CA2269320A1 - Device for reducing contact force variations between a current collector and a catenary - Google Patents
Device for reducing contact force variations between a current collector and a catenary Download PDFInfo
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- CA2269320A1 CA2269320A1 CA002269320A CA2269320A CA2269320A1 CA 2269320 A1 CA2269320 A1 CA 2269320A1 CA 002269320 A CA002269320 A CA 002269320A CA 2269320 A CA2269320 A CA 2269320A CA 2269320 A1 CA2269320 A1 CA 2269320A1
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- actuator
- force
- contact force
- contact
- catenary
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
Abstract
The invention relates to a device for reducing low and high frequency contact force variations between a current collector of an electric traction vehicle having a bow and a catenary by regulating the contact force. In the area of the bow (10), an actuator (13) affected by a self-adjusting regulator is placed enabling direct or indirect transmission to the contact strip (11) of an actuating force dependent on the course of operation occurring in addition to a predetermined static pressure force and acting in opposite direction of the contact force variations.
Description
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AMENDED PAGES
Device to reduce contact force fluctuations between a current collector and a catenary Description This invention relates to a device as described in the introduction to Claim 1.
A similar device of the prior art (US-A-4113074) has a pantograph current collector with a bow located on the upper free end, which bow is in electrical contact with a catenary by means of a contact strip. To measure low-frequency and high-frequency contact force fluctuations, the bow has a first associated actuator element which is connected with the contact strip by means of a piezoelectric contact force sensor. The contact force sensor, as a function of the instantaneously measured contact force, thereby generates a control signal, from which the low-frequency contact force fluctuations are filtered out, by means of which an additional hydraulic actuator is controlled which controls the pantograph frame of the current collector. The higher-frequency portions of the contact force fluctuations, on the other hand, are converted into control signals which are transmitted to the first actuator element that is associated with the bow.
In another similar device of the prior art with a current collector (EP-A1-0276 748), to keep the required contact force between the catenary and the contact strip constant, a control device - preferably a computer-assisted control device -is used, which is used to influence the spring shock absorbers and the mass characteristic of the vibrational system downstream of the hoisting apparatus for a current collector, as well as the hoisting apparatus itself.
r In an additional device of the prior art (DE 3033449 C2), the current collector is realized in the form of a two-stage pantograph current collector with an upper pantograph that is in contact by means of a current collector bow on a catenary, and with a main pantograph that supports the upper pantograph. An actuator motor that corresponds to the upper pantograph is fed signals by a controller to keep the contact force constant. A second actuator motor is associated with the main pantograph and is supplied by means of a second controller with actuation signals to maintain an actuator travel of the first actuator device that is, on average, constant over time. The purpose of this device is to maintain a constant contact force in the event of significant changes in the height of the catenary, even at very high speeds of travel. This two-stage pantograph current collector of the prior art, however, is relatively complex and expensive compared to conventional current collectors, which have only one pantograph.
One of the factors that limits the maximum speed of high-speed, high-performance electrical railway vehicles is the fact that the amplitude of the fluctuations that excite the current collector increases as the speed of the train increases.
Therefore, at or above a determined limit speed, on one hand it is no longer possible to guarantee continuous contact between the current collector and the catenary, and on the other hand the contact force can exceed the allowable contact force between the current collector and the catenary, which results in a significant increase in wear of the sliding parts of the current collector.
This limit speed is primarily a function of the relationship between the rigidity of the parts of system that consists of the current collector and the catenary, and of the external forces that are exerted on this system (the forces of gravity caused by the moving vehicle body, aerodynamic forces, excitation of the catenary by multiple traction etc. ).
In the prior art, attempts have been made to increase the limit speed by increasing the rigidity of the catenary, e.g. by reducing the distance between the masts or by increasing the cross section of the line (Becker, K., Resch U., Zweig B.-W.:
"Optimierung von Hochgeschwindigkeitsoberleitungen" ["Optimization of High-Speed Catenaries,"] in Elektr. Bahnen, 93 (1994), Vol. 9, pp. 243-248). Such a measure, however, requires a great deal of construction effort and expense, because the required measures must be applied over entire segments of the line.
Another approach is the increased use of light-alloy construction on the current collector (Daimler-Benz Industrie AEG: Brochure on the DSA 350 SEK Current Collector; 1995). In this case, narrow limits are placed on the potential use of such current collectors for reasons of costs.
