SELF-DETECTING SHUNT BAR

Abstract

A self-detecting shunt bar for creating a short-circuit bridge between or across two rails of a section of a railway track includes a first connection which is configured to be brought into electrical contact with a first of the two rails, a second connection which is configured to be brought into electrical contact with a second of the two rails, and a signal generator for providing a test signal across the short-circuit bridge. The self-detecting shunt bar includes a detection device configured to measure and monitor a short-circuit resistance of the short-circuit bridge created, during operation, by measuring the test signal and signalling means which are configured to signal the measured short-circuit resistance to a user of the shunt bar, characterized in that the shunt bar is integrated into a railway switch.

Claims

1. A self-detecting shunt bar for creating a short-circuit bridge between or across two rails of a section of a railway track, comprising: a first connection which is configured to be brought into electrical contact with a first of the two rails; a second connection which is configured to be brought into electrical contact with a second of the two rails; a signal generator for providing a test signal across the short-circuit bridge; a detection device which is configured to measure and monitor a short-circuit resistance of the short-circuit bridge created, during operation, by measuring the test signal; and signalling means which are configured to signal the measured short-circuit resistance to a user of the shunt bar, characterized in that the shunt bar is integrated into a railway switch, and the electrical power source, the detection device and the signalling means are connected to, and energized by, a power supply of a motor of a switch actuator of the railway switch.

2. The self-detecting shunt bar according to claim 1, wherein the shunt bar is permanently integrated with the railway switch and in particular wherein the first and second connection are permanently integrated with the railway switch.

3. The self-detecting shunt bar according to claim 1, wherein the shunt bar is completely integrated with the railway switch and in particular wherein the first and second connection are permanently integrated with the railway switch.

4. The self-detecting shunt bar according to claim 1, wherein the first and second connection are permanently integrated into one or more railway sleepers between the two rails of the railway switch.

5. The self-detecting shunt bar according to claim 1, wherein the first and second connection are designed as a first and second arm which are pivotable with respect to one another and which first and second connection are preferably each provided with two or more arm parts in order to be brought into electrical contact with a first or respectively second rail separately in parallel with one another.

6. The self-detecting shunt bar according to claim 1, wherein the first and second connection are designed as flexible first and second connections and in particular as cables, which flexible first and second connection are preferably each provided with two or more connection terminals in order to be brought into electrical contact with a first or respectively second rail separately in parallel with one another.

7. The self-detecting shunt bar according to claim 1, wherein the electrical power source of the shunt bar comprises a converter for converting the supply voltage of the power supply of the motor of the railway switch to a power supply which is required for the shunt bar.

8. The self-detecting shunt bar according to claim 1, wherein the shunt bar further comprises a communication device for communicating the status of the shunt bar to a central processing unit.

9. The self-detecting shunt bar according to claim 1, wherein the signalling means comprise one or more auditory and visual signalling means and are accommodated in a housing of the shunt bar in order to signal to the user of the shunt bar by auditory and/or visual means a deviation between the measured short-circuit resistance and a preset threshold value for the short-circuit resistance.

10. The self-detecting shunt bar according to claim 1, wherein the shunt bar further comprises a control unit for comparing the measured short-circuit resistance with a reference value and wherein the signalling means only signal the measured short-circuit resistance if the measured short-circuit resistance exceeds the reference value by a predetermined threshold.

Description

[0044] The invention will now be discussed in more detail below on the basis of the drawings.

[0045] The drawings show:

[0046] FIGS. 1a and 1b a plan of a section of railway track which is protected by a railway track safety system;

[0047] FIG. 2 a schematic illustration of multiple self-detecting shunt bars in a switch according to one embodiment of the present invention.

[0048] FIG. 1a shows a railway 1 which is composed of consecutive rail track sections 1.sub.?1-1-1.sub.+1 etc. The line section which is made up of the various rail track sections is composed of rails 2a-2b which are placed on the railway sleepers 3. The consecutive rail track sections are separated from one another by means of insulating coupling bridges 4 which are provided in one of the rails 2a-2b or, as shown here in the figure, in both rails.

