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EP3569467B1 - Capteur de détection des parties métalliques ainsi que procédé d'affaiblissement d'un champ magnétique - Google Patents

Capteur de détection des parties métalliques ainsi que procédé d'affaiblissement d'un champ magnétique Download PDF

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Publication number
EP3569467B1
EP3569467B1 EP19172212.3A EP19172212A EP3569467B1 EP 3569467 B1 EP3569467 B1 EP 3569467B1 EP 19172212 A EP19172212 A EP 19172212A EP 3569467 B1 EP3569467 B1 EP 3569467B1
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EP
European Patent Office
Prior art keywords
coil
sensor
magnetic field
rail vehicle
coil core
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.)
Active
Application number
EP19172212.3A
Other languages
German (de)
English (en)
Other versions
EP3569467A1 (fr
Inventor
Ralf Wiengarten
Gerd Ulke
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.)
Pintsch GmbH
Original Assignee
Pintsch GmbH
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Filing date
Publication date
Application filed by Pintsch GmbH filed Critical Pintsch GmbH
Publication of EP3569467A1 publication Critical patent/EP3569467A1/fr
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Publication of EP3569467B1 publication Critical patent/EP3569467B1/fr
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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
    • B61L1/165—Electrical
    • 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

Definitions

  • the present invention relates to a sensor for detecting metal parts, in particular metallic or partially metallic wheels of a rail vehicle according to claim 1, as well as a use of at least two such sensors and a method for weakening a magnetic field emanating from a rail vehicle, according to claim 11.
  • devices for detecting metal parts are implemented using inductive sensors; this is exemplified in DE 197 09 844 A1 shown. This requires a high level of safety, despite only sporadic use.
  • An example of such an application area is rail traffic. The following refers to the use of such sensors or such a method in rail traffic. However, this does not imply any restriction to this application area.
  • a sensor In the field of railway transport, it is common for a sensor to detect metal parts, in particular metallic or partially metallic wheels of a rail vehicle, to be installed parallel to the longitudinal direction of the rail, i.e. parallel to the direction of movement the wheels of the rail vehicle.
  • a sensor provides signals with high availability, which are usually routed via a cable to an indoor system and processed accordingly. This enables functions such as the presence detection of a rail vehicle, the direction of travel detection or a track vacancy detection in the form of an axle count to be implemented.
  • each sensor it is also common for each sensor to consist of a sensor coil and an oscillator circuit.
  • the sensor coil forms an oscillating circuit with a capacitor and creates an alternating magnetic field in its surroundings.
  • a metal part of a railway wheel that penetrates the effective range of the sensor coil dampens the oscillating circuit because the iron of the railway wheel draws energy from it through eddy current losses. This results in the voltage amplitude or the voltage frequency of the oscillating circuit changing, which is converted into a change in the current consumption of the sensor.
  • This measurement signal is fed via a two-wire line into the internal system of a security system and processed there or prepared for processing.
  • the mounting position of the sensor is predetermined within narrow limits by the geometry of the rail or by the railway wheel. Irrespective of this, however, a problem arises that the rail vehicle can also emit magnetic fields with such a high intensity that a voltage is induced in the sensor coil. This process can lead to a state in the electronics that incorrectly transmits the presence of a wheel to the higher-level evaluation electronics. There, this leads to incorrect information that can disrupt the operation of the railway network.
  • Such magnetic fields emitted by the rail vehicle are generated, for example, by eddy current brakes, magnetic rail brakes or a high current consumption by the drive units of the rail vehicles.
  • the prior art document DE 199 15 597 A1 an arrangement of a figure-of-eight coil that is aligned in the direction of travel of the rail vehicle.
  • the two partial coils of the figure-of-eight coil are connected in such a way that a magnetic field that is emitted from a distance significantly greater than the extent of the figure-of-eight coil is already compensated in the figure-of-eight coil.
  • the WO 2010/052081 A1 describes an arrangement in which one coil is the transmitting or receiving coil and a second coil serves exclusively for compensation. This second coil is arranged at least one third of the coil diameter of the transmitting or receiving coil below.
  • the EN 10 2009 053 257 A1 discloses an arrangement of sensor and compensation coil with a total of three coils.
  • a sensor for detecting metal parts, in particular metallic or partially metallic wheels of a rail vehicle is provided, with an electrical oscillating circuit which has at least one sensor capacitance and a sensor coil comprising a coil core and generating a magnetic field, wherein the coil core of the sensor coil, based on its longitudinal direction, is arranged approximately at an orthogonal angle to a direction of movement of the metallic or partially metallic wheels of the rail vehicle in order to weaken a magnetic field emanating from the rail vehicle.
  • approximately at an orthogonal angle is understood to mean in particular an arrangement of the coil core of the sensor coil at an angle of 70° to 110° to a direction of movement of the metallic or partially metallic wheels of the rail vehicle, whereby this arrangement is related to the longitudinal axis of the coil core.
  • this arrangement is at an angle of 80° to 100°, particularly preferably 85° to 95°. It is also possible that this is an orthogonal angle in the mathematical sense, i.e. a right-angled (90°) angle.
