Assembly for protecting a person against electrical contact

Abstract

The invention relates to an assembly for protecting a person against electrical contact with a rail vehicle (SCH) which has a component (HSK) in the roof region (DB). The component is designed to carry electrical voltage and is provided therein. An element referred to as a deflector is arranged on the rail vehicle and has an opening that is directed downwards in relation to a horizontal. The opening is formed in such a way that an upward movement of an object, which movement is caused by a person in the outer surroundings of the rail vehicle in the direction of the component, is blocked by the opening in order to prevent electrical contact of the object with the component.

Description

[0001] Description

[0002] Arrangement to protect a person from electrical contact

[0003] The invention relates to an arrangement for protecting a person from electrical contact with an electrical component of a rail vehicle.

[0004] Introduction and state of the art

[0005] In rail transport, where high-voltage components such as an overhead line are used to supply power to a rail vehicle, people are repeatedly killed because they come into contact with the overhead line or with high-voltage components of the rail vehicle and thereby suffer a fatal electric shock.

[0006] Contact is made, for example, by unreasonable behavior (unauthorized climbing onto railway vehicles, etc.) or by conductive objects carried along (e.g. metal-coated balloons, umbrellas, selfie sticks, hiking poles, etc.) which, in an accidental or intentional movement, slide upwards from a rail vehicle side wall and thus into the dangerous roof area of ​​the rail vehicle.

[0007] High-voltage components that serve to supply power to the rail vehicle, such as pantographs, main switches, etc., are located in the roof area of ​​the rail vehicle.

[0008] To counteract this danger, minimum distances must be maintained between the overhead line or between the high-voltage components of the rail vehicle and the areas into which people or objects they are carrying may enter. This applies particularly to platforms, with a view to careless or intoxicated persons.

[0009] To date, the state of the art has been to demonstrate compliance with such a minimum distance using a rod with a predetermined minimum length (e.g., 3 meters), or to ensure this minimum distance in the design of the rail vehicle. This type of verification is described in the standard EN 50122-1 (2017), Chapter 5.3.2.2, which expires on July 25, 2025.

[0010] A new edition of the standard, EN 50122-1 (2022), addresses this issue in a different way. This standard describes requirements for protective measures related to electrical safety in fixed installations connected to AC and / or DC traction systems and in all installations that may be endangered by electrical traction power supply systems.

[0011] Instead of the minimum distance, this standard defines a person holding an object with a length of 25 cm or 50 cm. The design of the rail vehicle and the passenger areas must ensure that this person cannot come into electrical contact with hazardous areas or high-voltage components.

[0012] This standard ultimately represents a compromise in view of the real danger to tall people or people carrying a long object.

[0013] Task

[0014] It is an object of the invention described below to provide an arrangement for a rail vehicle for protecting a person from electrical contact, which arrangement is suitable for preventing danger to a person who (intentionally or unintentionally) attempts to guide a specific object into a dangerous area of ​​the rail vehicle.

[0015] This problem is solved by the features of patent claim 1. Advantageous further developments are specified in the dependent patent claims.

[0016] Description of the invention

[0017] The invention relates to an arrangement for protecting a person from electrical contact with an electrical component of a rail vehicle.

[0018] The rail vehicle has a component in the roof area that is designed and provided for conducting electrical voltage. An element known as a deflector is arranged on the rail vehicle.

[0019] The deflector has a downward-facing opening or bulge relative to a horizontal line. This opening or bulge is shaped in such a way that the upward movement of an object, initiated by a person in the outer area of ​​the rail vehicle, toward the component is blocked by the opening or bulge, thus preventing electrical contact between the object and the component.

[0020] In an advantageous further development, the deflector has a shape or cross-sectional shape by which the upwardly guided object is mechanically intercepted, and / or by which the upwardly guided object is deflected into a movement directed to one side after a collision with the deflector, and / or by which the upwardly guided object is deflected into a movement directed downwards (for example in the direction of the track bed) in relation to the horizontal after a collision with the deflector.

[0021] In an advantageous further development, the opening or curvature is designed as a close-meshed grid or continuously uninterrupted.

[0022] In an advantageous further development, the deflector is attached to the rail vehicle as a separate component.

[0023] In an alternative development, the deflector is integrated into a rail vehicle outer shell or is an integrated part of the outer shell.

