AU2022282642A1

AU2022282642A1 - Apparatus for holding an overhead conductor rail, and arrangement comprising a boom system comprising at least two apparatuses for holding an overhead conductor rail and an overhead conductor rail

Info

Publication number: AU2022282642A1
Application number: AU2022282642A
Authority: AU
Inventors: Matthias Brunner; Bruno Casali
Original assignee: Furrer and Frey AG
Current assignee: Furrer and Frey AG
Priority date: 2021-05-23
Filing date: 2022-05-23
Publication date: 2023-11-16
Also published as: EP4347309A1; KR20240011704A; DE102021113375A1; CN117377587A; WO2022249026A1

Abstract

An apparatus for holding an overhead conductor rail (10) which is used to supply electrical energy to a rail vehicle, wherein the apparatus has a boom arm (1, 1', 1'', 1''') and a holding apparatus (7, 7', 7'', 7''') for securing the boom arm (1, 1', 1'', 1''') to a substrate; wherein the boom arm (1, 1', 1'', 1''') has at least two boom limbs (2,2a', 2b', 2'', 2''', 3, 3a', 3b', 3'', 3a''', 3b'''), wherein the overhead conductor rail (10) is held pivotably on a first of the boom limbs (3, 3a', 3b', 3'', 3a''', 3b'''), and wherein a holding apparatus (7, 7', 7'', 7''') is held pivotably on a second of the boom limbs (2,2a', 2b', 2'', 2'''); and wherein the two boom limbs (2,2a', 2b', 2'', 2''', 3, 3a', 3b', 3'', 3a''', 3b''') are connected to one another via a hinge (5, 5', 5'', 5'''); and an arrangement comprising at least one boom system having at least two apparatuses according to one of the preceding claims and an overhead conductor rail (10) for supplying energy to a rail vehicle.

Description

Apparatus for holding an overhead conductor rail and arrangement comprising a boom system having at least two apparatuses for holding an overhead conductor rail and an overhead conductor rail

The apparatus according to the invention and a boom system formed therefrom are used for pivoting overhead conductor rails. This technology is primarily used in depot facilities and workshops.

Before a train can be serviced, the overhead conductor rail must be switched off. For this reason, there is a section insulator directly in front of the depot, which ensures that only this one track in the hall is switched off. Subsequently, the overhead conductor rail is grounded. Now it can be removed. As soon as it reaches its final position, access to the roof working platform is released so that maintenance work can begin.

Removing the overhead conductor rail from the area above the vehicle has benefits of improved accessibility and increases the safety during maintenance.

Until now, this removal of the overhead conductor rail has been realized by a horizontal pivoting movement of the overhead conductor rail away from the area above the vehicle. This situation is shown in Fig. 11. In this case, the overhead conductor rail 10a is attached to a boom system comprising at least two booms la, however preferably a plurality of booms. Each of these has a pivot-mounted boom arm, which is rotatably mounted at its fixing point and then extends rigidly over a distance X to the contact wire suspension of the overhead conductor rail 10. As can be seen from Fig. 11, the overhead conductor rail 10a is moved from a swung-in state 200a above the vehicle to a swung-out state 300a for maintenance purposes. Here, "swung out" means that the overhead conductor rail 10a is removed from the area above the vehicle by a swiveling movement. It means that the overhead conductor rail 10a is folded away. In Fig. 11, the segment length Y of a boom system with an overhead conductor rail fixed to it is preferably 200 m, with two segment lengths adding up to a total length Z. The distance A indicates the distance between two booms of the boom system. Furthermore, the overhead conductor rail has at least one disconnection point 100a at which the overhead conductor rail of the depot must be disconnected from the normal rail or outer rail 400a of the vehicle. Fig. 11 shows a drive-through depot, at which one such disconnection point 100a is arranged in each of the two entrance and exit regions of the depot 500a. Coupling at the disconnection point takes place via an oblique movement of the overhead conductor rail towards the external conductor rail. Due to the travel distance on contact, the disconnection point must also be defined as correspondingly long. The movement of the contact elements against each other after their contact is comparatively long.

io This design has basically proven to be successful. However, when planning the overall depot length D with this type of boom system, the boom length X and, if necessary, also the residual length of the overhead conductor rail extending beyond the edge-side boom must always be taken into account when planning the construction length of the depot. This additional length F required for pivoting is unused space within the depot. It increases the construction length of the depot 500a and has associated disadvantages, e.g., more construction material, etc. Furthermore, a long contact path of the contacting electrical contacts until reaching the final position in the region of the disconnection point is disadvantageous for reasons of increased wear.

