TORRES PUEO, Roberto (Carretera Nacional 240, Km. 1345, Binefar, E-22500, ES)
SALLEN ROSELLO, César (Carretera Nacional 240, Km. 1345, Binefar, E-22500, ES)
TORRES PUEO, Roberto (Carretera Nacional 240, Km. 1345, Binefar, E-22500, ES)
| CLAIMS 1. Control system for the mechanical stress of the catenary cable in railway infrastructures, being of use in any type of railway installations whose catenary is made up of a series of connected sections, whose sections, from one end are deviated to be wound around a first pulley and are stressed by some counterweights which hang from a second pulley of greater diameter and with the same rotating axis as the first pulley characterized in that the systern comprises: • A strain gauge (7) inserted into the section of the catenary cable (1 a) deviated from the line that is led to the first winding pulley (3); • A box (9) with function and communication electronics; • An electricity cable (8) to connect the strain gauge (7) to the function and communication electronics, and; • A communication of the function electronics with the control centre (10). 2. Control system for the mechanical stress of the catenary cable in railway infrastructures according to claim 1 , characterized in that the strain gauge (7) measures the stress of the catenary and is communicated to the function electronics for its comparison. 3. Control system for the mechanical stress of the catenary cable in railway infrastructures according to claim 1 , characterized in that the status of each catenary section (1 a, 1 b,...) is monitored in the control centre (10), along the whole of the line, determining the catenary section which does not have the adequate mechanical stress. 4. Control system for the mechanical stress of the catenary cable in railway infrastructures, according to claim 1 , characterized in that the electric cable (8) connecting the strain gauge (7) is passed through a wheel (1 1 ) for its winding. |
OBJECT OF THE INVENTION
The following invention, as stated in the title of the present specification, refers to a control system for the mechanical stress of the catenary cable in railway infrastructures, having as its main objective to permanently control the mechanical stress of the catenary cable that supplies electricity to the trains of railway infrastructures.
Also, the object of the system is to make it possible to know the status of each catenary section in real time in a control centre, that is, without needing a physical presence, to be able to therefore act immediately, which represents a drastic reduction in maintenance costs.
Another object of the invention is to make it possible to know the stress, in kilos, of each catenary section in order to be able to act immediately if, for any reason, the stress is not appropriate.
FIELD OF APPLICATION
The present specification discloses a control system for the mechanical stress of the catenary cable in railway infrastructures, which applies to the control and preventive maintenance of the different catenary sections that make up a railway line in all types of railway infrastructure.
BACKGROUND OF THE INVENTION
Currently, the lines supplying electricity to trains, the catenaries, use a simple and relatively efficient method for maintaining a permanent state of mechanical stress that makes it possible to maintain a more or less constant height of the supply line with the layout of the tracks, in order to enable a constant pressure of the pantograph of the train with said supply line.
The small variations of this height due to the fall or sag of the catenary in the central points between posts and the irregularities of the ground are absorbed by the pantograph of the trains itself, with its system of springs and shock absorbers.
Whilst such irregularities are kept within specified tolerances, the pantograph-catenary contact remains ensured for the normal running of the trains. The continuous catenary line is made up of a number of sections according to an approximate length between 1 ,000 and 1 ,200 metres, so that said sections are supported at one end by a fixed post, whilst at the other end they are deviated to be wound around a first pulley at the top of a post: whilst from a second pulley of greater diameter than said first pulley and attached to it, some counterweights whose mass provides, through gravity, the desired stress to the catenary cable hang vertically plumb.
On the other hand, in the deviated catenary section, electrical insulation is included.
This system, although offering a more or less constant stress, is subject to certain problems that require periodical reviews and maintenance protocols to ensure the operation of the railway line and, thus, lacks remote information of the status of each catenary section, and the only way of controlling the stress is by varying the suspended mass exerted by the counterweight.
In short, failure in the stress of the catenary is not highlighted if it is not personally inspected or by an incident when a train is passing, already causing serious problems.
Thus, for example, through the counterweights, the variations in length of the catenary sections are absorbed in their expansion and contraction because of temperature variations.