[0024] In an advantageous further development, the deflector is arranged in an area of ​​the rail vehicle in which the roof area of ​​the rail vehicle merges into a side area of ​​the rail vehicle.

[0025] In an advantageous further development, the deflector is arranged only at predetermined positions of the rail vehicle or continuously on the rail vehicle.

[0026] In an advantageous further development, the deflector is arranged at predetermined positions on a rail vehicle side surface or along the entire length of the rail vehicle side surface, as seen in the direction of travel of the rail vehicle. A possible predetermined position could be, for example, an area of ​​the rail vehicle located near or below a pantograph.

[0027] A predetermined position could be, for example, an area of ​​the rail vehicle where the components in the roof area of ​​the rail vehicle can be reached by tall people or by a long object carried by a person.

[0028] In an advantageous development, the deflector is strip-shaped. A first side of the strip is then connected to the rail vehicle, while a second side of the strip, opposite the first side, is inclined or aligned downwards at an angle relative to a horizontal line. This ensures that the object guided toward the roof area is intercepted by the inclined strip and / or guided to the side of the rail vehicle.

[0029] In an advantageous further development, the deflector has a trough-shaped cross-section. A corresponding trough curvature is oriented downwards (preferably in the direction of the track bed) in such a way that the object guided toward the roof area is intercepted by the trough curvature and / or guided to the side of the rail vehicle.

[0030] A first side of the trough profile is connected to the rail vehicle, while a second side of the trough profile is spaced from the rail vehicle. The two sides are preferably arranged opposite each other.

[0031] In an advantageous further development, the deflector has a U-shape in cross-section, whereby the U-shape is reversed (inverted, i.e. rotated by 180° or mirrored downwards).

[0032] An associated curvature of the U-shape is oriented downwards (preferably in the direction of the track bed) when viewed in cross-section, so that the object guided towards the roof area is intercepted by the curvature and / or guided to the side of the rail vehicle.

[0033] A first side of the U-shaped profile is connected to the rail vehicle, while a second side of the U-shaped profile is spaced apart from the rail vehicle. The two sides are preferably arranged opposite one another and connected by the curvature. In an advantageous development, the deflector has a V-shape in cross-section, wherein the V-shape is reversed (inverted, i.e. rotated by 180° or mirrored downwards). A corresponding acute angle of the V-shape is oriented downwards (preferably in the direction of the track bed) when viewed in cross-section such that the object guided towards the roof area is intercepted by the V-shape and / or guided to the side of the rail vehicle.

[0034] A first leg of the V-shaped profile is connected to the rail vehicle, while a second leg of the V-shaped profile is spaced from the rail vehicle. The two legs are connected at an acute angle to form the downward-facing or inverted V-shape.

[0035] In an advantageous further development, the deflector has an L-shape in cross-section. The L-shape is oriented downwards (preferably in the direction of the track bed) or arranged in such a way that the object guided toward the roof area is intercepted by the L-shape and / or guided to the side of the rail vehicle.

[0036] A first leg of the L-shaped profile is connected, preferably horizontally, to the rail vehicle, while a second leg of the L-shaped profile is spaced apart from the rail vehicle. The two legs are preferably connected to each other at a 90° angle to form the L-shape.

[0037] In an advantageous further development, the deflector has an L-shape in cross-section, whereby the L-shape is oriented upwards when viewed in cross-section.

[0038] A first leg of the L-shaped profile is connected to the rail vehicle and is aligned or oriented in a downwardly inclined manner at a predetermined first angle with respect to a horizontal.

[0039] A second leg of the L-shaped profile is spaced apart from the rail vehicle and is connected to the first leg at a predetermined second angle, preferably at an angle of 90°, to form the upwardly directed L-shape.

[0040] By connecting the first leg to the rail vehicle and by tilting it downwards, the object guided in the direction of the roof is intercepted by the first leg of the L-shape or guided to the side of the rail vehicle.

[0041] The upwardly oriented L-shape combines two functionalities: the described L-shape serves on the one hand as a deflector and on the other hand as a gutter, whereby the functionality as a gutter is essentially realized by the upwardly oriented second leg.

[0042] The component arranged in the roof area is, for example, a pantograph, a main switch, etc.

[0043] Advantages:

[0044] The present invention provides effective and cost-effective personal protection with the help of a simple deflector structure.

[0045] The arrangement according to the invention allows for easy retrofitting of rail vehicles that are already in operational use.

[0046] The present invention meets the requirements of the relevant standards (e.g. the standard EN 50122-1) with minimal effort.

[0047] The present invention allows a simple design of the deflector for new rail vehicles that are to be put into operation in the future.

[0048] Character description:

[0049] The invention is explained in more detail below with the aid of a drawing. Figures 1 to 3 show exemplary embodiments of the invention.

[0050] FIG 1 shows a cross-section of a rail vehicle SCH, which has high-voltage components HSK arranged in a roof area DB, for example a current collector or pantograph, a main switch, etc.

[0051] A deflector ABW1 is arranged over the entire length of the rail vehicle SCH, viewed in the direction of travel of the rail vehicle SCH.

[0052] The deflector ABW1 is located in an area where the roof area DB of the rail vehicle SCH transitions into a side area SB of the rail vehicle SCH. The deflector ABW1 is designed so that an object GEG, which is guided by a person (not shown here) in the outer area of ​​the rail vehicle SCH toward the roof or toward the roof area and thus toward the high-voltage components HSK there, is mechanically intercepted by the deflector ABW. This avoids or prevents electrical contact between the object GEG and the high-voltage components HSK.

[0053] The deflector ABW1 is shaped in such a way that the object GEG guided in the direction of the roof collides with the deflector ABW1 and, due to the movement, is subsequently guided downwards or to the side (here out of the image plane) of the rail vehicle SCH.

[0054] Specifically, the deflector ABW1 has a U-shaped cross-section. The curvature of the U-shape is oriented downwards when viewed in cross-section, or rather, arranged in such a way that the object GEG guided in the direction of the roof is intercepted by the U-shape, or guided or deflected to the side of the rail vehicle SCH.

[0055] A first side S11 of the U-shaped profile is connected to the rail vehicle SCH, while a second side S12 of the U-shaped profile is spaced apart from the rail vehicle SCH. The two sides S11, S12 are preferably arranged opposite each other.

[0056] FIG 2 shows a cross-section of a rail vehicle SCH, which has high-voltage components HSK arranged in a roof area DB, for example a current collector or pantograph, a main switch, etc.

[0057] A deflector ABW2 is arranged over the entire length of the rail vehicle SCH, viewed in the direction of travel of the rail vehicle SCH.

[0058] The deflector ABW2 is arranged in an area in which the roof area DB of the rail vehicle SCH merges into a side area SB of the rail vehicle SCH.

[0059] The deflector ABW2 is shaped such that an object GEG, which is guided by a person (not shown here) in the outer area of ​​the rail vehicle SCH in the direction of the roof or toward the roof area and thus toward the high-voltage components HSK there, is mechanically intercepted by the deflector ABW2 to prevent electrical contact between the object GEG and the high-voltage components HSK. The deflector ABW2 is shaped such that the object GEG guided in the direction of the roof collides with the deflector ABW2 and, due to the movement, is subsequently guided downwards or to the side (here out of the image plane) of the rail vehicle SCH.

[0060] Specifically, the deflector ABW2 has an L-shaped cross-section. The L-shape is oriented downwards in cross-section, or rather, arranged in such a way that the object guided in the direction of the roof is blocked or deflected laterally by the L-shape to the side of the rail vehicle SCH.

[0061] A first leg S21 of the L-shaped profile is connected to the rail vehicle SCH, while a second leg S22 of the L-shaped profile is spaced apart from the rail vehicle SCH. The two legs S21, S22 are connected to each other to form the L-shape.

[0062] FIG 3 shows a cross-section of a rail vehicle SCH, which has high-voltage components HSK arranged in a roof area DB, for example a current collector or pantograph, a main switch, etc.

[0063] A deflector ABW3 is arranged over the entire length of the rail vehicle SCH, viewed in the direction of travel of the rail vehicle SCH.

[0064] The deflector ABW3 is arranged in an area in which the roof area DB of the rail vehicle SCH merges into a side area SB of the rail vehicle SCH.

[0065] The deflector ABW3 is shaped in such a way that an object GEG, which is guided by a person (not shown here) in the outer area of ​​the rail vehicle SCH in the direction of the roof or to the roof area and thus to the high-voltage components HSK there, is mechanically intercepted by the deflector ABW3 in order to avoid or prevent electrical contact of the object GEG with the high-voltage components HSK.

[0066] The deflector ABW3 is shaped in such a way that the object GEG guided in the direction of the roof collides with the deflector ABW3 and, due to the movement, is subsequently guided downwards or to the side (here out of the image plane) of the rail vehicle SCH.