Based on the aforementioned consideration, it is the task of the present invention to provide an overhead conductor rail with a boom system which requires lower space and reduces the mechanical wear at the disconnection point compared to a conventional, in particular immovably mounted, conductor rail or increases the connection variants for realizing the disconnection point.

The present invention solves this problem by an apparatus having the features of claim 1.

An apparatus according to the invention comprises a boom arm and a holding apparatus for holding the boom arm to a substrate. The boom arm is designed to hold an overhead conductor rail. An overhead conductor rail is known to comprise a contact wire for contacting a pantograph. The contact wire is typically held in a clamping manner in the holding apparatus, e.g. via clamping legs.

The boom arm should be designed for appropriate loads for holding the overhead conductor rail and also meet the other boundary conditions for holding an overhead conductor rail. The overhead conductor rail, in turn, is designed in order to supply energy to a rail vehicle.

The boom arm can have a first holding apparatus for holding the overhead conductor rail. This can be an adapter, which can be directly connected to the holding apparatus of the contact wire of the overhead conductor rail. However, indirect holding apparatuses are also conceivable.

io The boom arm is also connected, in particular pivotably, to a second holding apparatus for securing the boom arm to a substrate, for example a mast. The holding apparatus can preferably be designed in such a way that the swing-out movement of the boom arm takes place horizontally, i.e. parallel to the ground level of the vehicle and in particular perpendicular to the track course of the relevant rail vehicle with which the overhead conductor rail can be contacted.

The boom arm has at least two boom legs, whereby the overhead conductor rail is pivotably arranged on one of the boom legs.

The second holding apparatus or the holder for the boom arm on the substrate can be pivotably arranged on the respective other boom leg.

The boom arm can preferably have only two boom legs in a structurally simple manner, but it is also possible to provide more than these two boom legs, for example, analogous to the geometry of a pantograph, four boom legs, as a scissor joint or the like.

Advantageous embodiments of the invention are the subject matter of the dependent claims.

Preferably, the boom arm is designed as an articulated arm, preferably in such a way that the two boom legs are connected to each other by a joint.

Unlike in the prior art, the overhead conductor rail is not guided away from the top of the rail vehicle in a circular movement, but in a linear movement or a movement on a circular path that reduces in the course of the movement. Both variants reduce the required installation space of the depot and at the same time ensure a reduced contact distance with contacting at the disconnection point.

In the longitudinal direction of the second boom leg, preferably parallel thereto, an anti-rotation device for the joint can be arranged, preferably in the form of a tie rod. This also permits an improved force distribution of the load of the boom arm.

The joint may comprise at least one pivot joint or be designed as a pivot joint. However, this does not mean that only one axis of rotation has to be provided. Preferably, the joint comprises two axle bolts running axially parallel to each other, which define two parallel axes of rotation arranged side by side. Each of the axle bolts is preferably located in a bolt receptacle arranged at the end of the boom leg, so that the boom leg is mounted rotatably around the axle bolt.

The axle bolts can be connected to a fixing device for fixing the distance between the axle bolts. The fixing device can have one or, particularly preferably, two fixing plates for better force distribution, which are preferably fixed at the ends of the axle bolts.

The joint can have toothing of the boom legs to ensure synchronization of the two boom legs. This can preferably be realized by two intermeshing gearwheels, wherein one of the gearwheels is firmly connected to each of the boom legs.

The apparatus can also have at least one apparatus for receiving the deflection of the boom arm. This can preferably be realized by a boom cable running in the longitudinal direction of the second boom leg. However, this does not necessarily have to run parallel to the second boom leg, but preferably at an angle of more than 50 to it, with the angle opening out from the joint towards the holding apparatus.