The variations in the contact force are caused by, among other things, changes in the aerodynamic loads applied to the current collector. To reduce such variations in the contact force, the prior art also discloses a double-pantograph model current collector, the bow of which is supported so that it can move vertically, and is provided with deployable wing elements which, in the event of a fluctuation from the specified value of the contact force between the pantograph contact strip and the catenary, provide the necessary lift or negative lift (DE-05 23 63 683).
The prior art also includes a current collector that consists of a connecting rod, upper and lower arms, and a "mini current collector" placed on the upper arm which can be adjusted by means of an actuator cylinder located between the upper arm and the mini current collector. The purpose of the mini current collector is to follow the movements of the catenary with as little inertia as possible, making it possible for the collector to be pressed against the catenary with a constant application pressure, even at high speeds. A sensor measures the application force between the mini current collector and the catenary. The actual value of the application force is compared to a specified value to form a control deviation, which is applied to an I-controller (integral action controller), which emits actuation signals to the actuator cylinder (DE-05 21 65 813). The current collector is constructed in two stages like the current collector described above, and is relatively complicated and expensive compared to current collectors that have only one pantograph.
Initial attempts to actively influence the contact force between a current collector with one pantograph and the catenary consist of the regulated actuation of the pneumatic bellows to raise and lower the current collector, even while the train is in motion (Schrenk, T.: Thesis - Fachhochschule Offenburg, Tasches, G.: Thesis -Fachhochschule Offenburg). The frequencies that can be achieved in this manner are a maximum of 1 Hz, which makes it impossible to compensate for contact force fluctations that occur at the maximum speed of 400 km/h or more, or in the event of multiple traction, even at lower speeds.
To control the contact force between the current collector and the catenary, the prior art also discloses that a fiber-optic sensor can be provided underneath the contact strip that acts as a trigger when the contact force falls below a specified value, and controls a hoisting device that increases the contact force (DE 38 177 A).
In tests on a single-arm pantograph current collector, it has been determined that the oscillations induced in the current collector by the fluctuations in contact force essentially influence the bow of the current collector, while only a negligible effect can be measured on the upper and lower arms of the pantograph (Brand W., Thesis, Technical University of Munich, 1995).
The object of the invention is to create a device to reduce fluctuations in contact force between a current collector and catenary, by means of which it becomes possible to simplify the control of the contact force on the bow of the current collector.
The invention teaches that this object can be accomplished by the features disclosed in the characterizing portion of Claim 1.
As a result of the configuration of the actuator element in the form of a laminated piezo-electric actuator which is under a mechanical bias that is a function of the contact force, and on which the signals for the determination of the contact force are also derived, the actuator is used not only to maintain a specified contact force, while achieving optimal utilization of its working range, but it simultaneously performs the sensor function. This actuator element, which is influenced by the controller, which for its part is controlled by the sensor function of this actuator element, is adapted to the quantitative level of its actuator characteristics andlor to the load conditions. The actuator element is connected by means of the controller with the sensor in an open or closed control circuit.
The external variable to be controlled is the contact force, which in this case is the variation over time of the application force between the pantograph contact strip and catenary or the acceleration of the pantograph contact strip caused by oscillations or vibrations.
In one preferred embodiment, the actuator element is fastened on or in a support that is mounted seismically. The principle of a seismic mounting is that the actuator, in passive operation, can follow the oscillation path of the pantograph contact strip on account of its self-adjusting mounting. Because the resonance frequency of the self-adjusting mounting of the actuator element is at least two.
octaves lower than the lower limiting frequency of the contact force to be controlled, in active operation the actuator can apply a relative actuation distance and thus a force to the pantograph contact strip, because the seismic mounting is briefly blocked. With this mounting, therefore, the pantograph contact strip can be moved the length of the spring travel, without adversely affecting the generation of the application forces by the actuator element.
Because the contact force is proportional to the acceleration, the acceleration of the pantograph contact strip can also be used as a control signal, whereby by means of a tracking filter only the fundamental wave and the first and second harmonic waves are allowed through, and the signal obtained from them is routed through a PID-controller or a P-controller via a high-threshold amplifier to a piezo actuator. To measure the acceleration, either an acceleration sensor can be applied to the pantograph contact strip or the piezo-electric actuator itself can be used as a sensor, on account of its sensing characteristics.