[0049] Each rail track section 1.sub.?1-1-1.sub.+1 is provided with a track circuit which can be used to detect the presence of a train in the section in question. To that end, the track circuit of each rail track section is composed of an AC voltage source 5 which is connected to each rail 2a and 2b, respectively, by means of connections 5a-5b. On the other side of the rail track section in question, a dropout or track relay 6 is provided, which is likewise electrically connected to the two rails 2a and 2b, respectively, of the section in question by means of connections 6a-6b.

[0050] In the situation shown in FIG. 1a, there is no train present on the rail track section 1.sub.0, which means that the AC voltage applied across the two rails 2a-2b (by the voltage source 5) keeps the (magnetic) relay 6 energized and open. This situation means that the track signals associated with the rail track section in question are green and that the railway track safety system allows trains to enter said rail track section 1.sub.0.

[0051] FIG. 1b shows the situation in which a train 7 enters the rail track section 1.sub.0 from left to right. The axles 7a of the train create a short-circuit bridge between the two rails 2a-2b, causing current to flow via the AC voltage source 5 and the connection 5a back to the AC voltage source. As a result, less current flows to the track relay 6, causing it to drop out. This situation is shown in FIG. 1b.

[0052] Said dropping out of the track relay 6 resulting from the short-circuit bridge created across the two rails 2a-2b will cause the track signals associated with the rail track section 1.sub.0 in question to change to red. Turning the track signals to red means that the rail track section in question is protected and for the time being is inaccessible to subsequently arriving rail traffic.

[0053] When work is being carried out in the rail track section in question, such short-circuiting of the rail track section 1.sub.0 by a passing train 7 can also be simulated by a simulation train, using a shunt bar.

[0054] If regulations for the work require it, a shunt bar of the type which implements a short-circuit bridge between or across the two rails of a section of a railway track is used when work is being carried out on the rail. In order to make good contact, it is essential for the operation of the shunt bar that the shunt bar must be able to get through the rust on the side of the rails. The shunt bar implements a short circuit or short-circuit bridge and thus imitates a train; it thus ensures that the track relay drops out, as described above. This makes the safety system think that a train is present on the section and blocks access to the section in question by changing the signals to red.

[0055] Since it is essential that the short-circuit bridge functions correctly and the safety of the track workers depends greatly on this, it is desirable and known that the shunt bar is designed as a self-detecting shunt bar. Shunt bars of this type have the possibility of checking whether the short-circuit resistance is sufficient, that is to say is sufficiently low, for the relay to drop out. Furthermore, it is possible for the short-circuit resistance to change and become so high that the track relay picks up again, with the result that the protected area becomes accessible to trains again. A self-detecting shunt bar itself indicates that the resistance is sufficient and reports this to the user who implements the short-circuit bridge. Said user is often one of the track workers who is carrying out work on site.

[0056] Using a self-detecting shunt bar which is provided with wireless communication means, track workers can take the section of the railway track out of service in an automated and controlled manner and from a safe distance, thus creating a safe work environment.

[0057] A self-detecting shunt bar of this type comprising wireless communication means can be placed in the track on a one-time basis, in advance of the works, and subsequently be switched on and off remotely via a computer, tablet, mobile telephone or a dedicated device.

[0058] The switching on and off can preferably be carried out by means of a give and take principle, which means that a third person, for example a train service controller, can prepare the work and can set up a track closure to actually be taken out of service by the track worker. Conversely, the train service controller cannot independently cancel the track closure by removing the short circuit of the shunt bar, rather this can only be done once the track worker who is present on site has enabled them to do so. For this purpose, the shunt bar according to the present description can be provided with a three-position switch element, or a switch element that can be locked, making it possible for a third party, such as the train service controller, who is preferably in a different location, to be able to block the changing of the positions of the switch element.