  • the sensor according to the invention offers the advantage that the magnetic field emitted by a rail vehicle is weakened. This prevents the induction of a voltage which is induced in the sensor coil by such a magnetic field. This is achieved by arranging the coil core of the sensor coil approximately at an orthogonal angle to the direction of movement of the metallic or partially metallic wheels of the rail vehicle. As a result, the magnetic fields emanating from the rail vehicle are weakened at the moment they reach the sensor coil due to the coil structure and the coil positioning. The structure of the sensor coil also ensures that only the magnetic fields emanating from the rail vehicle are compensated.
  • the magnetic field generated by the sensor coil which is influenced by the metallic or partially metallic wheels and is used by the sensor to detect the presence of the wheel of a rail vehicle, is not impaired by the object according to the invention.
  • the present invention is based on the finding that the magnetic fields emitted by the rail vehicle at every location of rail contact are, to a good approximation, have the same direction and similar intensities.
  • the generators of this magnetic field emitted by the rail vehicle are located at a distance from the sensor coil that is large compared to the dimensions of the sensor coil. This is used both in the construction and in the approximately orthogonal positioning of the sensor coil, which ensures compensation of the voltage induced by the magnetic field emitted by the rail vehicle.
  • the coil core is preferably made of highly permeable material.
  • a highly permeable material is understood below to mean a material that has a relative permeability greater than 10. This, using a material known in the prior art, has the advantage of providing a cost-effective yet high-quality coil core.
  • the coil core has also proven to be advantageous for the coil core to be a ferrite core. This makes it possible to create a soft magnetic coil core, for example.
  • the coil core encloses a surface along the longitudinal axis and has at least two end faces at its ends, from which the majority of the magnetic field enters and/or exits.
  • One advantage here is that the coil core is not closed, whereby the majority of the magnetic flux enters and exits through the at least two end faces on the coil core. Since the coil core is arranged at an approximately orthogonal angle to the direction of movement of the metallic or partially metallic wheels of the rail vehicle, the magnetic field spreads out in the air above the sensor coil, directed towards where the metallic or partially metallic wheel of a rail vehicle to be detected is expected. This ensures that at all times, i.e. even while a wheel of a rail vehicle is passing over, the magnetic fields emitted by the rail vehicle strike the two end faces of the sensor coil simultaneously. This induces a voltage, which, however, cancels each other out due to different signs.
  • the coil core has a U-shape, an E-shape, or an F-shape.
  • a shape allows in the state of the art Coil cores known in the art can be used in the sensor of the present invention.
  • the coil core advantageously has at least two legs.
  • the excitation direction of the sensor coil can be precisely adjusted using these two legs.
  • the windings of the sensor coil are wound asymmetrically around the legs. This is particularly advantageous when the magnetic fields emitted by the rail vehicle impinge asymmetrically on the legs of the coil core. This can further reduce a possible induced voltage that occurs due to the asymmetrically emitted magnetic fields.
  • the sensor coil it is also possible for the sensor coil to have different numbers of windings at different points on the coil core. This makes it possible, among other things, to achieve the advantages of the previous embodiment. In particular, this makes it possible to further weaken a magnetic field emitted by the rail vehicle, which induces a voltage in the sensor coil.
  • At least one winding of the sensor coil is arranged at any location on the coil core. This makes it possible in particular for the winding to be arranged at any location on the coil core for the purpose of further signal processing without affecting the functionality of the sensor.
  • the legs are of different dimensions. Since the magnetic fields emitted by the rail vehicle are stronger near a rail head, the emitted magnetic field is asymmetrical and therefore also hits the legs of the sensor coil asymmetrically. As a result, a residual voltage can be measured on the sensor coil even after compensation, which can continue to disrupt the electronics in their function. Because the legs are differently dimensioned, the residual voltage can be reduced to a minimum or to zero in order not to impair the detection of metal parts, in particular metallic or partially metallic wheels of a rail vehicle.
  • the senor is installed in a housing, wherein the magnetic field of the sensor coil is dimensioned such that it extends outside the housing. This allows the sensor in particular to be protected from environmental influences, damage or vandalism, while still ensuring reliable detection of metal parts, in particular metallic or partially metallic wheels of a rail vehicle.
  • the object set out at the beginning is also achieved by using at least two sensors according to one of the preceding embodiments for determining a direction of movement of a rail vehicle. This achieves the advantages of the sensor.
  • a method for attenuating a magnetic field emanating from a rail vehicle comprising the step of: attaching a sensor coil of an electrical oscillating circuit, wherein the sensor coil has a coil core which, relative to its longitudinal axis, is arranged approximately at an orthogonal angle to a direction of movement of the metallic or partially metallic wheels of the rail vehicle in order to attenuate a magnetic field emanating from the rail vehicle.
  • the advantages of the sensor are achieved by the method according to the invention.
  • a weakening of a magnetic field emanating from a rail vehicle is achieved, largely independently of the local conditions.
  • the coil core is designed and arranged in such a way that the magnetic field generated by the sensor coil is radiated in the direction of the metallic or partially metallic wheels of the rail vehicle.
  • the sensor coil is set to be very sensitive in the direction of the expected metallic or partially metallic wheels of the rail vehicle.