In the control circuit, upstream of the actuator element, a tracking filter can be installed, the frequency of which is continuously adjusted to a value that corresponds to the speed of the train divided by the distance between masts or suspension elements. The purpose of the filter is to allow through only the above mentioned frequency as well as its first and second harmonic, if any, and to filter out all other frequencies. A conducting-state andlor blocking-state characteristic may also be provided, but such characteristics are not necessary. This tracking filter prevents natural frequencies of the bow from being energized by the actuator, and becoming self excited. The tracking filter also prevents the actuator itself from tending toward instability. Because the distances between masts and suspension elements are generally constant, it is sufficient to measure the speed of the train;
otherwise the distances between masts and suspension elements must be measured by means of a suitable system of sensors.
The essential advantages of the invention are that fluctuations in the contact force between the current collector and the catenary can be minimized in a controlled manner, i.e. quasi-independently of the speed of a train. The following advantages are thereby possible:
1. Trains can travel above a speed of 350 kmlh, and the allowable contact force between the current collector and the catenary can be maintained above a AMENDED PAGES
to apply a bias to the actuator 13. On piezo-electric actuators, the latter feature has the advantage that it can make more efficient utilization of its working range.
The actuator 13 is located in an adaptive control circuit that contains a controller 18. The actual values of the controlled variable are the fluctuations of the contact force that occur proportional to the bow acceleration, which are fed to a tracking filter 28 that conducts only the above mentioned characteristic frequencies for the current collector, namely the fundamental wave and the first and second upper harmonics. The filtered signals are then forwarded to a summation point 19, at which the control deviation is formed from the actual values and a setpoint, and are transmitted to the controller 18, downstream of which is an element 20 with which the output signals of the controller can be adaptively varied by a signal output by a preset control 21, before they are applied to the actuator 13. The preset control is acted upon by the actual values, the setpoints and the actuator signal at the output of the element 20, and adapts the controller characteristics to the different controlled system characteristics that exist at different vehicle speeds.
The setpoint relates to an average specified contact force.
The determination of the static application force is not always necessary. The change in the application force is measured over time, whereby the measurement of the acceleration is taken at the current collector bow. The acceleration is thus a variable that is amplified with the reference to the mass and is transmitted to the actuator so that the actuator counteracts the direction of the variation of the force.
The type of actuator must be taken into consideration in the design of the control circuit. Piezo-electric actuator: single P-controller, pneumatic and hydraulic actuator: P-controller or PID-controller combined with state controller.
!Translator's Note: The punctuation in the preceding sentence is still very odd in the original text, and has been left as is.J
If the actuator is not to be operated at the operating voltage that is conventional for the railway vehicle, the voltage is fed to the actuator 13 by means of cable isolated from high voltage, which cable can be threaded through the bars of the upper and lower arms 35 of the current collector. These cables isolated from high voltage make it possible to prevent the electrical field that is generated by the necessary operating voltage of the railway vehicle from influencing the operating voltage of the actuator 13. The actuator 13 is also isolated from the high voltage of the catenary by constructive measures.
AMENDED PAGES
The actuator 13 is fastened by means of a mounting 22 to the current collector or to the bow 10 so that a controlled application force which is a function of the operating gradient is applied to the pantograph contact strip, in addition to the static application force, either directly via the actuator 13 or indirectly via a lever mechanism. To realize the self-adjusting travel of the pantograph contact strip, and thereby simultaneously be able to apply the variable application forces, the actuator is mounted seismically. The seismic mounting is achieved by springs 23, 24 that are connected with the support 14 and a housing 25 which is realized in a cup shape and has a rigid connecting piece 26 which forms the connection to the top tube 27 of the current collector. The support 14 moves only a short distance on account of the seismic mounting when the upper arm 5 follows the vibrations that are generated by the vehicle, e.g. as it travels over switches.
The contact force between the pantograph contact strip and the catenary is measured to regulate the application force. This measurement can be made by the piezo-electric actuator 13 itself.
It has been determined on the basis of a frequency analysis of the contact force signal that the maximum interference amplitude occurs when a vibration is induced, the frequency of which is the train speed divided by the distance between the masts or suspenders of the catenary. To guarantee that the natural vibration response of the bow will not become unstable as a result of the application of additional energy, a tracking filter is incorporated into the control circuit.
This tracking filter is adjusted to the speed of travel in quasi-real time, because the change in the speed of travel of the train is slow compared to the speed of modern computer processors. At the same time, the adjustment of the necessary control force can be made by means of the amplitude of the tracking filter.