In this way, regular maintenance involves a physical presence for each stressed section of the catenary cable, the object of which is the incident that has occurred.
Thus, the incidents that may be produced and which are not detectable unless by physical presence are, for example, removal of counterweights, malfunction of the cable pulley of the counterweights or cutting of the catenary cable or even removal of the catenary itself, a situation that is likely to occur when the line is being installed.
In this way, faced with the removal of the counterweights, the catenary loses stress and the malfunction of the cable pulley of the counterweights can be a result of a blockage of the rotation axis.
In addition, with the current means, the stress (in kilos) to which the catenaries are found is unknown and in no way is it possible to detect any event when trains are passing.
On the other hand, we may consider patent documents PCT7WO2008/056393 and GB 2 220 402, in such a way that in document PCT/WO2008/056393 a system is described for monitoring the electricity energy supply and mechanical stress in a line carrying energy to a vehicle, whose line is hanging between posts and lacks the means to deviate towards a means of mechanical stress of the same. Thus, the system is based on a sensor, joined to the line itself and in each section of the same, which remains connected to a signalling panel visible to the drivers of the vehicles and which communicates the absence of voltage in the line, as well as other incidents. Thus, the system is valid only when there is an electric energy supply to the line.
Patent document GB 2 220 402, describes some improvements for tension devices in electric traction systems, being of the type of known traction systems and which comprise a group of pulleys linked to some counterweights and to the cable, in such a way that the improvements are based on including in the group of pulleys a stopping device rotatably mounted on to the neck under the cogwheel of the group of pulleys, in such a way that stopping can be done sequentially between the teeth of the cogwheel in case of breakage of the conductor cable.
DESCRIPTION OF THE INVENTION
In order to solve all of the problems described in the present specification, a control system for the mechanical stress of the catenary cable in railway infrastructures is described, being of use in any type of railway installation whose catenary is made up of a series of connected sections, whose sections, from one end are deviated to be wound around a first pulley and which are stressed by some counterweights which hang from a second pulley of greater diameter and with the same rotating axis as the first pulley, in such a way that the system comprises:
• A strain gauge inserted into the section of the catenary cable deviated from the line that is led to the first winding pulley;
• A box with function and communication electronics;
• An electricity cable to connect the strain gauge to the function and communication electronics, and;
• Communication of the function electronics with the control centre. The strain gauge measures the catenary stress and is connected to the function electronics for its comparison in order to check that it is within certain parameters. In this way, the status of each catenary section is monitored in the control centre along the length of the whole line, enabling identification of the catenary section that does not have adequate mechanical stress, in order to act directly to review the specific section in which the incident has occurred.
The electric cable connecting the strain gauge is passed through a wheel for its winding, allowing absorption of the variations in length produced.
In short, the aim is to know in real time that a section of a catenary line has undergone an incident that is affecting the cable stress and, in addition, to be able to determine which specific section it is from the whole line.
To complement the description that will be made hereinafter, and in order to help provide a better understand of the characteristics of the invention, the present specification is accompanied by a set of drawings whose figures of an illustrative and non-limiting nature represent the most characteristic details of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1. Shows a side elevational view of the configuration of the end of a conventional catenary in its deviation towards the winding pulley as well as the joint to the next catenary section and the mechanically stressed counterweights.
Figure 2. Shows a side elevational view of the configuration object of the invention, observing the end of a catenary in its deviation towards the winding pulley, as well as the connection to the next catenary section, the mechanically stressed counterweights and a strain gauge, inserted into the deviated cable section with an electric cable connected to a box containing the function and communication electronics with a control centre.
DESCRIPTION OF A PREFERRED EMBODIMENT
In view of the figures mentioned and in accordance with the numbering adopted, we can observe, in the first instance, how in figure 1 a conventional structure is shown in which the catenary sections 1a and 1 b are connected at point 2 where the end of catenary section 1a is deviated towards a first winding pulley 3 and in which deviation presents an electric insulation 4.
However, the first pulley 3 is linked to a second pulley 5 of greater diameter around which a cable with counterweights 6 that is responsible for causing the mechanical stress of catenary 1a is wound. With a conventional structure such as the one described, we have a mechanical drive so that when catenary 1a undergoes an alteration of its length, such as an expansion or contraction as a result of the changes in temperature, the counterweights have to absorb said modification.