  • the coil core prefferably enclose a surface along the longitudinal axis and to have at least two end faces at its ends from which the largest part of the magnetic field enters and/or exits, wherein the coil core is positioned such that the two end faces lie in a plane which is spanned from one rail head to a second rail head opposite it.
  • the coil core is not closed, meaning that most of the magnetic flux enters or exits through the at least two end faces on the coil core. Since the coil core is arranged at an approximately orthogonal angle to the direction of movement of the metallic or partially metallic wheels of the rail vehicle, the magnetic field spreads out in the air above the sensor coil, directed towards where the metallic or partially metallic wheel of a rail vehicle to be detected is expected. This ensures that at all times, including while a wheel of a rail vehicle is passing over, the magnetic fields emitted by the rail vehicle strike the two end faces of the sensor coil at the same time. This induces a voltage which, however, cancels each other out due to different signs. In addition, such positioning ensures that the coil core is arranged in the direction of the magnetic field expected to emanate from the rail vehicle.
  • the sensor coil of the present invention is designed in such a way that the magnetic fields emitted by the rail vehicle, as a result of the coil structure and the position of the sensor coil, generate a voltage in the sensor coil that compensates for itself the moment they reach the sensor coil.
  • the structure and positioning of the sensor coil thus ensure that only the externally interfering magnetic fields compensate for one another.
  • the desired magnetic field i.e. the magnetic field that is used to detect metal parts, in particular metallic or partially metallic wheels of a rail vehicle, is not impaired by this structure and positioning.
  • the Figure 1 shows schematically a first embodiment of the sensor for detecting metal parts, in particular metallic or partially metallic wheels of a rail vehicle.
  • a sensor coil 1 is shown, which has a coil core 2.
  • the dashed arrow 3 indicates a direction of movement of a wheel of a rail vehicle (not shown).
  • the coil core 2 shown has a longitudinal axis 6 and two legs 8, 8'. Each of these legs 8, 8' has a magnetic field induced by the winding 9 on the end face 7, 7' spaced apart from the winding 9, which is indicated schematically. From the Figure 1 it can be seen that the coil core 2 is located at an approximately orthogonal angle to the rail head 10.
  • the electronics which can control the sensor coil 1 through the winding 9, are in the Figure 1 and not shown in the following figures.
  • a sensor coil 1 is shown, which has a coil core 2.
  • the direction of movement 3 of wheels of the rail vehicle (not shown) is also shown schematically by dashed arrows. From the Figure 2 It is particularly evident that the end faces 7, 7' of the coil core 2 are located in a plane which is spanned by the first rail head 10 and the second rail head 10' opposite it.
  • the coil core 2 is located at an approximately orthogonal angle to the direction of movement 3 of the wheels of the rail vehicle.
  • the Figure 3 shows a detailed view of the first embodiment, as already described in relation to the Figures 1 and Figure 2 described. Also shown is the wheel 4 of a rail vehicle, which moves in the direction of movement 3. Also shown is the magnetic field 5 of the rail vehicle, which is emitted by it. This magnetic field 5 can be generated, for example, by an eddy current brake, by magnetic rail brakes or by a strong current consumption by the drive units of the rail vehicle. It should be noted that the magnetic field 5 of the rail vehicle is only shown very schematically here.
  • the Figure 4 shows a second embodiment of the sensor coil.
  • the sensor coil 1 has a coil core 2, which is arranged at an approximately orthogonal angle to a direction of movement 3 of a wheel of a rail vehicle 4.
  • magnetic fields 5 are emitted by the electric drive (not shown) of the wheel of the rail vehicle 4, which enter the front faces 7, 7'.
  • more magnetic field lines enter the front face 7 than the front face 7'.
  • a winding 9 is wound around the leg 8, which has fewer turns than the winding 9' around the leg 8'.
  • the Figure 5 shows a third embodiment of the sensor coil 1 according to the invention, the sensor coil 1 here also having a coil core 2.
  • the difference from the first or second embodiment is that the leg 8' or the end face 7' is larger than the leg 8 or the end face 7. Due to this different dimensioning of the legs 8, 8', a magnetic field 5 of the same size in relation to the magnetic flux occurs in each of the legs 8, 8', and, due to the larger dimension of the leg 8', a voltage of the same magnitude is induced. This makes it possible to use the same number of windings 9 for both the leg 8 and the leg 8'. Electronics connected to the sensor coil 1 are therefore not disturbed by any interference voltage.
  • the Figure 6 shows a fourth embodiment of the sensor coil 1, wherein the coil core 2 has a U-shape.
  • the sensor core 2 has, for example, an E-shape or an F-shape.
  • any coil core is possible which, due to its shape, has at least two legs.
  • both the wheel of the rail vehicle 4 and the direction of movement 3 of this wheel of the rail vehicle 4 are indicated with a dashed arrow.
  • a magnetic field 5 is generated by the drive (not shown) of the wheel of the rail vehicle. This magnetic field 5 strikes the end faces 7, 7' with different intensity and consequently induces a voltage in the legs 8, 8'.
  • the Figure 7 shows a combination of some of the previous embodiments. With such a combination, for example, the direction of movement 3 of a vehicle can be detected very reliably. It is also possible to carry out a wheel count. This can, for example, enable statements to be made about the movement of various sections of a railway operating area from a distance.
  • Each of the sensor coils 1 shown has a coil core 2.
  • the magnetic field generated by the wheel of the rail vehicle 4, for example by the drive of the wheel of the rail vehicle 4, is not shown in the Figure 7 .
  • Each of the coil cores 2 has legs 8, 8', each of which includes an end face 7, 7'. Windings 9 and 9' are wound around these legs 8, 8'.
  • the coil cores 2 are arranged in their longitudinal axis 6 of the respective coil core 2 at an approximately orthogonal angle to the rail head 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Claims (12)