The invention is advantageously used in single-arm and double-arm pantograph current collectors, in particular in the range of high speeds and multiple traction.
The invention also reduces the wear of the pantograph contact strip of the current collector and of the catenary.
AMENDED PAGES
Device to reduce contact force fluctuations between a current collector and a catenary Description This invention relates to a device as described in the introduction to Claim 1.
A similar device of the prior art (US-A-4113074) has a pantograph current collector with a bow located on the upper free end, which bow is in electrical contact with a catenary by means of a contact strip. To measure low-frequency and high-frequency contact force fluctuations, the bow has a first associated actuator element which is connected with the contact strip by means of a piezoelectric contact force sensor. The contact force sensor, as a function of the instantaneously measured contact force, thereby generates a control signal, from which the low-frequency contact force fluctuations are filtered out, by means of which an additional hydraulic actuator is controlled which controls the pantograph frame of the current collector. The higher-frequency portions of the contact force fluctuations, on the other hand, are converted into control signals which are transmitted to the first actuator element that is associated with the bow.
In another similar device of the prior art with a current collector (EP-A1-0276 748), to keep the required contact force between the catenary and the contact strip constant, a control device - preferably a computer-assisted control device -is used, which is used to influence the spring shock absorbers and the mass characteristic of the vibrational system downstream of the hoisting apparatus for a current collector, as well as the hoisting apparatus itself.
r In an additional device of the prior art (DE 3033449 C2), the current collector is realized in the form of a two-stage pantograph current collector with an upper pantograph that is in contact by means of a current collector bow on a catenary, and with a main pantograph that supports the upper pantograph. An actuator motor that corresponds to the upper pantograph is fed signals by a controller to keep the contact force constant. A second actuator motor is associated with the main pantograph and is supplied by means of a second controller with actuation signals to maintain an actuator travel of the first actuator device that is, on average, constant over time. The purpose of this device is to maintain a constant contact force in the event of significant changes in the height of the catenary, even at very high speeds of travel. This two-stage pantograph current collector of the prior art, however, is relatively complex and expensive compared to conventional current collectors, which have only one pantograph.
One of the factors that limits the maximum speed of high-speed, high-performance electrical railway vehicles is the fact that the amplitude of the fluctuations that excite the current collector increases as the speed of the train increases.
Therefore, at or above a determined limit speed, on one hand it is no longer possible to guarantee continuous contact between the current collector and the catenary, and on the other hand the contact force can exceed the allowable contact force between the current collector and the catenary, which results in a significant increase in wear of the sliding parts of the current collector.
This limit speed is primarily a function of the relationship between the rigidity of the parts of system that consists of the current collector and the catenary, and of the external forces that are exerted on this system (the forces of gravity caused by the moving vehicle body, aerodynamic forces, excitation of the catenary by multiple traction etc. ).
In the prior art, attempts have been made to increase the limit speed by increasing the rigidity of the catenary, e.g. by reducing the distance between the masts or by increasing the cross section of the line (Becker, K., Resch U., Zweig B.-W.:
"Optimierung von Hochgeschwindigkeitsoberleitungen" ["Optimization of High-Speed Catenaries,"] in Elektr. Bahnen, 93 (1994), Vol. 9, pp. 243-248). Such a measure, however, requires a great deal of construction effort and expense, because the required measures must be applied over entire segments of the line.
Another approach is the increased use of light-alloy construction on the current collector (Daimler-Benz Industrie AEG: Brochure on the DSA 350 SEK Current Collector; 1995). In this case, narrow limits are placed on the potential use of such current collectors for reasons of costs.
The variations in the contact force are caused by, among other things, changes in the aerodynamic loads applied to the current collector. To reduce such variations in the contact force, the prior art also discloses a double-pantograph model current collector, the bow of which is supported so that it can move vertically, and is provided with deployable wing elements which, in the event of a fluctuation from the specified value of the contact force between the pantograph contact strip and the catenary, provide the necessary lift or negative lift (DE-05 23 63 683).
The prior art also includes a current collector that consists of a connecting rod, upper and lower arms, and a "mini current collector" placed on the upper arm which can be adjusted by means of an actuator cylinder located between the upper arm and the mini current collector. The purpose of the mini current collector is to follow the movements of the catenary with as little inertia as possible, making it possible for the collector to be pressed against the catenary with a constant application pressure, even at high speeds. A sensor measures the application force between the mini current collector and the catenary. The actual value of the application force is compared to a specified value to form a control deviation, which is applied to an I-controller (integral action controller), which emits actuation signals to the actuator cylinder (DE-05 21 65 813). The current collector is constructed in two stages like the current collector described above, and is relatively complicated and expensive compared to current collectors that have only one pantograph.