[0067] Specifically, the deflector ABW2 has an L-shaped cross-section. A first leg S31 of the L-shaped profile is connected to the rail vehicle SCH and is oriented or inclined downwards at a predetermined first angle A1 relative to a horizontal line.

[0068] A second leg S32 of the L-shaped profile is spaced apart from the rail vehicle SCH and is connected to the first leg S31 at a predetermined second angle A2, preferably 90°, to form an “upwardly” directed L-shape.

[0069] By connecting the first leg S31 to the rail vehicle SCH and by inclining it downwards at an angle A1, the object GEG guided in the direction of the roof is intercepted via the first leg of the L-shape and, due to the interaction of the first leg S31, the side area SB or guided to the side of the rail vehicle SCH.

[0070] Due to the upwardly oriented L-shape, the ABW3 deflector combines two functionalities - the described L-shape serves on the one hand as a deflector and on the other hand as a gutter in which rainwater RW collects.

[0071] The “strip-shaped deflector” described in the general description section is a special form of the example shown here, where the length of the second leg approaches zero or is zero.

Claims

Patent claims 1 . Arrangement for protecting a person from electrical contact, - with a rail vehicle (SCH) that has a component (HSK) in the roof area (DB), - in which the component is designed and provided for conducting electrical voltage, - in which an element called a deflector is arranged on the rail vehicle, - in which the deflector has a downward opening relative to a horizontal line, - in which the opening is shaped in such a way that it blocks an upward movement of an object, which is caused by a person in the external environment of the rail vehicle, towards the component, in order to prevent electrical contact of the object with the component.

2. Arrangement according to claim 1, in which the deflector has a cross-sectional shape by which the upwardly guided object is mechanically intercepted, and / or by which the upwardly guided object is deflected into a movement directed to one side after a collision with the deflector, and / or by which the upwardly guided object is deflected into a movement directed downwards (for example in the direction of the track bed) with respect to the horizontal after a collision with the deflector.

3. Arrangement according to claim 1, in which the opening of the deflector (ABW) is designed in its surface as a close-meshed grid or continuously uninterrupted.

4. Arrangement according to claim 1, in which the deflector (ABW) is attached to the rail vehicle (SCH) as a separate component or in which the deflector (ABW) is integrated into a rail vehicle outer shell.

5. Arrangement according to claim 1, wherein the deflector (ABW) is arranged in a region of the rail vehicle (SCH) in which the roof region (DB) of the rail vehicle (SCH) merges into a side region (SB) of the rail vehicle (SCH).

6. Arrangement according to claim 1, wherein the deflector (ABW) is arranged only at predetermined positions of the rail vehicle (SCH) or continuously on the rail vehicle (SCH).

7. Arrangement according to claim 6, wherein the deflector (ABW) is arranged at predetermined positions of a rail vehicle side surface or over an entire length of the rail vehicle side surface, viewed in the direction of travel of the rail vehicle (SCH).

8. Arrangement according to one of the preceding claims, - where the deflector (ABW) is strip-shaped, - in which a first side of the strip is connected to the rail vehicle (SCH), in particular to an outer surface of the rail vehicle (SCH), - in which a second side of the strip, opposite the first side, is inclined downwards at an angle with respect to a horizontal, - so that the downwardly directed strip in combination with a surface of the rail vehicle (SCH) forms the downwardly directed opening of the deflector (ABW).

9. Arrangement according to one of claims 1 to 7, - in which the deflector (ABW) is tub-shaped in cross-section, and - in which an associated trough curvature, viewed in cross-section, is oriented downwards to form the downward opening of the deflector (ABW).

10. Arrangement according to one of claims 1 to 7, - in which the deflector (ABW) has a U-shape in cross-section, and - in which a curvature of the U-shape, viewed in cross-section, is directed downwards to form the downward opening of the deflector (ABW).

11. Arrangement according to one of claims 1 to 7, - in which the deflector (ABW) has a V-shape in cross-section, and - in which an acute angle of the V-shape, viewed in cross-section, is directed downwards to form the downward opening of the deflector (ABW).

12. Arrangement according to one of claims 1 to 7, - in which the deflector (ABW) has an L-shape in cross-section, and - in which the L-shape, viewed in cross-section, is aligned in such a way as to form the downward-facing opening of the deflector (ABW).

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