With this type of action, it can happen that if the pulley has been blocked at its axis and does not rotate, the action of the counterweights is not permitted and the catenary is not duly tensioned and this incident cannot be known unless it is through a physical presence.
Also, if sabotage occurs in the catenary, such as the cutting of the same or the removal of the counterweights, the catenary is not duly tensioned and, likewise, said incident cannot be known unless it is through a physical presence.
Thus, there is an elevated maintenance cost by having to carry out periodical reviews.
In order to solve these problems, the present specification describes a control system for the mechanical stress of the catenary cable supplying electric energy in railway infrastructures through which it is possible to permanently maintain the operating levels of the mechanical stress of the cable in the series of catenary sections that make up the line and, in addition, makes it possible to know any incident at the same moment it occurs which affects the status of the catenary sections, obtaining continuous maintenance without physical presence.
Thus, the system is based on the inclusion of a strain gauge 7 in the catenary zone deviated towards the first winding pulley 3 through which one will always know the stress, in kilos, of catenary 1 a, so that through the function and communication electronics housed in a box 9 it will be communicated to the control centre 10, for which the strain gauge 7 is connected to the function and communication electronics by means of an electric cable 8.
In this way, by monitoring the stress of the catenary in real time at the same moment that this is not within the desired parameters, there will automatically be information to act accordingly.
In addition, by knowing in which specific catenary section the incident occurred, one can act quickly to resolve this issue without resulting in incidents when the trains are passing.
An important advantage of the proposed system is that the same can be mounted together with the installation of the catenary enabling control from the moment of its installation, so that, if sabotage occurs to the catenary, such as cutting of the same, faced with the lack of stress the automatic alarm will be triggered in the control centre to act quickly.
This incident becomes very important during the time of mounting the installation, since, it is in those moments when things can happen, including the removal of the catenaries and by having a control system available that can be installed together with the installation itself and communicating with a control centre by any means, there will be security from the moment of its installation which is an important advantage.
Likewise, the system can incorporate a room temperature measurement device, through an electronic sensor and calculator, making it possible to know the elastic limits of the catenary cable and the stresses necessary for optimum functioning, to permanently adjust the stress of said cable without needing costly corrections in seasonal changes.
In addition, the system makes it possible:
• To maintain constant mechanical stress of the cable;
• To make changes to said mechanical stress, remotely, from a unified control centre, according to the conditions of use;
• To transmit any type of alarm for catenary incidents. For this purpose, any of the current technologies for data transmission available today are used;
• To record and obtain data of irregularities of said catenary when trains are passing, given that the load cell will record the stress variations when trains are passing, detecting failures, in the structure of the same and enabling anticipation of the situation before any incident occurs;
• To establish the ideal mechanical stress in each climatic season of the year or according to the room temperature and the elastic limits of the catenary cable;
• To detect anomalies when trains are passing, by recording the mechanical stress variations of the cable;
• To know remotely the status of all of the catenary sections and being able to act preventively on the same.
On the other hand, given that the system not only measures, records and advises, but also actively acts to maintain a constant mechanical stress in the different catenary sections, making it possible to vary said stress according to operating conditions from a control centre. An important advantage is that the system, through its low consumption, can be maintained independently of the electric supply of the general grid through the availability of electric storage batteries and limited photovoltaic sheets.
In addition, the system is capable of recording the variations of mechanical stress of the catenary when trains are passing, through the pressure exerted by the pantograph of the same, enabling anticipation of incidents by irregularities in the catenary.
Likewise, the system makes it possible to eliminate the periodical maintenance of the counterweights of the catenary due to adjustments of the elastic limits of the cable or variations of temperature.
The electric cables 8 for transmitting signals from the different strain gauges 7 to the function and communication electronics lead to a winder 1 1 that absorbs the differences in length of movement of the catenary, carrying the electric signal to the box 9 which contains the function electronics and the components for transmitting data to any available network of the railway operator, whether through optic fibre, LAN network, or aerial transmission systems, radio links or mobile telephony for transmitting data.
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