Initial attempts to actively influence the contact force between a current collector with one pantograph and the catenary consist of the regulated actuation of the pneumatic bellows to raise and lower the current collector, even while the train is in motion (Schrenk, T.: Thesis - Fachhochschule Offenburg, Tasches, G.: Thesis -Fachhochschule Offenburg). The frequencies that can be achieved in this manner are a maximum of 1 Hz, which makes it impossible to compensate for contact force fluctations that occur at the maximum speed of 400 km/h or more, or in the event of multiple traction, even at lower speeds.
To control the contact force between the current collector and the catenary, the prior art also discloses that a fiber-optic sensor can be provided underneath the contact strip that acts as a trigger when the contact force falls below a specified value, and controls a hoisting device that increases the contact force (DE 38 177 A).
In tests on a single-arm pantograph current collector, it has been determined that the oscillations induced in the current collector by the fluctuations in contact force essentially influence the bow of the current collector, while only a negligible effect can be measured on the upper and lower arms of the pantograph (Brand W., Thesis, Technical University of Munich, 1995).
The object of the invention is to create a device to reduce fluctuations in contact force between a current collector and catenary, by means of which it becomes possible to simplify the control of the contact force on the bow of the current collector.
The invention teaches that this object can be accomplished by the features disclosed in the characterizing portion of Claim 1.
As a result of the configuration of the actuator element in the form of a laminated piezo-electric actuator which is under a mechanical bias that is a function of the contact force, and on which the signals for the determination of the contact force are also derived, the actuator is used not only to maintain a specified contact force, while achieving optimal utilization of its working range, but it simultaneously performs the sensor function. This actuator element, which is influenced by the controller, which for its part is controlled by the sensor function of this actuator element, is adapted to the quantitative level of its actuator characteristics andlor to the load conditions. The actuator element is connected by means of the controller with the sensor in an open or closed control circuit.
The external variable to be controlled is the contact force, which in this case is the variation over time of the application force between the pantograph contact strip and catenary or the acceleration of the pantograph contact strip caused by oscillations or vibrations.
In one preferred embodiment, the actuator element is fastened on or in a support that is mounted seismically. The principle of a seismic mounting is that the actuator, in passive operation, can follow the oscillation path of the pantograph contact strip on account of its self-adjusting mounting. Because the resonance frequency of the self-adjusting mounting of the actuator element is at least two.
octaves lower than the lower limiting frequency of the contact force to be controlled, in active operation the actuator can apply a relative actuation distance and thus a force to the pantograph contact strip, because the seismic mounting is briefly blocked. With this mounting, therefore, the pantograph contact strip can be moved the length of the spring travel, without adversely affecting the generation of the application forces by the actuator element.
Because the contact force is proportional to the acceleration, the acceleration of the pantograph contact strip can also be used as a control signal, whereby by means of a tracking filter only the fundamental wave and the first and second harmonic waves are allowed through, and the signal obtained from them is routed through a PID-controller or a P-controller via a high-threshold amplifier to a piezo actuator. To measure the acceleration, either an acceleration sensor can be applied to the pantograph contact strip or the piezo-electric actuator itself can be used as a sensor, on account of its sensing characteristics.
In the control circuit, upstream of the actuator element, a tracking filter can be installed, the frequency of which is continuously adjusted to a value that corresponds to the speed of the train divided by the distance between masts or suspension elements. The purpose of the filter is to allow through only the above mentioned frequency as well as its first and second harmonic, if any, and to filter out all other frequencies. A conducting-state andlor blocking-state characteristic may also be provided, but such characteristics are not necessary. This tracking filter prevents natural frequencies of the bow from being energized by the actuator, and becoming self excited. The tracking filter also prevents the actuator itself from tending toward instability. Because the distances between masts and suspension elements are generally constant, it is sufficient to measure the speed of the train;
otherwise the distances between masts and suspension elements must be measured by means of a suitable system of sensors.
