abutting against an internal surface of the skirt 10.14, 10.24.
  • the external surface of the masses 10.22 and the internal surface of the skirt 10.14, 10.24 are arranged to form friction surfaces allowing braking when they are applied one on the other.
  • the skirt 10.14, 10.24 is adjustable in height: due to the frustoconical shape of the skirt 10.14, 10.24, when the skirt 10.14, 10.24 is in the low position (the masses 10.22 are then close to the small section of the skirt), the external surface of the masses rubs on the internal surface of the skirt 10.14, 10.24 for a speed of rotation of the secondary shaft 10.11, 10.21 lower than that for which the masses 10.22 rubs against the skirt 10.14, 10.24 when the skirt 10.14, 10.24 is in the high position (the masses 10.22 are then close to the large section of the skirt).
  • adjusting the height of the skirt 10.14, 10.24 makes it possible to modify the radius of the average contact circle of the masses with the skirt 10.14, 10.24, which allows, for a given restoring torque, to modify the angular speed d balance and consequently the total duration of the probe rising to the high position.
  • a freewheel device 11.1, 11.2 is placed on the rod 4.1, 4.2 to allow the arm to descend without driving the bevel gears 7.1, 8.1, 7.2, 8.2.
  • the freewheel device has a low engagement angle.
  • the freewheel device 11.1, 11.2 here comprises for example an outer crown having an internal toothing of 2M teeth and an inner pinion mounted coaxially in the outer crown and provided with 2N pawls which engage in the teeth of the outer crown in a only direction of rotation.
  • the 2N pawls are diametrically opposed in pairs and are arranged so that the angle between two neighboring pawls is 180/ (M x N) degrees.
  • the engagement angle of the freewheel thus obtained is a maximum of 180/(M x N) degrees.
  • a ratchet freewheel comprising, for example, six pairs of pawls at 31° from each other: the engagement angle of the freewheel is therefore one degree.
  • first kinematic chain of the detection system 1 which comprises the first probe 3.1, the first rod 4.1, the first return member 5.1, the arm 6.1, the angle gear formed by the gears 7.1 and 8.1, the first shaft 9.1 and the centrifugal regulator 10.1.
  • the first feeler 3.1 is opposite the mushroom Rc of the rail R.
  • the first feeler 3.1 will change position, between a high position and a low position, due to the passage of the wheels of the railway vehicle.
  • the change in position between the high position and the low position of the first probe 3.1 corresponds to a rotational movement of the first rod 4.1 along the axis X.1.
  • the first rod 4.1 pivots around the axis X.1.
  • the arm 6.1 will exert a force on the free end portion 5.1b of the first return member 5.1, and more precisely will cause the free end portion 5.1b to descend and thus elastically deform the first return member 5.1 .
  • the free end portion 5.1b of the first return member 5.1 will return, under the effect of the elasticity of the first return member 5.1, to its position initial by pressing arm 6.1 to raise it.
  • the first rod 4.1 will thus pivot around the axis Y.1 such that the first probe 3.1 leaves its low position to go towards its high position.
  • the freewheel 11.1 is then engaged and the bevel gears 7.1, 8.1 will rotate the first shaft 9.1 and the centrifugal regulator 10.1.
  • the centrifugal regulator 10.1 is thus arranged to regulate the rotational movement of the first rod 4.1 (from the low position to the high position of the first feeler 3.1).
  • the centrifugal regulator 10.1 therefore sets a duration for the rotational movement of the first rod 4.1 from the low position to the high position of the first feeler 3.1.
  • the operation of the second kinematic chain of the detection system 1 - which includes the second probe 3.2, the second rod 4.2 pivoting around the axis Y.2, the second return member 8.2, the arm 6.2, the angle gear formed by the pinions 7.2 and 8.2, the shaft 9.2 and the centrifugal regulator 10.2 - is obviously similar to what has just been described for the first kinematic chain of the detection system 1.
  • the detection system 1 could obviously understand only the first kinematic chain.
  • the first rod 4.1 is in one piece with the first feeler 3.1.
  • the second rod 4.2 is in one piece with the second feeler 3.2.
  • the first rod 4.1 could be a separate part from the first feeler 3.1 and/or the second rod 4.2 could be a separate part from the second feeler 3.2.
  • first return member 5.1 and the second return member 5.2 are not necessarily elastic blades but could for example be helical springs mounted vertically.
  • the detection system 1 could include only the first kinematic chain, that is to say only the first feeler 3.1, the first rod 4.1, the first return member 5.1, the arm 6.1, the return angle and damping member.1.
  • the angle gear can be formed by toothed or friction gears.
  • the shaft of the damping member can extend parallel to the rod or even coaxially with it. Shaft 9.1, 9.2 may not be perpendicular to rod 4.1, 4.2.
  • the slowing down member can be carried directly by the rod 4.1, 4.2, or the shaft 9.1, 9.2.
  • the number of masses 10.22 and elastic arms 10.13, 10.23 could be less or more than four.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Regulating Braking Force (AREA)
  • Braking Arrangements (AREA)
EP23195525.3A 2022-09-06 2023-09-05 Vorrichtung zur erkennung von eisenbahnverkehr Active EP4335720B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2208906A FR3139312A1 (fr) 2022-09-06 2022-09-06 Dispositif de détection du trafic ferroviaire

Publications (2)

Publication Number Publication Date
EP4335720A1 true EP4335720A1 (de) 2024-03-13
EP4335720B1 EP4335720B1 (de) 2025-07-02

Family

ID=83690270

Family Applications (2)

Application Number Title Priority Date Filing Date
EP23195525.3A Active EP4335720B1 (de) 2022-09-06 2023-09-05 Vorrichtung zur erkennung von eisenbahnverkehr
EP23020421.6A Pending EP4335719A1 (de) 2022-09-06 2023-09-06 Vorrichtung zur erkennung von eisenbahnverkehr

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP23020421.6A Pending EP4335719A1 (de) 2022-09-06 2023-09-06 Vorrichtung zur erkennung von eisenbahnverkehr

Country Status (2)

Country Link
EP (2) EP4335720B1 (de)
FR (1) FR3139312A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN121008063A (zh) * 2025-09-02 2025-11-25 中国铁路济南局集团有限公司青岛动车段 复兴号动车组速度智能传感器检测装置及其方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR917319A (fr) * 1945-07-12 1947-01-03 Mors Electricite Perfectionnements aux pédales pour chemins de fer
EP3885233A1 (de) * 2020-03-23 2021-09-29 Hillion, Laurent Schienendetektor mit mechanischer zeitschaltuhr
WO2022002646A1 (en) * 2020-06-30 2022-01-06 Assa Abloy Ab Arrangement for controlling movements of access member, access member, frame, access member system and method

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR917319A (fr) * 1945-07-12 1947-01-03 Mors Electricite Perfectionnements aux pédales pour chemins de fer
EP3885233A1 (de) * 2020-03-23 2021-09-29 Hillion, Laurent Schienendetektor mit mechanischer zeitschaltuhr
WO2022002646A1 (en) * 2020-06-30 2022-01-06 Assa Abloy Ab Arrangement for controlling movements of access member, access member, frame, access member system and method

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN121008063A (zh) * 2025-09-02 2025-11-25 中国铁路济南局集团有限公司青岛动车段 复兴号动车组速度智能传感器检测装置及其方法

Also Published As

Publication number Publication date
EP4335720B1 (de) 2025-07-02
EP4335719A1 (de) 2024-03-13
FR3139312A1 (fr) 2024-03-08

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