  1. Capteur destiné à détecter des parties métalliques, les parties métalliques étant des roues (4) métalliques ou partiellement métalliques d'un véhicule ferroviaire, présentant un circuit oscillant électrique, qui présentent au moins une capacité de capteur et une bobine (1) de capteur comprenant un noyau (2) de bobine et générant un champ magnétique,
    caractérisé en ce que
    le noyau (2) de bobine de la bobine (1) de capteur est agencé, par rapport à son axe longitudinal (6), perpendiculairement à un sens de déplacement (3) des roues (4) métalliques ou partiellement métalliques du véhicule ferroviaire, le noyau (2) de bobine renfermant, le long de l'axe longitudinal (6), une surface transversale et présentant en ses extrémités au moins deux faces frontales (7, 7'), dans lesquelles entre et/ou dont sort la plus grande partie du champ magnétique de telle sorte que des tensions induites s'annulent mutuellement en raison de signes différents.
  2. Capteur selon la revendication 1,
    caractérisé en ce que le noyau (2) de bobine est constitué de matériau hautement perméable.
  3. Capteur selon la revendication 1 ou 2,
    caractérisé en ce que le noyau (2) de bobine est un noyau de ferrite.
  4. Capteur selon l'une des revendications précédentes, caractérisé en ce que le noyau (2) de bobine présente une forme de U, une forme de E ou une forme de F.
  5. Capteur selon la revendication 4,
    caractérisé en ce que
    le noyau (2) de bobine présente, en raison de sa forme, au moins deux pattes (8, 8').
  6. Capteur selon la revendication 5,
    caractérisé en ce que
    les enroulements (9) de la bobine (2) de capteur sont enroulés de manière asymétrique autour des pattes (8, 8').
  7. Capteur selon l'une des revendications précédentes,
    caractérisé en ce que
    la bobine (1) de capteur présente en différents endroits du noyau (2) de bobine différents nombres d'enroulements.
  8. Capteur selon l'une des revendications précédentes, caractérisé en ce qu'un enroulement (9) est appliqué le long du noyau (2) de bobine.
  9. Capteur selon l'une quelconque des revendications 5 à 8, caractérisé en ce que les pattes (8, 8') sont dimensionnées différemment.
  10. Capteur selon l'une des revendications précédentes,
    caractérisé en ce que
    le capteur est monté dans un boîtier, le champ magnétique de la bobine (1) de capteur étant dimensionné de manière telle qu'il sort du boîtier.
  11. Procédé destiné à affaiblir un champ magnétique (5) sortant d'un véhicule ferroviaire, présentant l'étape de : application d'une bobine (1) de capteur d'un circuit oscillant électrique,
    la bobine (1) de capteur présentant un noyau (2) de bobine qui, par rapport à son axe longitudinal (6), est agencé perpendiculairement à un sens de déplacement (3) de roues (4) métalliques ou partiellement métalliques du véhicule ferroviaire, le noyau (2) de bobine renfermant, le long de l'axe longitudinal (6), une surface transversale et présentant en ses extrémités au moins deux faces frontales (7, 7') dans lesquelles entre et/ou dont sort la plus grande partie du champ magnétique, le noyau (2) de bobine étant positionné de manière telle que les deux surfaces (7, 7') se situent dans un plan défini par un champignon (10) de rail et un deuxième champignon (10') de rail opposé à celui-ci, de telle sorte que des tensions induites s'annulent mutuellement en raison de signes différents.
  12. Procédé selon la revendication 11,
    caractérisé en ce que
    le noyau (2) de bobine est réalisé et agencé de manière telle que le champ magnétique généré par la bobine (1) de capteur est émis dans la direction des roues (4) métalliques ou partiellement métalliques du véhicule ferroviaire.
EP19172212.3A 2018-05-14 2019-05-02 Capteur de détection des parties métalliques ainsi que procédé d'affaiblissement d'un champ magnétique Active EP3569467B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018111448.6A DE102018111448A1 (de) 2018-05-14 2018-05-14 Sensor zum Erfassen von Metallteilen, sowie Verfahren zum Abschwächen eines magnetischen Feldes