The essential advantages of the invention are that fluctuations in the contact force between the current collector and the catenary can be minimized in a controlled manner, i.e. quasi-independently of the speed of a train. The following advantages are thereby possible:
1. Trains can travel above a speed of 350 kmlh, and the allowable contact force between the current collector and the catenary can be maintained above a AMENDED PAGES
to apply a bias to the actuator 13. On piezo-electric actuators, the latter feature has the advantage that it can make more efficient utilization of its working range.
The actuator 13 is located in an adaptive control circuit that contains a controller 18. The actual values of the controlled variable are the fluctuations of the contact force that occur proportional to the bow acceleration, which are fed to a tracking filter 28 that conducts only the above mentioned characteristic frequencies for the current collector, namely the fundamental wave and the first and second upper harmonics. The filtered signals are then forwarded to a summation point 19, at which the control deviation is formed from the actual values and a setpoint, and are transmitted to the controller 18, downstream of which is an element 20 with which the output signals of the controller can be adaptively varied by a signal output by a preset control 21, before they are applied to the actuator 13. The preset control is acted upon by the actual values, the setpoints and the actuator signal at the output of the element 20, and adapts the controller characteristics to the different controlled system characteristics that exist at different vehicle speeds.
The setpoint relates to an average specified contact force.
The determination of the static application force is not always necessary. The change in the application force is measured over time, whereby the measurement of the acceleration is taken at the current collector bow. The acceleration is thus a variable that is amplified with the reference to the mass and is transmitted to the actuator so that the actuator counteracts the direction of the variation of the force.
The type of actuator must be taken into consideration in the design of the control circuit. Piezo-electric actuator: single P-controller, pneumatic and hydraulic actuator: P-controller or PID-controller combined with state controller.
!Translator's Note: The punctuation in the preceding sentence is still very odd in the original text, and has been left as is.J
If the actuator is not to be operated at the operating voltage that is conventional for the railway vehicle, the voltage is fed to the actuator 13 by means of cable isolated from high voltage, which cable can be threaded through the bars of the upper and lower arms 35 of the current collector. These cables isolated from high voltage make it possible to prevent the electrical field that is generated by the necessary operating voltage of the railway vehicle from influencing the operating voltage of the actuator 13. The actuator 13 is also isolated from the high voltage of the catenary by constructive measures.
AMENDED PAGES
The actuator 13 is fastened by means of a mounting 22 to the current collector or to the bow 10 so that a controlled application force which is a function of the operating gradient is applied to the pantograph contact strip, in addition to the static application force, either directly via the actuator 13 or indirectly via a lever mechanism. To realize the self-adjusting travel of the pantograph contact strip, and thereby simultaneously be able to apply the variable application forces, the actuator is mounted seismically. The seismic mounting is achieved by springs 23, 24 that are connected with the support 14 and a housing 25 which is realized in a cup shape and has a rigid connecting piece 26 which forms the connection to the top tube 27 of the current collector. The support 14 moves only a short distance on account of the seismic mounting when the upper arm 5 follows the vibrations that are generated by the vehicle, e.g. as it travels over switches.
The contact force between the pantograph contact strip and the catenary is measured to regulate the application force. This measurement can be made by the piezo-electric actuator 13 itself.
It has been determined on the basis of a frequency analysis of the contact force signal that the maximum interference amplitude occurs when a vibration is induced, the frequency of which is the train speed divided by the distance between the masts or suspenders of the catenary. To guarantee that the natural vibration response of the bow will not become unstable as a result of the application of additional energy, a tracking filter is incorporated into the control circuit.
This tracking filter is adjusted to the speed of travel in quasi-real time, because the change in the speed of travel of the train is slow compared to the speed of modern computer processors. At the same time, the adjustment of the necessary control force can be made by means of the amplitude of the tracking filter.
The invention is advantageously used in single-arm and double-arm pantograph current collectors, in particular in the range of high speeds and multiple traction.
The invention also reduces the wear of the pantograph contact strip of the current collector and of the catenary.
Claims (4)
1. Device to reduce low-frequency and high-frequency contact force fluctuations between a current collector (2) supporting a bow (10 and a contact strip (11) of an electric traction vehicle and a catenary (12) by regulation of the contact force by means of an actuator element actuator element (13) which is located between the bow (10) and the contact strip (11) and is influenced by an adaptive controller (18), and with which an actuator force in addition to the predetermined static application force is transmitted directly or indirectly to the pantograph contact strip (11) of the current collector (2), whereby the additional actuator force is a function of the operating gradient and is controlled by a sensor that measures the contact force and is in the opposite direction to the contact force fluctuations, characterized by the fact that the actuator element (13) is a laminated piezo electric actuator, which is under a mechanical bias, and from which signals are derived directly for the determination of the contact force between the contact strip (11) and the catenary (12).