[0059] The self-detecting shunt bar can thus be switched on and off remotely by means of for example a mobile telephone. This has the advantage that the shunt bar can be fitted in the rail at a selected time instead of this having to be done when the work starts. A more favourable and less busy time can then be chosen to place the shunt bar. This has the advantage that safety significantly increases because, when the shunt bar is fitted, that part of the track is not yet out of service at that moment and is therefore dangerous.

[0060] An even safer situation results if the shunt bar can remain in the track permanently. Ideally, shunt bars that can be easily switched on and off remotely should be fitted in different strategic places. And because this involves self-detecting shunt bars, a high degree of safety is provided and the shunt bars have a high degree of operational safety. Furthermore, after the one-time fitting, there is no longer a need for anyone to access the track without it being taken out of service.

[0061] However, if a shunt bar is permanently fitted and must be able to be switched on and off remotely, this must thus be ensured by an adequate and reliable power supply. Only an adequate and reliable power supply can create a safe work environment for a sufficient length of time with a high degree of operational safety.

[0062] FIG. 2 shows an embodiment of a self-detecting shunt bar system 200. Said system comprises one or more self-detecting shunt bars 250, 260, 220 which are permanently integrated into a track switch.

[0063] The shunt bars as shown in FIG. 2 are purely for illustrative purposes. It is emphasized that, within the context of the present application, a shunt bar according to the invention may be designed as a self-detecting shunt bar 250 having two pivoting arms which can as such pivot with respect to one another and can thus be pressed between two rails. However, the self-detecting shunt bar 260 can also be designed with flexible connections between the two rails or also with cables between the two rails. In another embodiment, which is not shown, the self-detecting shunt bar can be incorporated completely in, and enclosed by, a railway sleeper of the switch.

[0064] FIG. 2 shows by way of example two self-detecting shunt bars, but it is emphasized that a switch can also be provided with a single self-detecting shunt bar or with a plurality of 2, 3, 4, 5, 6 or more self-detecting shunt bars.

[0065] The self-detecting shunt bar as shown in FIG. 2 is connected to a central housing 220 which is part of the self-detecting shunt bar system 200 according to the present invention. That is to say that one or more parts of a currently known self-detecting shunt bar are accommodated in said central housing 220. The system is preferably provided with a central housing 220 of this type, from where the one or more self-detecting shunt bars 250, 260 are energized by means of a power supply cable 230, 240, in this way because the central housing 220 obtains the power supply via a power supply cable 270 from the motor controller of the switch actuator 210 of the switch.

[0066] The central housing 220 preferably also comprises central communication means which establish a connection which is preferably wireless and provided over a public telecommunication network and has a cloud environment 201 or central processing unit. In such an embodiment, in accordance with the illustration in FIG. 2, the power supply cables 230, 240 are also able to supply data relating to the measurement of the short-circuit resistance via said cable to the central housing 220. However, it is also possible to provide separate power supply cables and data cables if the power supply is connected in a wired manner 230, 240, whereas a wireless (short distance) connection is established between the shunt bars 250, 260 and the central housing 220 for the purpose of transmitting data between them. Finally, it is also possible that the shunt bars 250, 260 are connected in a wired manner 230, 240 to the central housing 220 for the power supply and are thus energized by a power supply of a motor of a switch actuator 210 of the railway switch, whereas the data relating to the measurements of the short-circuit resistance are directly supplied wirelessly to a central processing unit or are disclosed to the cloud 201.

[0067] The cloud environment 201 is used to enable different people to access or store or further process the measurement data but also to take action and to control the self-detecting shunt bars 240, 250 remotely, whether or not on the basis of said measurement data. A planning engineer 203 or train service controller can thus prepare work centrally and remotely so that the work assignment states which section or sections of a railway track, which are part of one or more locally orientated parts of the railway safety systems, can be taken out of service. The foreman 202, who is often present on site, or another track worker may then also actually establish the track closure locally in advance of the works by activating the self-detecting shunt bars 240, 250.