Publications (2)

Publication Number Publication Date
EP3569467A1 EP3569467A1 (fr) 2019-11-20
EP3569467B1 true EP3569467B1 (fr) 2024-05-29

Family

ID=66379754

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19172212.3A Active EP3569467B1 (fr) 2018-05-14 2019-05-02 Capteur de détection des parties métalliques ainsi que procédé d'affaiblissement d'un champ magnétique

Country Status (4)

Country Link
EP (1) EP3569467B1 (fr)
DE (1) DE102018111448A1 (fr)
DK (1) DK3569467T3 (fr)
ES (1) ES2981390T3 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1405723A1 (de) * 1960-10-25 1968-10-31 Werk Signal Sicherungstech Veb Einrichtung zur Erzeugung von Beeinflussungsvorgaengen in Eisenbahnsicherungsanlagen
DE2326089A1 (de) * 1973-05-23 1974-12-12 H Tiefenbach & Co Dr Beruehrungslos arbeitender schalter fuer eine signal- oder ueberwachungsanlage einer schienenbahn
FR2469722A1 (fr) * 1979-11-12 1981-05-22 Saxby Dispositif detecteur de masses metalliques comportant des moyens de securite
DE19709844A1 (de) * 1997-02-28 1998-09-03 Siemens Ag Sensor, insbesondere Radsensor
AT406139B (de) * 1998-04-08 2000-02-25 Frauscher Josef Radsensor
DE10137519A1 (de) * 2001-07-30 2003-02-13 Siemens Ag Radsensor
DE102008056481A1 (de) * 2008-11-05 2010-05-06 Siemens Aktiengesellschaft Radsensor
DE102009053257B4 (de) * 2009-11-05 2013-10-02 Siemens Aktiengesellschaft Radsensor

Also Published As

Publication number Publication date
ES2981390T3 (es) 2024-10-08
EP3569467A1 (fr) 2019-11-20
DK3569467T3 (da) 2024-07-22
DE102018111448A1 (de) 2019-11-14

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