2. Device as claimed in Claim 1, characterized by the fact that the signals for the determination of the contact force are fed to a tracking filter which is provided in the control circuit of the actuator element (13), that the frequency of the tracking filter is continuously adjusted to a value that equals the speed of the traction vehicle divided by the distance between neighboring masts or suspension elements of the catenary (12), that the tracking filter conducts only the currently determined frequency and its first and second harmonics, and that the control force of the actuator element (13) is adjusted by means of the amplitude of the tracking filter.
3. Device as claimed in Claims 1 or 2, characterized by the fact that the actuator element (13) is fastened to or in a support (14), and that the natural frequency of the mounting of the actuator element (13) is at least two octaves lower than the lower limit of the frequency for the regulation of the contact force.
4. Device as claimed in one or more of the Claims 1, 2 or 3, characterized by the fact that the contact strip (11) is coupled by means of a lever arm (15) and a spring (16) to the actuator element (13), that on one end, the lever arm (15) supports the contact strip (11), that on the end of the lever arm (15) farther from the contact strip (15) a spring is engaged which is connected with its other end to the actuator element (13), and that the spring (16) presses the contact strip (11) toward the catenary (12) and applies a bias to the actuator element (13).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19643284.7 | 1996-10-21 | ||
| DE19643284A DE19643284C2 (en) | 1996-10-21 | 1996-10-21 | Device for reducing the fluctuations in contact force between a pantograph and a contact line |
| PCT/EP1997/005613 WO1998017495A1 (en) | 1996-10-21 | 1997-10-10 | Device for reducing contact force variations between a current collector and a catenary |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2269320A1 true CA2269320A1 (en) | 1998-04-30 |
Family
ID=7809264
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002269320A Abandoned CA2269320A1 (en) | 1996-10-21 | 1997-10-10 | Device for reducing contact force variations between a current collector and a catenary |
Country Status (8)
| Country | Link |
|---|---|
| EP (1) | EP0932518B1 (en) |
| JP (1) | JP2000513919A (en) |
| KR (1) | KR20000052664A (en) |
| CN (1) | CN1233218A (en) |
| AT (1) | ATE204813T1 (en) |
| CA (1) | CA2269320A1 (en) |
| DE (2) | DE19643284C2 (en) |
| WO (1) | WO1998017495A1 (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10246214A1 (en) * | 2002-10-04 | 2004-04-22 | Stemmann-Technik Gmbh | Overhead current pick up for an electrically driven vehicle, has slider with piezoelectric fiber and control senor in an integrated regulation circuit |
| JP4851968B2 (en) * | 2007-03-09 | 2012-01-11 | 公益財団法人鉄道総合技術研究所 | pantograph |
| EP2457764A1 (en) | 2010-11-24 | 2012-05-30 | Richard AG, Murgenthal | Current collector for a rail vehicle |
| DE102011083894A1 (en) * | 2011-09-30 | 2013-04-04 | Siemens Aktiengesellschaft | Current collector i.e. trolley boom, for track-bound trolley bus, has contact shoe provided with wear reserve part, and support comprising advancing mechanism for implementing advancing movement of contact shoe |
| DE102013007622B4 (en) * | 2013-04-30 | 2024-02-22 | Libroduct Gmbh & Co. Kg | Method and device for controlling a force acting on a grinding shoe of a trolleybus |
| DE102014212697A1 (en) * | 2014-07-01 | 2016-01-07 | Siemens Aktiengesellschaft | Method of controlling a pantograph configuration of a train |
| DE102015122221A1 (en) * | 2015-12-18 | 2017-06-22 | Bombardier Transportation Gmbh | Method for operating a rail vehicle |