Alternatively or, particularly preferred, additionally, the apparatus for receiving the deflection can have one or more adjusting screws provided at the end in the connecting region of the second boom leg with the second holding apparatus, by means of which the alignment, in particular the angular position of the boom leg relative to the holding apparatus on the substrate can be adjusted.

The first boom leg can advantageously have an insulator, in particular an insulator made of a non-conductor solid. Corresponding insulators made of ceramic, porcelain or the like are known in electrical engineering.

Furthermore, the boom arm may comprise an apparatus for forced grounding in the extended state, in which the angle between the two boom legs is minimal.

Furthermore, according to the invention, is an arrangement comprising io at least one boom system with at least two apparatuses according to the invention and an overhead conductor rail for supplying power to a rail vehicle, which is pivotally supported by the boom arms.

It is advantageous if the overhead conductor rail of the arrangement has at least one coupling element of a disconnection point, wherein the coupling element can be plugged into a complementary coupling element perpendicular to the longitudinal course of the overhead conductor rail. The previous coupling was always oblique, but not perpendicular to the longitudinal course of the overhead conductor rail. This reduces the mechanical wear of the coupling elements and increases the design freedom in the conception of the coupling elements, which, for example, can now also be realized as a simple plug-in connection and not as a sliding contact as before.

The invention will be explained in more detail below with reference to an example of an embodiment and with reference to accompanying figures. The drawings show:

Fig. 1 Schematic representation of an apparatus according to the invention and its arrangement within a workshop;

Fig. 2 Perspective view of the apparatus according to the invention;

Fig. 3 Side view of the apparatus according to the invention;

Fig. 4 Perspective view of a drive of the apparatus;

Fig. 5 Bottom view of a partial section of the attachment and bearing arrangement of a rear boom leg and its connection to the drive;

Fig. 6 Detail view of a joint between a front and a rear boom leg of a boom arm;

Fig. 7 Side view of the boom arm;

Fig. 8 Perspective view of a front boom leg of the boom arm;

Fig. 9 Perspective view of the boom arm in swung-out position with contact to a forced grounding;

Fig. 10 View of the disconnection point of an overhead conductor rail moved horizontally by the apparatus;

Fig. 11 Schematic view of a pivotable overhead conductor rail system according to the state of the art;

Fig. 12 Perspective view of a second embodiment of the invention according to the invention;

2o Fig. 13 Perspective view of a second embodiment of the invention according to the invention; and

Fig. 14 Perspective view of a second embodiment of the invention according to the invention.

The apparatus according to the invention is used for pivoting overhead conductor rails. This technology is primarily used in depot facilities and workshops, but can also be used in tunnels. Here it is important for the maintenance, for example of a train, to first transport it to the maintenance area. This task is performed by supplying the vehicle with current through the overhead conductor rail. The overhead conductor rail must then be switched off and removed from the vehicle for reasons of repair and inspection work, so that the improved accessibility allows maintenance work to be carried out more efficiently and at the same time safely.

The invention now starts with the idea of using, in a different way than before, an apparatus with a multi-part boom arm with at least two boom legs and a holding apparatus for pivoting the overhead conductor rail, in which the boom legs of the boom arms are connected to each other by a joint.

Fig. 1 shows in comparison with Fig. 11 the advantages of such an apparatus according to the invention.

On the sides of the depot are the entrances and exits for the train. The electrical contact is the disconnection point of the system. When swung in, it is the electrical connection between the overhead conductor rail and io the horizontally movable overhead conductor rail. If it is now swiveled away, the contact disconnects so that the overhead conductor rail can be moved away. The boom arms generate the movement. They are designed in such a way that the overhead conductor rail does not move in its longitudinal axis, but can only move in the transverse axis. Thus, the entire hall of the depot can be utilized with this system.

The traversing of the overhead conductor rail 10 by the hinged arms, which are designed as boom arms, does not take place obliquely, but in a kind of parallel displacement in a straight line, in particular on a linear path, between the swung-out position 300 and the swung-in position 200. The disconnection point 100 is thus approached vertically by the movable overhead conductor rail - not at an angle as before. This results in a shorter coupling distance to the end position. This is also particularly clear from the detailed view of the disconnection point from Fig. 10. The overall length of the depot is also shorter.

Fig. 2 shows in detail the arrangement of a boom arm 1 of the boom system with the overhead conductor rail 10 fixed to it. Advantageously, a corresponding boom system should have at least two or more such boom arms 1, as well as preferably an electrical interface at the end of the overhead conductor rail to an adjacent overhead conductor rail or running rail.

In its design as a hinged arm, the boom arm 1 comprises at least two boom legs 2 and 3, which are connected to each other by a joint 5. A rear boom leg 2 has, on the opposite end of the joint, a fastening, mounted so as to be pivotable about an axis of rotation R1, on a holding apparatus 7 for fixing the arrangement according to the invention to a substrate.

In contrast, a front boom leg 3 has, on the opposite end of the joint 5, a fastening, mounted so as to be pivotable about an axis of rotation R3, on a holding apparatus for fixing the overhead rail 10 to boom arm 1.

The rear boom arm 2 comprises an elongated profile extending from the joint 5 and, perpendicularly thereto, a pivotably mounted cross connector 8. Furthermore, the boom arm has a drive 4, which is connected to the cross-connector 8 via a driver and thereby sets the io boom arm 1 into a rotational movement about the swivel axis R1. The connection can be made in such a way that the cross-connector is linearly displaceable relative to the driver.

The cross-connector 8 is U-shaped, with the connection to the profile of the rear boom leg 2 being made along the base cross-members of the cross-connector and the connection to the holding apparatus 7 being made by two legs 82, 89 projecting, preferably parallel, from the base cross-member 90. These legs 82, 89 each have an opening for the passage of an axle bolt 83, which pivotably connects the cross connector 8 to the holding apparatus 7.

The holding apparatus 7 comprises a console plate 71 for arrangement on a substrate, e.g. a wall or a support, such as a steel T-beam by means of fastening means such as screws 72. In the opposite direction, two anchor wings 81 each with an opening for the axle bolt 83 to pass through protrude from the console plate 71. The longitudinal axes of the axle bolts are coaxially aligned and define a first swivel or rotation axis R1 in the area of the holding apparatus 7.

The drive 4 may be mounted separately from the holding apparatus 7 to a substrate via a console 48 by fastening means 47. It is shown in detail in Fig. 4. The drive 4 has a motor 41 and a gear to improve the transmission to the driver 42. In the case of the variant of Fig. 4, this involves two worm gear units 43, 44 coupled to one another, whereby the worm gear units can each have a preferred transmission ratio of between 1:30 and 1:100.

For determining the state of the boom arm, i.e. whether a fully retracted, extended or partially retracted state is present, the drive 4 has at least one sensor 46 which detects the position and the number of revolutions of at least one rotatably mounted driver plate 45.

The same rotational or pivoting motion that drives the driver plates 45 is also used to drive a driver 42, which is connected to the motor shaft RM of the motor 41. The motor 41 drives the two worm gear units 43, 44. In the specific embodiment, the first has a transmission ratio of 1:40, the second 1:60. This results in a total transmission ratio of 1:2400. For example, the io motor can rotate at 1350 rpm and thus requires 26 seconds to enable swiveling by 900. The two driver plates 45 drive the sensors 46. This monitors at least the end positions of the boom arm. However, other variants of sensory detection are also conceivable. The driver 42 drives the boom arm 1.

The rear boom leg 2 is driven by the driver 46 of the motor 41. To ensure that it rotates optimally, it can be supported at the top and bottom. The upper bearing arrangement is preferably a floating bearing and the lower bearing a fixed bearing.

To absorb the radial forces, radial needle roller bearings can be installed, e.g. one at the top and one at the bottom. The fixed bearing may also contain an axial needle roller bearing to absorb the weight forces. Since a high bending moment occurs, the connecting parts must have very large dimensions. For this reason, the preferred variant includes a needle roller bearing, since these require only a small installation space.

Adjustment screws 86 are provided at the transition between one of the legs 89 and the base cross-member 90 of the cross-connector 8. In addition, a boom cable 84, preferably a metal cable, e.g. made of steel, extends from the crossbar 8 above the attachment of the profile of the boom leg 2 in the direction of the joint 5. This can be retightened with an adjusting device 85, in particular a turnbuckle.

The adjustment screws 86 and the boom cable 84 take up the deflection of the entire boom arm 1.

The profile of the rear boom leg 2 and preferably also of the front boom leg 3 has been selected as a square tube. This is advantageous because the boom is subjected to torsional stresses during the swiveling process.

A square profile can advantageously absorb these torsional stresses.

The two axle bolts 83 are arranged in a bearing arrangement preferably consisting of a bearing and a counter bearing 87 and 88, in particular needle roller bearings. Furthermore, Fig. 5 shows the fastening area of the tie rod 6 shown in Fig. 2. This tie rod 6 is also pivotably fixed to the console plate 71 and defines a further pivot axis R4. The pivot axis R4 of the tie rod 6 is spaced apart from the swivel axis R1 of the boom leg 2, preferably by more than 1 cm. The spacing causes a partial force io absorption from the boom arm onto the tie rod 6, resulting in a force distribution in the form of a parallelogram with sides along the longitudinal course of the tie rod 6 and the boom leg 2. This can be deduced from Fig. 7.

Furthermore, a device for forced grounding 9 can be seen in Fig. 5. This will be further explained in the context of Fig. 5 and Fig. 9. The forced grounding is intended to ensure that the overhead conductor rail 10 is grounded in the swung-out state. For this purpose, a lip made of copper may be mounted to ground the existing residual voltage of the contact wire 102 of the overhead conductor rail 10. In Fig. 9, this is arranged in a holding device 101 between two clamping legs in a manner known per se.

The device for forced grounding 9 is adjustable in height to accommodate tolerance errors of the system. The device does not have to be installed on each boom arm. One such device per segment with segment length Y (see Fig. 11) is quite sufficient. For safety reasons, however, two devices for forced grounding can advantageously be installed per arrangement according to the invention, so that in the event of a failure of one, a second still ensures the grounding.

In order for the forced grounding to function, it must be electrically connected to a non-displayed grounding cable, which establishes the grounding.

Fig. 6 shows the structure of the joint 5 in detail. Bolt receptacles 60 are arranged at the ends of the boom legs 2 and 3. In this case, the bolt receptacles are arranged on the boom legs 2 and 3 respectively by means of a flange connection 57. Axle bolts 59 are arranged in the bolt receptacles 60 perpendicular to the longitudinal direction of the boom legs 2 and 3. These are connected at the ends on both sides by fasteners, in this case screws 79, to a fixing plate 51, 52, which determines the distance between the axle bolts 57. The axle bolts are then each connected to a gearwheel 55 or 56 via additional fasteners 58. These mesh with one another when the boom legs 2 and 3 are swiveled at an angle, thereby enabling the movement of both boom legs 2 and 3 to be synchronized.

The axle bolts 59 are rotatably mounted in the bolt receptacles 60 and io each define an axis of rotation R21 and R22, which for simplicity are combined into one axis of rotation R2 in the further figures. Bearings 53 and counter bearings 54 in the form of needle roller bearings are provided for this purpose. Furthermore, the joint 5 or the boom leg 2 has a fixation for the boom cable 84 in the area of the joint 5. The fixing plates 51 and 52 each have a fixing for a tie rod 6. In the variant of Figs. 1-10, two tie rods were used, but one tie rod is also conceivable, even though the use of two tie rods, preferably running parallel, further optimizes the force distribution.

The joint 5 transmits the torque between the rear and front boom leg 2 and 3. Ideally, the two boom legs 2 and 3 should always move synchronously. To ensure these two functions, the torque is transmitted from the rear boom leg 2 to the gearwheel 56. This transmits the torque via the second gearwheel 55, which is attached to the front boom leg 3. This ensures that both boom legs 2, 3 move simultaneously and at the same speed. To ensure that the joint does not have too much play, four radial needle roller bearings and four axial needle roller bearings are installed, which are located, among others, at positions 53 and 54 in Fig. 6. These can be the same as those used to attach the boom leg 2 to the holding apparatus 7. To prevent the bolts 59 of the joint 5 from twisting relative to each other, one of the tie rods 6 has been connected to each of the fixing plates 51, 52 in Fig. 6.

The function of the tie rods 6 is explained again with reference to Fig. 7. The boom leg 2 at the rear has a defined position due to the drive 4. To ensure that the boom leg 3 at the front always moves synchronously with the boom leg 2 at the rear, the torque is transmitted in the joint 5, which advantageously also acts as an intermediate bearing. The only thing that is not yet defined is the joint 5 itself, because it can still twist. To hold the joint 5 in position, the two tie rods 6 have been positioned to form a parallelogram across the boom leg 3 at the rear.

Fig. 8 shows the front boom leg 3 in detail. It has an insulator 31 with a preferably ribbed contour. This is attached via a connection, preferably a flange connection 35, to a square profile of the boom leg 3 extending from the joint 5. A holder for the overhead conductor rail 10 is arranged at the end of the insulator 31. The holder comprises a supporting structure bracket 34 which allows the fixing plane to be deflected by 900. A fastening device, in particular a retaining plate, for the overhead io conductor rail 10 is arranged on the supporting structure bracket. A height adjustment device 33 allows a linear movement of the fastening device or holding device 32 relative to the supporting structure bracket 34. Finally, the boom leg 3 comprises a rubber buffer 36 as a stop against the rear boom leg 2 when the boom arm 1 is swung out. This is fixed to the square profile of the boom leg 3 by a clamp 37.

Finally, Fig. 10 shows an arrangement known per se for the disconnection point 100 and 100a of Figs. 1 and 11. The electrical contact forms the disconnection point 100, 100a between the fixed and movable conductor rail 10' and 10. It ensures that the two conductor rails are electrically and mechanically connected when the train wants to enter. The movable part comprises the so-called knife 11, which moves into the fixed part, the fork 12, and connects the two parts in such a way that up to 25kV voltage can be applied.

The arrangement according to the invention achieves a short sliding distance to the end position between knife and fork. This reduces mechanical wear. However, the invention is not limited to this form of disconnection point. Thus, via the parallel movement of the overhead conductor rail, the pivoting movement of the arrangement according to the invention with respect to the fixed-mounted conductor rail makes it possible to realize a pure plug-in connection instead of the sliding plug-in connection as shown in Fig. 10. This increases the degree of design freedom in the realization of a suitable disconnection point.

As can be seen in Figs. 2 and 3, the boom arm 1 consists of a total of several subassemblies as well as the overhead conductor rail 10. The subassemblies all perform one or more subfunctions, as described previously. In the following, the procedure of pivoting will be described again in summary.

The motor 41 generates a torque which is transmitted to the boom leg 3 at the rear via the worm gears 43, 44 and the driver 42. Sensors 46 are installed in the motor unit for position monitoring. The torque is transmitted via the boom leg 2 at the rear to the joint 5, which is designed as an intermediate bearing. This ensures that the two boom legs 2 and 3 move synchronously. The joint 5 is held in position by a tie rod 6 so that the joint 5 itself does not rotate. In addition to the square profile, the boom leg 3 at the front comprises an insulator 31, a io supporting structure bracket 34 and a height adjuster 33. In addition, this boom leg 3 holds the overhead conductor rail 10. The forced grounding 9 is advantageous to ensure that the overhead conductor rail is grounded when it is swung out.

The insulator may preferably be rated up to 25 kV voltage. The height adjustment device 33 has an adjustment range of preferably 20-150 mm to absorb manufacturing tolerances.

The boom arm according to the invention can advantageously be dimensioned in such a way that the torque in the fully swung-in state is at least 2 times and at most 8 times higher than in the fully swung-out state.

Furthermore, the boom arm according to the invention can advantageously be dimensioned in such a way that the tensile force in the fully swung-in state is at least 1.8 times and at most 6 times higher than in the fully swung-out state.

In addition to a wall, the substrate for fixing the boom arm can preferably be a mast, preferably a T-beam or, particularly preferably, an H-beam.

Although the mass of the new boom system is higher than the system of Fig. 11, the new movement makes the lever arm very small. This is a clear advantage of the new system because the substrate, e.g. the mast, is loaded in the weak axis in this position. Thus, it may be possible to plan for a smaller beam and additionally save costs.

Furthermore, the boom system according to the invention is easy to manufacture and assemble.

Fig. 12 shows a second embodiment of an apparatus according to the invention in the retracted state with a multi-part boom arm 1' and an holding apparatus 7'. The boom arm 1' is divided into two rear boom legs 2a', 2b' and two front boom legs 3a.', 3b', which are connected to each other by joints 5'. The boom arm is therefore formed by two articulated arms bending in opposite directions. In the transition to the extended state, the boom legs 2a', 2b' spread out at an angle to each other, starting from the holding apparatus 7' towards the joints 5'. A io corresponding spreading also takes place through the front boom legs 3a' and 3b', on which the holding device 32' for the overhead conductor rail is arranged at the end. The drive 4' is implemented here via a suspension of weights whose gravity-induced tensile force is diverted via a deflection pulley and which thus engages at an end position of the front boom legs 3a', 3b'. In this variant, too, linear guidance of the overhead conductor rail is made possible during extension and retraction.

Fig. 13 shows a third embodiment of an apparatus according to the invention. This also comprises a multi-part boom arm 1" with a first and a second boom leg 2" and 3". Analogous to Figs. 1-10, the embodiment of this variant is a single-arm articulated arm with a joint 5", which connects the boom legs 2" and 3". However, the drive here comprises a belt drive 4", whereby the belt transmits a mechanical force to the joint 5". The front boom leg 3" comprises the holding device 32 for holding the overhead conductor rail, the extension with the insulator and the holding device arranged thereon being angled, in particular at an angle of 900, to the remaining boom leg 3".

A fourth embodiment of the apparatus according to the invention is shown in Fig. 14. Here, two boom legs 2' and 3a' of a boom arm 1' are connected to each other via a joint 5' in a kind of one-piece scissor joint. The arm segment 3b"' with the insulator and the adjoining holding device 32"' for the overhead conductor rail are arranged at the joint 5"'. The holding apparatus 7' for the boom arm 1' is designed in two parts as a rail and a carriage. A drive is not shown, but a toothed gear, for example motor-driven, can be provided, which is arranged at the rear of the carriage and engages in a toothed rack of the rail.

Reference signs

1, 1'. 1", 1"' Boom arm 2, 2", 2"' Boom leg 2a', 2b' Boom leg 3, 3" Boom leg 3a', 3b' Boom leg 3a.' Boom leg 3b"' Boom leg 4, 4', 4", 4"' Drive 5, 5', 5", 5"' Joint 6 Tie rod 7, 7', 7", 7"' Holder or holding apparatus 7 Cross-connector 8 Device for forced grounding 9 Overhead conductor rail 10 Knife 11 Fork

2o 31 Insulator 32, 32', 32", 32'Fastening device or holding device 33 Height adjustment device 34 Supporting structure bracket 35 Flange connection 36 Rubber buffer 37 Clamp

41 Motor 42 Driver 43 Worm gear unit 44 Worm gear unit 45 Driver plate 46 Sensor 47 Fastener 48 Console

51 Fixing plate 52 Fixing plate 53 Bearing 54 Counter bearing

55 Gearwheel 56 Gearwheel 57 Flange connection 58 Fastener 59 Axle bolt 60 Bolt receptacle

71 Console plate 72 Screws 79 Screws 81 Anchor wing 82 Leg 83 Axle bolt 84 Boom cable 85 Adjusting device 86 Adjustment screws 87 Bearing arrangement 88 Bearing arrangement 89 Leg 90 Base cross-member

101 Holding device 102 Contact wire

100 Disconnection point 100a Disconnection point 200 Swung-in position 200a Swung-in position 300 Swung-out position 300a Swung-out position 400a Running rail 500a Depot

R1 Axis of rotation / Swivel axis R2 Axis of rotation (simplified illustration) R21 Axis of rotation R22 Axis of rotation R3 Axis of rotation R4 Axis of rotation RM Motor shaft

10' Fixed conductor rail 10a Overhead conductor rail

X Distance or length of boom arm Y Segment length Z Total length A Distance between two booms of a boom system D Overall depot length F Additional length

Claims

Claims

1 Apparatus for holding an overhead conductor rail (10) which is used to supply electrical energy to a rail vehicle, wherein the apparatus has a boom arm (1, 1', 1", 1') and a holding apparatus (7, 7', 7", 7"') for securing the boom arm (1, 1', 1", 1"') to a substrate; characterized in that the boom arm (1, 1', 1", 1"') has at least two boom legs (2, 2a', 2b', 2", 2"', 3, 3a', 3b', 3", 3a"', 3b'), wherein the overhead conductor rail (10) is held pivotably on a first of io the boom legs (3, 3a', 3b', 3", 3a"', 3b"') and wherein the holding apparatus (7, 7', 7", 7"') is held pivotably on a second of the boom legs (2, 2a', 2b', 2", 2"'); and wherein the two boom legs (2, 2a', 2b', 2", 2"', 3, 3a', 3b', 3", 3a"', 3b') are connected to one another via a joint (5, 5', 5", 5').
2 Apparatus according to claim 1, characterized in that the axle legs (2, 3) are connected to each other via a joint (5), wherein an anti rotation device for the joint (5), preferably in the form of a tie rod (6), is arranged in the longitudinal direction of the second boom leg (2), preferably parallel thereto.
3 Apparatus as claimed in one of the preceding claims, characterized in that the joint (5) comprises at least one pivot joint, preferably comprising two axle bolts (59) extending axially parallel to one another.
4 Apparatus as claimed in one of the preceding claims, characterized in that the axle bolts (59) are connected to a fixing device, preferably to one or more fixing plates (51, 52) for fixing the distance between the axle bolts (59).
5 Apparatus as claimed in one of the preceding claims, characterized in that the joint (5) comprises an interlocking of the boom legs (2, 3), preferably by means of two intermeshing gearwheels (55, 56), one of the gearwheels (55 or 56) in each case being connected to one of the boom legs (2 or 3).
6 Apparatus as claimed in one of the preceding claims, characterized in that the apparatus (1) comprises at least one apparatus for taking up the deflection of the boom arm (1), wherein the apparatus preferably has a boom cable (84) running in the longitudinal direction of the second boom leg (2) and/or one or more adjusting screws (86) provided at the end in the connecting region of the second boom leg (2) to the holding apparatus (7).
7 Apparatus as claimed in one of the preceding claims, characterized in that the first boom leg (3) comprises an insulator (31), in particular an insulator made of a non-conductor solid.
8 Apparatus as claimed in one of the preceding claims, characterized in that the apparatus comprises a device (9) for forced grounding of the boom arm (1) in the extended state (300), in which the angle between the two boom legs (2, 3) is minimal.
9 Arrangement comprising at least one boom system having at least two apparatuses according to one of the preceding claims and an overhead conductor rail (10) for supplying energy to a rail vehicle, which is pivotably supported by the boom arms (1, 1', 1", 1"').
10 Arrangement as claimed in claim 10, characterized in that the overhead conductor rail (10) comprises at least one coupling element of a disconnection point (100), wherein the coupling element can be plugged into a complementary coupling element perpendicular to the longitudinal course of the overhead conductor rail (10).

5

100

Fig. 1

200

300

100

R2 1

5 4 6

&

7 2 3

8

9 10

R1

R3 Fig. 2

R21,R22 Fig. 3

2

Fig. 4

47 R11 4

42

86 48 85 84

72 8

6 71

6 7

R4 82 2 87

81

9

R1

Fig. 5

R21 R22 84 2 79 54 5 52 79 53 3

O

68

6 57 60 56 59 51 59 79 55 60

Fig. 6

R2 5

6 10

3 2

61

R3 R1

Fig. 7

Fig. 8

Fig. 9

Fig. 10

12

10'

400a

100a 500a

F 1a 200a

10a

y Stand der Technik

10a

Fig. 11

1a D Z

A

300a

y

100a

X

F

400a

7' 2'b

5'

1'

3'b &

2'a 4' 5' 32'

3'a

Fig. 12

4"

7' 1""

2"

5"

3'

32"

Fig. 13

7"

1"

3a"

5" 2"

3b" 32"

Fig. 14