| DE102016207311B4 (en) * | 2016-04-28 | 2022-12-01 | Schunk Bahn- Und Industrietechnik Gmbh | Control system and method for controlling a pressing force of a contact strip |
| CN107336608A (en) * | 2016-12-28 | 2017-11-10 | 浙江中车电车有限公司 | A kind of pure electric bus pantagraph current collector and electric car |
| DE102017214115A1 (en) * | 2017-08-11 | 2019-02-14 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Device for controlling a contact force of a current collector with a relay valve |
| DE102017214418B4 (en) * | 2017-08-18 | 2019-03-28 | Siemens Mobility GmbH | A method of detecting a mechanical contact between a catenary and a pantograph of a vehicle |
| CN112009254B (en) * | 2020-09-11 | 2021-08-13 | 北京中建空列集团有限公司 | Current collector with pressure supplement function |
Family Cites Families (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2522876A1 (en) * | 1975-05-23 | 1976-12-09 | Stemmann Ohg A | METHOD FOR CONTROLLING THE CONTACT WIRE PRESSING FORCE OF CURRENT COLLECTORS OF HIGH-SPEED ELECTRIC LOCATION VEHICLES |
| DE3033449C3 (en) * | 1980-09-05 | 1990-01-04 | Messerschmitt Boelkow Blohm | TWO-STAGE SCISSORS |
| JPS6143701U (en) * | 1984-08-24 | 1986-03-22 | 東洋電機製造株式会社 | Spring structure of current collector |
| JPS62117333U (en) * | 1986-01-16 | 1987-07-25 | ||
| AT388534B (en) * | 1987-01-27 | 1989-07-25 | Siemens Ag Oesterreich | CURRENT COLLECTOR WITH CONTROL DEVICE FOR CONTINUOUSLY CONTAINING THE INTERMEDIATE GRINDING STRIP AND CONTACT FORCE |
| AT388341B (en) * | 1987-09-17 | 1989-06-12 | Siemens Ag Oesterreich | CONTACT FORCE CONTROL DEVICE FOR CURRENT COLLECTORS |
| JPH03218274A (en) * | 1990-01-24 | 1991-09-25 | Mitsubishi Kasei Corp | Cylindrical piezoelectric actuator |
| FR2657310B1 (en) * | 1990-01-24 | 1992-09-18 | Faiveley Transport | PANTOGRAPH WITH SUSPENDED HEAD SUSPENSION. |
| JPH05316757A (en) * | 1991-03-20 | 1993-11-26 | Nec Corp | Moving mechanism |
| JPH05344765A (en) * | 1992-06-11 | 1993-12-24 | Olympus Optical Co Ltd | Piezoelectric motor and driving method therefor |
| DE4334716C2 (en) * | 1993-10-12 | 1996-05-02 | Abb Patent Gmbh | Method and device for regulating the contact force between pantograph and contact wire |
| JPH07194151A (en) * | 1993-12-28 | 1995-07-28 | Seiko Instr Inc | Ultrasonic motor and electronic device equipped therewith |
| JPH0884401A (en) * | 1994-09-12 | 1996-03-26 | Mitsubishi Materials Corp | Device for stabilizing contact force of pantograph |
| DE19540914C2 (en) * | 1995-11-03 | 2000-11-16 | Deutsch Zentr Luft & Raumfahrt | Pantographs for the transmission of energy between a contact wire and a railcar |
-
1996
- 1996-10-21 DE DE19643284A patent/DE19643284C2/en not_active Expired - Fee Related
-
1997
- 1997-10-10 WO PCT/EP1997/005613 patent/WO1998017495A1/en not_active Application Discontinuation
- 1997-10-10 DE DE59704473T patent/DE59704473D1/en not_active Expired - Fee Related
- 1997-10-10 EP EP97945815A patent/EP0932518B1/en not_active Expired - Lifetime
- 1997-10-10 JP JP10518905A patent/JP2000513919A/en active Pending
- 1997-10-10 KR KR1019990703445A patent/KR20000052664A/en not_active Application Discontinuation
- 1997-10-10 CA CA002269320A patent/CA2269320A1/en not_active Abandoned
- 1997-10-10 AT AT97945815T patent/ATE204813T1/en not_active IP Right Cessation
- 1997-10-10 CN CN97198868A patent/CN1233218A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| DE59704473D1 (en) | 2001-10-04 |
| CN1233218A (en) | 1999-10-27 |
| KR20000052664A (en) | 2000-08-25 |
| DE19643284A1 (en) | 1998-04-23 |
| ATE204813T1 (en) | 2001-09-15 |
| JP2000513919A (en) | 2000-10-17 |
| EP0932518B1 (en) | 2001-08-29 |
| WO1998017495A1 (en) | 1998-04-30 |
| DE19643284C2 (en) | 2000-08-31 |
| EP0932518A1 (en) | 1999-08-04 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |