CA2353579A1 - Device and method for controlled current collection between a contact wire and a track-bound, electrically operated high speed vehicle - Google Patents
Device and method for controlled current collection between a contact wire and a track-bound, electrically operated high speed vehicle Download PDFInfo
- Publication number
- CA2353579A1 CA2353579A1 CA002353579A CA2353579A CA2353579A1 CA 2353579 A1 CA2353579 A1 CA 2353579A1 CA 002353579 A CA002353579 A CA 002353579A CA 2353579 A CA2353579 A CA 2353579A CA 2353579 A1 CA2353579 A1 CA 2353579A1
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- Canada
- Prior art keywords
- supporting arm
- insulator
- cover
- rocker
- roof
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
-
- 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
- B60L5/22—Supporting means for the contact bow
- B60L5/28—Devices for lifting and resetting the collector
-
- 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 aim of the invention is to develop a device and a method for controlled current collection between a contact wire and a track-bound, electrically operated high speed vehicle. The streamline housing (3) that is mounted on t he vehicle roof consists of telescopically guided inner and outer cover segment s (5) with a cover roof (6) which is moulded to the inner cover segment. The cover segments (5) are moved in and out to different lifting heights by at least two lifting devices (29) which are located in the interior of the housing and which are operated with an electromechanical drive. Said electromechanical drive is arranged horizontally in relation to the insulato r axis B-B and the lifting devices (29) and all other built-in parts are vertically enclosed by the cover segments. The rocker (46), with the wearing strip (48) and the insulator (11), can be moved vertically in relation to th e lifting heights of the cover segments (5) and rotated about the insulator ax is B-B by means of a high-frequency drive (71).
Description
Device and Method for Controlled Current Collection Between A Contact Wire And A Track-Bound, Electrically Operated High-Speed Vehic_Le The present. invention relates to a device for controlled current collection between a contact wire and a track-bound, electrically operated, high-speed vehicle, with a streamlined housing that is arranged on the roof of the vehicle and serves to accommodate a lifting device to which is secured a rocker of a current collector, which incorporates a wearing strip and horns, with an insulator to hold and insulate the current collector, and with a conductor to carry the current that is picked up by the current collector.
The present invention also relates to a method for controlled current collection between a. contact wire and a track-bound, electrically operated, high-speed vehicle, whereby the current collector with its wearing strip and rocker, which are held by the insulator, is raised and lowered vertically.
It is known that the maximum speed that high-speed vehicles, in particular rail vehicles, can achieve is to a very large extent governed by current collecaion from the contact wire by way of the current collector that is pressed against the contact wire. There is a contact force between the contact wire and the current collector,, and this force can vary over a wide range because of the dynamic interaction between the contact wire and the current collector.
The magnitude of the contact force is greatly influenced by the friction between the wearing strips and the contact wire, the stiffness of the upper conductor, local or 23930-363 ~ 02353579 2001-06-O1 r temporal changes in geometry caused by different heights of the contact wire and zigzag placement of th~a contact wire, wear on the wearing strip and the contact wire, different aerodynamic influences that result from changes in the direction of movement and changing vehicle shapes, wind and vehicle speed, vibration of the current collector and of the contact wire, as well as by the changes in flow velocities that are caused by oncoming traffic in tunnels.
In order to regulate the contact force as a function of considerable variations in the height of the caternary, even at high speeds, DE-A 30 33 449 describes a two-stage pantograph-type current collector with an upper pantograph that lies against the caternary above the current collector rocker and is maintained at a constant contact. force, with a main pantograph that supports this, with a first adjuster that is associated with the upper pantograph, a controller that emits adjusting signals to this in order to keep the contact force constant, and with a second adjuster that is associated with the second main pantograph. A second adjuster delivers adjusting signals to maintain a regulating distance of the first adjuster that is constant with rE:spect to average time.
The main pantograph is no longer locked, and its positions is continuously adjusted so that the regulating distance of the upper pantograph is held constantly at the mean. There is a division of work between the two stages of the pantograph current collector such that the low frf:quency oscillations of relatively greater amplitude are picked up and stabilized by the main pantograph, and high frequency oscillations of relatively small amplitude are processed by the adjuster that is associated with the upper pantograplz. The upper pantograph oscillates within a relatively narrow :range of tolerances about a regulating distance that is constant with respect to a mean time.
The present invention also relates to a method for controlled current collection between a. contact wire and a track-bound, electrically operated, high-speed vehicle, whereby the current collector with its wearing strip and rocker, which are held by the insulator, is raised and lowered vertically.
It is known that the maximum speed that high-speed vehicles, in particular rail vehicles, can achieve is to a very large extent governed by current collecaion from the contact wire by way of the current collector that is pressed against the contact wire. There is a contact force between the contact wire and the current collector,, and this force can vary over a wide range because of the dynamic interaction between the contact wire and the current collector.
The magnitude of the contact force is greatly influenced by the friction between the wearing strips and the contact wire, the stiffness of the upper conductor, local or 23930-363 ~ 02353579 2001-06-O1 r temporal changes in geometry caused by different heights of the contact wire and zigzag placement of th~a contact wire, wear on the wearing strip and the contact wire, different aerodynamic influences that result from changes in the direction of movement and changing vehicle shapes, wind and vehicle speed, vibration of the current collector and of the contact wire, as well as by the changes in flow velocities that are caused by oncoming traffic in tunnels.
In order to regulate the contact force as a function of considerable variations in the height of the caternary, even at high speeds, DE-A 30 33 449 describes a two-stage pantograph-type current collector with an upper pantograph that lies against the caternary above the current collector rocker and is maintained at a constant contact. force, with a main pantograph that supports this, with a first adjuster that is associated with the upper pantograph, a controller that emits adjusting signals to this in order to keep the contact force constant, and with a second adjuster that is associated with the second main pantograph. A second adjuster delivers adjusting signals to maintain a regulating distance of the first adjuster that is constant with rE:spect to average time.
The main pantograph is no longer locked, and its positions is continuously adjusted so that the regulating distance of the upper pantograph is held constantly at the mean. There is a division of work between the two stages of the pantograph current collector such that the low frf:quency oscillations of relatively greater amplitude are picked up and stabilized by the main pantograph, and high frequency oscillations of relatively small amplitude are processed by the adjuster that is associated with the upper pantograplz. The upper pantograph oscillates within a relatively narrow :range of tolerances about a regulating distance that is constant with respect to a mean time.
Regulation of these known pantograph current collectors proceeds such that initially the actual value of the regulating distance is passed to the se~~ond adjuster, which is associated with the main pantograph, as a measured variable.
Adjusting signals for the second adjuster, which is associated with the main pantograph, are then formed from the deviation of this actual value from a reference variable that corresponds to the desired time average of the regulating distance of the first adjuster, which is associated with the upper pantograph.
Given a change of the regulating distance that takes place in one direction, initially the upper pantograph is moved in order to keep the contact force with the caternary constant, and then the main pantograph is readjusted to the point that the original value of the regulating distance of the first adjuster is reached again.
The servomotors used in this known model complicate the design and are ultimately the reasc>n that this two-stage pantograph current collector did not gain acceptance.
Furthermore, in the event that major differences in height are to be accommodated during operation, the main pantograph has to be completely raised, so that the miniature current collector supported by the upper pantograph has only a limited working range, which is not sufficient at speeds of greater than 250 km/hr. The pantograph current collector that is proposed entails the added disadvantage that when it is used, only differences in height can be regulated,, with no other factors that affect the contact force being talcen into consideration.
On the other hand, the main pantograph is not able to balance out high frequency oscillations of the kind that occur in the high-speed range between 250 to 400 km,/hr. This known two-stage pantograph current collector also generates considerable acoustic pressure.
23930-363 ~ 02353579 2001-06-O1 EP-A 649 767 attempts to solve these problems in that secured to the roof of the vehicle there is a streamlined, rigid dome housing that accommodates the lower part of 'the current collector together with the slewing mechanism that is arranged at the bases of the two insulators (insulator and conductor). The conductor and the insulator are so arranged at a preset distance from each other, offset from each other in the transverse direction of the vehicle, that an intended reduction of aerodynamic noise is achieved. In addition, the insulator and the conductor are of a streamlined cross section.
Despite the fact that the second insulator (conductor) is arranged within the area of the outline edge of the airflow, it contributes to a not inconsiderable degree to the noise level generated by the overal_1 current collector structure, which is still very high. E3ecause of the comparatively rigid attachment of the insulator shaft and the conductor, all in all the regulating bE:haviour of this particular current collector is unsati:>factory with respect to balancing out variations in contact force and with respect to accommodating major differences in height.
Finally, EP-A 0 697 304 describes a current collector that can accommodate differences in he_Lght between 100 and 800 mm because of two hydraulic raising and lowering devices that are arranged one above the other. The lower part of the current collector, together with its r<~ising and lowering devices, is enclosed. by a dome housing,, with the lower of the two raising and lowering devices being integrated into the body of the rail car. The contact force or the distance between the wearing strip and the contact wire is determined, and the vertical movement of the raising and lowering device is regulated, using this measured value.
r In the case of major differences in height, the head of the current collector, including the insulator, must be extended appropriately from the dome housing by the raising and lowering devices,. when the two insulators, which are offset 5 from each other in the transverse direction, extend beyond the dome housing and generate a corresponding amount of noise. The hydraulic raising and lowering devices also take up a great deal of space, which has been created-one the one hand-by integration into the body of the rail c:ar and-on the other hand-by the considerable length of the dome housing, which extends over two car bodies. This results in a complicated, costly, and heavy structure.
Given this prior art, it is t:he objective of the present invention to develop a current collector of the type described in the introduction hereto, which permits controlled and problem-free current collection by the regulation of force and/or position in the high-speed range, whilst significantly reducing aerodynamic noise at the same time.
This objective has been achieved with a device of the type referred to in the introduction hereto, having the features set out in Claim 1, and by a method having the features set out in Claim 30. Advantageous developments are described in the secondary Claims.
The device according to the present invention makes it possible to achieve great extended heights of the current collector, and at the same to accommodate extreme differences in the height of the caternary suspension system. Aerodynamic noise is significantly reduced because of the fact that the overall raising mechanism and the insulator remain enclosed by the housing, even when they are extended, and since only one insulator is used. On the other hand, when the housing that 23930-363 ~ 02353579 2001-06-O1 accommodates the current collector is retracted, its overall height is small, it requires little maintenance, and it is simple to install on the roof of the rail car.
The costly dome housing that is part of the prior art can be eliminated completely. On the other hand, the solution according to the present invention can be integrated into the dome structures of existing vehicles without any problems.
The present invention will be described in greater detail below on the basis of one embodiment shown in the drawings appended hereto. These drawings show the following:
Figure 1: a perspective view of the current collector according to the present invention, with the main components:
cover, cover roof, insulator, and current-collector head;
Figure 2: a cross section through the current collector according to the present invE;ntion, when extended, on the line A-A in Figure 1;
Figure 3: a cross section thz°ough the current collector according to the present invention, when retracted, on the line A-A in Figure 1;
Figure 4: the basic principlE: of the raising device, for normal lifting heights;
Figure 5: a cross section through two cover segments connected by cable;
Figure 6: a plan view of Figure 5, with a diagram of the cable attachment;
Figure 7: a plan view of the electro-mechanical drive system in the form of a chain drive fo:r the raising device;
23930-363 ~ 02353579 2001-06-O1 Figure 8: a view of the rocker with the wearing strip;
Figure 9: a plan view of Figure 8;
Figure 10: a cross section through the rocker body on the line C-C in Figure 8:
Figure 11: a diagram showing the variable-height cable system between the insulator/current collector and the vehicle-end connection point;
Figure 12: the cable routing with a pneumatic tensioner as in Figure 11;
Figure 13: the cable with pneumatic tensioner as in Figure 11.
As can be seen from Figure 1, a streamlined housing 3 with a base frame 4 is mounted on the z:oof 1 of a high-speed vehicle 2. This housing 3 can be part of the dome structure on the vehicle roof, or it can also be mounted directly on the roof.
Figure 2 shows that the hous_Lng 3 is made up of five tubular cover segments 5 that telescope into each other; of these, the inner cover segment rests on the outer cover segment and is guided by this. The inner cover segment is also formed as a cover roof 6 that is curved outwao_ds and which cla ws off the housing 3. In the middle of this curved cover of roof 6 there is a trough 1, in the centre of which they is an opening 8. In the inner cover roof 6 there is a roof frame 9 that incorporates an opening 10 for an insu:Lator carrier 12, this opening corresponding to the opening 8; an insulator 11 can move through this opening 10. The insulator 11 rests on the insulator carrier 12 that has a spindle nut 13 at each end, 23930-363 ~ 02353579 2001-06-O1 symmetrically to the insulator axis B-B. A spindle 16 that is perpendicular to the roof frame 9 and is moved by an electric motor 14 by way of spur gearing 15 engages in this spindle nut 13. The rotary movement of the motor is transmitted through the spur gearing 15 to the spindle 16 that converts the rotary movement into a vertical movement and thus moves the insulator carrier 12 with the insulator 11 in and. out through the opening 8. The electric motor 14, spindle 16, spindle nuts 13, and spur gearing 15 former a high-frequency drive system 71.
As can be seen in Figure 5 and Figure 6, each cover segment 5 has a lower L-shaped, stop-like angle piece 17 that faces into the housing, and an upper angle piece 18 that similarly points into the interior. They lower angle piece 17 has an arm that is somewhat longer than the arm of the upper angle piece 18, and this serves as a strop for each of the inner cover segments. Within the area of the lower angle piece 17, on the inside of the cover segment 5 there is a depression 19 that extends along the inside periphery of the cover segment.
The cover segments 5 are of a fibre composite material, for example, glass fibre reinforced plastic:, and these are reinforced with inserts in the area of the depression 19. The upper angle piece 18 incorporates a sealing lip 70 that seals the space between the inner and outer cover segments 5 to prevent the ingress of water.
A guide system 20, comprising a cable guide 21 and a guide roller 22, is positioned within this part of the depression 19.
A mounting plate 23 is anchored to the outside of the cover segments 5, above the axis of rotation of the guide roller 22. In the case of two cover segments that are inserted one inside the other, the cable guide 21 is aligned vertically 23930-363 ~ 02353579 2001-06-O1 with the mounting plate and is arranged ahead of the guide roller 22. The guide roller 22 is installed on a reinforcing insert so as to be able to rotate. This ensures that the cable guide system is securely mounted.
As is shown in Figure 6, one end of the cable 24 is installed securely in the mounting plate 23. This cable 24 first runs from the mounting plate 23 i.n vertical alignment with the cable guide 21 and more or legs horizontally over the guide roller 22 , to a drawing device 25 that is secured tangentially to the periphery of the outer cover segment. The drawing device 25 comprises a draw spring 26 and the anchor 27, which are similarly secured to a reinforcing insert.
Four such cables systems, consisting of cable 24, mounting plate 23, cable guide 21, guide roller 22, and drawing device 25 are spaced evenly about the periphery of the cover segments and each of them joins an inner cover segment to an outer cover segment.
At its ends that are associai~ed with the cover segments 5, the roof frame 9 has an ati~achment bracket 28 that is directed towards the interior of the housing 3 and is used to attach the lifting devices 29 with which the cover of roof 6 is raised or lowered (see Figure 2 and Figure 3). The lifting device 29 consists of four scissors-type supporting structures 30; each supporting structure is formed from two lower supporting arms 31 and 32 and an upper supporting arm 33. Each of the two lower supporting arms 31 and 32 is fitted with a sliding bearing 34. One end of the upper supporting arm 33 is fixed to the attachment bracket 28 of 'the roof frame 9 so as to be able to pivot; its other end it is connected to the lower supporting arm 31 through a joint 35. The other lower supporting arm 32 is connected through a joint 36 to the upper 23930-363 ~ 02353579 2001-06-O1 supporting arm 33 by a lever arm 37 that forms another sliding bearing 38 on the this with the upper supporting arm 33. The two joints 35, 36 and the sliding bearings 34 and 38 thus perform a parallelogram. Vertically aligned with the upper 5 supporting arm 33, where it is fixed to a the roof frame 9, there is an attachment bracket 39 on the base frame 4, to which the supporting arm 31 is secured but a~>le to pivot (see Figure 2). This lifting device is particularly suitable, for example, for great extended heights, preferably up to 2.8 metres above 10 the level of the vehicle roof.
In order to compensate for normal lifting heights, for example those found in the rapid ti:ansit network, the lifting device 29 consists of at least two supporting structures 30 that comprise a supporting arm 33 that is joined on to the roof frame 9 and a supporting arm 32 that is similarly joined on the base frame 4. The other end of the supporting arm 32 is joined on to the supporting arm 33, as is shown in Figure 4; in principle, the supporting arm 32 is of length L and the supporting arm 33 is of a length 2L. The articulation point of the carrier arm 32 on the supporting arm 33 divides this into two lever arms of equal length and the end of the supporting arm 33 can be moved :Linearly relative to the articulation point of the carrier supporting arm 32 on the base frame 4, so that the carrier arm :33 rises and lifts the cover roof 6.
Figure 7 shows an electro-mechanical drive system 40 that is mounted on the base frame 4. This drive system has two guide tracks 41 that are positioned along the long side of the cover segments 5 and are parallel to each other; they accommodate a chain 43 that passes between two gear rings that are fitted with shafts 42. Both runs of the chain 43 are driven by a chain drive 44 that is powered by an electric 23930-363 ~ 02353579 2001-06-O1 motor. The movement of the chain drive 44 is transmitted to the shaft 42 by the two runs of the chain 43.
The lower end of the supporting arm 33 is connected on both sides with the run of the chain. 43, supported in the guide track 41, and can thus be moved linearly along the guide track 41 when the chain drive system 44 moves. Since the other lower supporting arm 31 is fixed in place, when the lower end of each other supporting arm 32 is moved, the complete supporting structure 31 can be continuously raised or lowered by way of the joints and sliding bearings. The chain drive 41 drives the parallel runs of the chain 43 synchronously, so that all four supporting structures 31 are raised or lowered equally. This raising or lowering movement is transmitted to the cover roof 6. When the cover roof Ei is raised, the individual cover segments 5 are extended telescopically, from the inside out, against their cables, which are acted upon by the spring force. When lowered, the cover segments 5 are retracted from the outside inwards by the lower cable, which is acted upon by spring force. On retraction, the supporting arms of the supporting structures 30 move inwards. The roof frame 9 of the cover roof 6 lies on the base frame 4 of the housing 3 when the supporting structures 30 are completely retracted. The height of the cover segments 5 is approximately equal to the height of the insulator, 'the insulator head protruding from the opening 8 (see Figure 5).
The insulator 11 is secured :rigidly to the insulator carrier 12. As is shown in Figure 8 and Figure 9, the upper insulating flange 45 supports a rocker 46 that has a streamlined rocker body 47 in which the wearing strip 48 is installed.
23930-363 ~ 02353579 2001-06-O1 Between the wearing strip 48 and the insulator flange 45 there is a spring damper unit 49 (see Figure 9 and Figure 10). This spring damper unit comprises two bracket-like, one-piece levers 50 that are spaced apart approximately by the width of the wearing strip 48, with each of them having two lever arms 51 and 52 that are perpendicular and connected to each other. Both lever arms 51 and 52 can rotate jointly about a fixed point of rotation Dp, with the lever arm 51, which is somewhat longer relative to lever arm ~>2, being hinged through ends that are bent slightly upward to t:he wearing strip or holder 53. The shorter lever arm 52 is secured at its other end to a draw spring 54 that is secured to the insulator flange 45 so as to be adjustable. Between the two parallel lever arms 50 there is a hydraulic rotary damper 55, the operating element 56 of which engages in a slot 57 made in t:he lever 50. When a force acts on the wearing strip 48, the draw spring 54 permits a rotary movement of the lever 50, so i=hat the lever arm or 54 that is angled slightly upwards complei~es a rotary or pivoting movement. This pivoting movement is continuously absorbed and damped by the rotary damper 55. The draw springs 54 are not particularly stiff. This spring damper 49 permits only a vertical springing motion. The rigid attachment of the rocker body 47 on the insulator 11 ensures th;~t wind loading is absorbed by the streamlined rocker body, so that only a very small aerodynamic part acts on the wearing strip.
The rocker 46 has horns 58 (Figure 8) that can be adjusted to different rocker widths, for example 1950 mm and 1600 mm, by a pneumatic drive system 59 that is installed in the rocker body 47.
As is shown in principle in Figure 1, within the cover roof 6 there are flaps 60 that open inwards and are positioned in the longitudinal direction of the housing 3; the 23930-363 ~ 02353579 2001-06-O1 horns 58 fit into these if the rocker 46 is rotated through 90 degrees about its vertical axis in the longitudinal direction of the housing 3, and then lowered.
The high-voltage cable that runs between the insulator 11 and the connecting point on the vehicle 2 (not shown herein) (see Figures 11 to 13) runs vertically in a kind of coil about the extended insulator axis to the roof of the vehicle, and is held by a cable 62. A roller housing 63 (Figure 13) is flange mounted to the opening 10 of the insulator carrier 12, and this holds a bearing block 64. The bearing block 64 accommodates a shaft 65 with t.wo cable rollers 66 that are installed adjacent to each other. F, cable 67 is guided through 180 degrees around each cable roller 66 and the two cable ends lead vertically to two guide rollers 68 that are secured to the base frame 4, and guide the ends of the cable 67 to a very long pneumatic tensioner 69. Thus, the cable 67 forms a cable run 72 that is kept under spring tension and which keeps the high voltage cables 61 under constant tension when the raising system is extended and retracted. The cables 67 is of non-conductive material, for Example, plastic.
The contact pressure that act=s on the wearing strip 48 is a complex variable that is subjected to constant changes because of the vehicle speed, wind intensity and direction, the position of the caternary system that supports the contact wire, and of its current collector, fraction, and wind induced oscillations, and the relative movemeni~ of the vehicle. In the first, active regulation stage of i~he method according to the present invention, differences in ithe height of the caternary system are balanced out. Thia compensation is effected with an electro-mechanical drive system, for example a chain drive system, that balances out differences in the height of the caternary system between 4.8 and 6.3 metres and vertical 23930-363 ~ 02353579 2001-06-O1 caternary oscillations with an amplitude of greater than 50 mm in the frequency range below 3 Hz. The chain drive system converts a corresponding horizontal movement into a vertical movement of the raising system 29 that is encapsulated within the housing 3. Relative to this vertical movement that takes place in the first regulating stage, the current collector (insulator, rocker, cable) simultaneous>ly oscillates in a second active regulation stage in a vertical travel of at most ~50 mm, in a frequency range of up to 15 Hertz. The vertical movement of the second regulation stage' is generated by a high frequency actuator, for example, an electric motor linear drive system.
The high-frequency vibrations between the contact wire and the wearing strip are picked up and damped in a quasi-simultaneous additional step by decoup_Ling the forces between the wearing strip and the current collf~ctor.
Key to Reference Numbers Used in Drawings 1 roof 2 high speed vehicle 3 housing 4 base frame 5 cover segments 6 cover roof 7 trough formed in 6 8 opening in 6 9 roof frame 10 opening in insulator carrier 11 insulator 12 insulator carrier 23930-363 ~ 02353579 2001-06-O1 13 spindle nut 14 electric motor 15 spur gearing 16 spindle 5 17 lower L-piece of 5 lg upper L-piece of 5 19 depression guide system 21 cable guide 10 22 guide roller 23 mounting plate 24 cable drawing device 26 draw spring 15 27 anchor 28 attachment bracket 29 lifting device supporting structure 31 lower supporting arm 20 32 lower supporting arm 33 upper supporting arm 34 sliding bearing joint 36 joint 25 37 lever arm 38 sliding bearing 39 attachment bracket 23930-363 ~ 02353579 2001-06-O1 40 electro-mechanical drive system 41 guide track 42 shafts 43 run of chain 44 chain drive 45 insulator flange 46 rocker 47 rocker body 4g wearing strip 49 spring damper unit 50 lever 51 lever arm 52 lever arm 53 wearing strip holder 54 draw spring 55 rotary damper 56 operating element 57 slot in 51 58 horns 59 pneumatic drive system 60 flap in 6 61 high-voltage cable, conductor 62 run of cable 63 roller housing 64 bearing block 65 shaft in 64 66 cable roller 23930-363 ~ 02353579 2001-06-O1 67 cable 6g guide roller 69 pneumatic tensioner 70 sealing lip 71 high-frequency drive 72 run of cable B-B axis of insulator length of supporting arm 32 Dp point of rotation
Adjusting signals for the second adjuster, which is associated with the main pantograph, are then formed from the deviation of this actual value from a reference variable that corresponds to the desired time average of the regulating distance of the first adjuster, which is associated with the upper pantograph.
Given a change of the regulating distance that takes place in one direction, initially the upper pantograph is moved in order to keep the contact force with the caternary constant, and then the main pantograph is readjusted to the point that the original value of the regulating distance of the first adjuster is reached again.
The servomotors used in this known model complicate the design and are ultimately the reasc>n that this two-stage pantograph current collector did not gain acceptance.
Furthermore, in the event that major differences in height are to be accommodated during operation, the main pantograph has to be completely raised, so that the miniature current collector supported by the upper pantograph has only a limited working range, which is not sufficient at speeds of greater than 250 km/hr. The pantograph current collector that is proposed entails the added disadvantage that when it is used, only differences in height can be regulated,, with no other factors that affect the contact force being talcen into consideration.
On the other hand, the main pantograph is not able to balance out high frequency oscillations of the kind that occur in the high-speed range between 250 to 400 km,/hr. This known two-stage pantograph current collector also generates considerable acoustic pressure.
23930-363 ~ 02353579 2001-06-O1 EP-A 649 767 attempts to solve these problems in that secured to the roof of the vehicle there is a streamlined, rigid dome housing that accommodates the lower part of 'the current collector together with the slewing mechanism that is arranged at the bases of the two insulators (insulator and conductor). The conductor and the insulator are so arranged at a preset distance from each other, offset from each other in the transverse direction of the vehicle, that an intended reduction of aerodynamic noise is achieved. In addition, the insulator and the conductor are of a streamlined cross section.
Despite the fact that the second insulator (conductor) is arranged within the area of the outline edge of the airflow, it contributes to a not inconsiderable degree to the noise level generated by the overal_1 current collector structure, which is still very high. E3ecause of the comparatively rigid attachment of the insulator shaft and the conductor, all in all the regulating bE:haviour of this particular current collector is unsati:>factory with respect to balancing out variations in contact force and with respect to accommodating major differences in height.
Finally, EP-A 0 697 304 describes a current collector that can accommodate differences in he_Lght between 100 and 800 mm because of two hydraulic raising and lowering devices that are arranged one above the other. The lower part of the current collector, together with its r<~ising and lowering devices, is enclosed. by a dome housing,, with the lower of the two raising and lowering devices being integrated into the body of the rail car. The contact force or the distance between the wearing strip and the contact wire is determined, and the vertical movement of the raising and lowering device is regulated, using this measured value.
r In the case of major differences in height, the head of the current collector, including the insulator, must be extended appropriately from the dome housing by the raising and lowering devices,. when the two insulators, which are offset 5 from each other in the transverse direction, extend beyond the dome housing and generate a corresponding amount of noise. The hydraulic raising and lowering devices also take up a great deal of space, which has been created-one the one hand-by integration into the body of the rail c:ar and-on the other hand-by the considerable length of the dome housing, which extends over two car bodies. This results in a complicated, costly, and heavy structure.
Given this prior art, it is t:he objective of the present invention to develop a current collector of the type described in the introduction hereto, which permits controlled and problem-free current collection by the regulation of force and/or position in the high-speed range, whilst significantly reducing aerodynamic noise at the same time.
This objective has been achieved with a device of the type referred to in the introduction hereto, having the features set out in Claim 1, and by a method having the features set out in Claim 30. Advantageous developments are described in the secondary Claims.
The device according to the present invention makes it possible to achieve great extended heights of the current collector, and at the same to accommodate extreme differences in the height of the caternary suspension system. Aerodynamic noise is significantly reduced because of the fact that the overall raising mechanism and the insulator remain enclosed by the housing, even when they are extended, and since only one insulator is used. On the other hand, when the housing that 23930-363 ~ 02353579 2001-06-O1 accommodates the current collector is retracted, its overall height is small, it requires little maintenance, and it is simple to install on the roof of the rail car.
The costly dome housing that is part of the prior art can be eliminated completely. On the other hand, the solution according to the present invention can be integrated into the dome structures of existing vehicles without any problems.
The present invention will be described in greater detail below on the basis of one embodiment shown in the drawings appended hereto. These drawings show the following:
Figure 1: a perspective view of the current collector according to the present invention, with the main components:
cover, cover roof, insulator, and current-collector head;
Figure 2: a cross section through the current collector according to the present invE;ntion, when extended, on the line A-A in Figure 1;
Figure 3: a cross section thz°ough the current collector according to the present invention, when retracted, on the line A-A in Figure 1;
Figure 4: the basic principlE: of the raising device, for normal lifting heights;
Figure 5: a cross section through two cover segments connected by cable;
Figure 6: a plan view of Figure 5, with a diagram of the cable attachment;
Figure 7: a plan view of the electro-mechanical drive system in the form of a chain drive fo:r the raising device;
23930-363 ~ 02353579 2001-06-O1 Figure 8: a view of the rocker with the wearing strip;
Figure 9: a plan view of Figure 8;
Figure 10: a cross section through the rocker body on the line C-C in Figure 8:
Figure 11: a diagram showing the variable-height cable system between the insulator/current collector and the vehicle-end connection point;
Figure 12: the cable routing with a pneumatic tensioner as in Figure 11;
Figure 13: the cable with pneumatic tensioner as in Figure 11.
As can be seen from Figure 1, a streamlined housing 3 with a base frame 4 is mounted on the z:oof 1 of a high-speed vehicle 2. This housing 3 can be part of the dome structure on the vehicle roof, or it can also be mounted directly on the roof.
Figure 2 shows that the hous_Lng 3 is made up of five tubular cover segments 5 that telescope into each other; of these, the inner cover segment rests on the outer cover segment and is guided by this. The inner cover segment is also formed as a cover roof 6 that is curved outwao_ds and which cla ws off the housing 3. In the middle of this curved cover of roof 6 there is a trough 1, in the centre of which they is an opening 8. In the inner cover roof 6 there is a roof frame 9 that incorporates an opening 10 for an insu:Lator carrier 12, this opening corresponding to the opening 8; an insulator 11 can move through this opening 10. The insulator 11 rests on the insulator carrier 12 that has a spindle nut 13 at each end, 23930-363 ~ 02353579 2001-06-O1 symmetrically to the insulator axis B-B. A spindle 16 that is perpendicular to the roof frame 9 and is moved by an electric motor 14 by way of spur gearing 15 engages in this spindle nut 13. The rotary movement of the motor is transmitted through the spur gearing 15 to the spindle 16 that converts the rotary movement into a vertical movement and thus moves the insulator carrier 12 with the insulator 11 in and. out through the opening 8. The electric motor 14, spindle 16, spindle nuts 13, and spur gearing 15 former a high-frequency drive system 71.
As can be seen in Figure 5 and Figure 6, each cover segment 5 has a lower L-shaped, stop-like angle piece 17 that faces into the housing, and an upper angle piece 18 that similarly points into the interior. They lower angle piece 17 has an arm that is somewhat longer than the arm of the upper angle piece 18, and this serves as a strop for each of the inner cover segments. Within the area of the lower angle piece 17, on the inside of the cover segment 5 there is a depression 19 that extends along the inside periphery of the cover segment.
The cover segments 5 are of a fibre composite material, for example, glass fibre reinforced plastic:, and these are reinforced with inserts in the area of the depression 19. The upper angle piece 18 incorporates a sealing lip 70 that seals the space between the inner and outer cover segments 5 to prevent the ingress of water.
A guide system 20, comprising a cable guide 21 and a guide roller 22, is positioned within this part of the depression 19.
A mounting plate 23 is anchored to the outside of the cover segments 5, above the axis of rotation of the guide roller 22. In the case of two cover segments that are inserted one inside the other, the cable guide 21 is aligned vertically 23930-363 ~ 02353579 2001-06-O1 with the mounting plate and is arranged ahead of the guide roller 22. The guide roller 22 is installed on a reinforcing insert so as to be able to rotate. This ensures that the cable guide system is securely mounted.
As is shown in Figure 6, one end of the cable 24 is installed securely in the mounting plate 23. This cable 24 first runs from the mounting plate 23 i.n vertical alignment with the cable guide 21 and more or legs horizontally over the guide roller 22 , to a drawing device 25 that is secured tangentially to the periphery of the outer cover segment. The drawing device 25 comprises a draw spring 26 and the anchor 27, which are similarly secured to a reinforcing insert.
Four such cables systems, consisting of cable 24, mounting plate 23, cable guide 21, guide roller 22, and drawing device 25 are spaced evenly about the periphery of the cover segments and each of them joins an inner cover segment to an outer cover segment.
At its ends that are associai~ed with the cover segments 5, the roof frame 9 has an ati~achment bracket 28 that is directed towards the interior of the housing 3 and is used to attach the lifting devices 29 with which the cover of roof 6 is raised or lowered (see Figure 2 and Figure 3). The lifting device 29 consists of four scissors-type supporting structures 30; each supporting structure is formed from two lower supporting arms 31 and 32 and an upper supporting arm 33. Each of the two lower supporting arms 31 and 32 is fitted with a sliding bearing 34. One end of the upper supporting arm 33 is fixed to the attachment bracket 28 of 'the roof frame 9 so as to be able to pivot; its other end it is connected to the lower supporting arm 31 through a joint 35. The other lower supporting arm 32 is connected through a joint 36 to the upper 23930-363 ~ 02353579 2001-06-O1 supporting arm 33 by a lever arm 37 that forms another sliding bearing 38 on the this with the upper supporting arm 33. The two joints 35, 36 and the sliding bearings 34 and 38 thus perform a parallelogram. Vertically aligned with the upper 5 supporting arm 33, where it is fixed to a the roof frame 9, there is an attachment bracket 39 on the base frame 4, to which the supporting arm 31 is secured but a~>le to pivot (see Figure 2). This lifting device is particularly suitable, for example, for great extended heights, preferably up to 2.8 metres above 10 the level of the vehicle roof.
In order to compensate for normal lifting heights, for example those found in the rapid ti:ansit network, the lifting device 29 consists of at least two supporting structures 30 that comprise a supporting arm 33 that is joined on to the roof frame 9 and a supporting arm 32 that is similarly joined on the base frame 4. The other end of the supporting arm 32 is joined on to the supporting arm 33, as is shown in Figure 4; in principle, the supporting arm 32 is of length L and the supporting arm 33 is of a length 2L. The articulation point of the carrier arm 32 on the supporting arm 33 divides this into two lever arms of equal length and the end of the supporting arm 33 can be moved :Linearly relative to the articulation point of the carrier supporting arm 32 on the base frame 4, so that the carrier arm :33 rises and lifts the cover roof 6.
Figure 7 shows an electro-mechanical drive system 40 that is mounted on the base frame 4. This drive system has two guide tracks 41 that are positioned along the long side of the cover segments 5 and are parallel to each other; they accommodate a chain 43 that passes between two gear rings that are fitted with shafts 42. Both runs of the chain 43 are driven by a chain drive 44 that is powered by an electric 23930-363 ~ 02353579 2001-06-O1 motor. The movement of the chain drive 44 is transmitted to the shaft 42 by the two runs of the chain 43.
The lower end of the supporting arm 33 is connected on both sides with the run of the chain. 43, supported in the guide track 41, and can thus be moved linearly along the guide track 41 when the chain drive system 44 moves. Since the other lower supporting arm 31 is fixed in place, when the lower end of each other supporting arm 32 is moved, the complete supporting structure 31 can be continuously raised or lowered by way of the joints and sliding bearings. The chain drive 41 drives the parallel runs of the chain 43 synchronously, so that all four supporting structures 31 are raised or lowered equally. This raising or lowering movement is transmitted to the cover roof 6. When the cover roof Ei is raised, the individual cover segments 5 are extended telescopically, from the inside out, against their cables, which are acted upon by the spring force. When lowered, the cover segments 5 are retracted from the outside inwards by the lower cable, which is acted upon by spring force. On retraction, the supporting arms of the supporting structures 30 move inwards. The roof frame 9 of the cover roof 6 lies on the base frame 4 of the housing 3 when the supporting structures 30 are completely retracted. The height of the cover segments 5 is approximately equal to the height of the insulator, 'the insulator head protruding from the opening 8 (see Figure 5).
The insulator 11 is secured :rigidly to the insulator carrier 12. As is shown in Figure 8 and Figure 9, the upper insulating flange 45 supports a rocker 46 that has a streamlined rocker body 47 in which the wearing strip 48 is installed.
23930-363 ~ 02353579 2001-06-O1 Between the wearing strip 48 and the insulator flange 45 there is a spring damper unit 49 (see Figure 9 and Figure 10). This spring damper unit comprises two bracket-like, one-piece levers 50 that are spaced apart approximately by the width of the wearing strip 48, with each of them having two lever arms 51 and 52 that are perpendicular and connected to each other. Both lever arms 51 and 52 can rotate jointly about a fixed point of rotation Dp, with the lever arm 51, which is somewhat longer relative to lever arm ~>2, being hinged through ends that are bent slightly upward to t:he wearing strip or holder 53. The shorter lever arm 52 is secured at its other end to a draw spring 54 that is secured to the insulator flange 45 so as to be adjustable. Between the two parallel lever arms 50 there is a hydraulic rotary damper 55, the operating element 56 of which engages in a slot 57 made in t:he lever 50. When a force acts on the wearing strip 48, the draw spring 54 permits a rotary movement of the lever 50, so i=hat the lever arm or 54 that is angled slightly upwards complei~es a rotary or pivoting movement. This pivoting movement is continuously absorbed and damped by the rotary damper 55. The draw springs 54 are not particularly stiff. This spring damper 49 permits only a vertical springing motion. The rigid attachment of the rocker body 47 on the insulator 11 ensures th;~t wind loading is absorbed by the streamlined rocker body, so that only a very small aerodynamic part acts on the wearing strip.
The rocker 46 has horns 58 (Figure 8) that can be adjusted to different rocker widths, for example 1950 mm and 1600 mm, by a pneumatic drive system 59 that is installed in the rocker body 47.
As is shown in principle in Figure 1, within the cover roof 6 there are flaps 60 that open inwards and are positioned in the longitudinal direction of the housing 3; the 23930-363 ~ 02353579 2001-06-O1 horns 58 fit into these if the rocker 46 is rotated through 90 degrees about its vertical axis in the longitudinal direction of the housing 3, and then lowered.
The high-voltage cable that runs between the insulator 11 and the connecting point on the vehicle 2 (not shown herein) (see Figures 11 to 13) runs vertically in a kind of coil about the extended insulator axis to the roof of the vehicle, and is held by a cable 62. A roller housing 63 (Figure 13) is flange mounted to the opening 10 of the insulator carrier 12, and this holds a bearing block 64. The bearing block 64 accommodates a shaft 65 with t.wo cable rollers 66 that are installed adjacent to each other. F, cable 67 is guided through 180 degrees around each cable roller 66 and the two cable ends lead vertically to two guide rollers 68 that are secured to the base frame 4, and guide the ends of the cable 67 to a very long pneumatic tensioner 69. Thus, the cable 67 forms a cable run 72 that is kept under spring tension and which keeps the high voltage cables 61 under constant tension when the raising system is extended and retracted. The cables 67 is of non-conductive material, for Example, plastic.
The contact pressure that act=s on the wearing strip 48 is a complex variable that is subjected to constant changes because of the vehicle speed, wind intensity and direction, the position of the caternary system that supports the contact wire, and of its current collector, fraction, and wind induced oscillations, and the relative movemeni~ of the vehicle. In the first, active regulation stage of i~he method according to the present invention, differences in ithe height of the caternary system are balanced out. Thia compensation is effected with an electro-mechanical drive system, for example a chain drive system, that balances out differences in the height of the caternary system between 4.8 and 6.3 metres and vertical 23930-363 ~ 02353579 2001-06-O1 caternary oscillations with an amplitude of greater than 50 mm in the frequency range below 3 Hz. The chain drive system converts a corresponding horizontal movement into a vertical movement of the raising system 29 that is encapsulated within the housing 3. Relative to this vertical movement that takes place in the first regulating stage, the current collector (insulator, rocker, cable) simultaneous>ly oscillates in a second active regulation stage in a vertical travel of at most ~50 mm, in a frequency range of up to 15 Hertz. The vertical movement of the second regulation stage' is generated by a high frequency actuator, for example, an electric motor linear drive system.
The high-frequency vibrations between the contact wire and the wearing strip are picked up and damped in a quasi-simultaneous additional step by decoup_Ling the forces between the wearing strip and the current collf~ctor.
Key to Reference Numbers Used in Drawings 1 roof 2 high speed vehicle 3 housing 4 base frame 5 cover segments 6 cover roof 7 trough formed in 6 8 opening in 6 9 roof frame 10 opening in insulator carrier 11 insulator 12 insulator carrier 23930-363 ~ 02353579 2001-06-O1 13 spindle nut 14 electric motor 15 spur gearing 16 spindle 5 17 lower L-piece of 5 lg upper L-piece of 5 19 depression guide system 21 cable guide 10 22 guide roller 23 mounting plate 24 cable drawing device 26 draw spring 15 27 anchor 28 attachment bracket 29 lifting device supporting structure 31 lower supporting arm 20 32 lower supporting arm 33 upper supporting arm 34 sliding bearing joint 36 joint 25 37 lever arm 38 sliding bearing 39 attachment bracket 23930-363 ~ 02353579 2001-06-O1 40 electro-mechanical drive system 41 guide track 42 shafts 43 run of chain 44 chain drive 45 insulator flange 46 rocker 47 rocker body 4g wearing strip 49 spring damper unit 50 lever 51 lever arm 52 lever arm 53 wearing strip holder 54 draw spring 55 rotary damper 56 operating element 57 slot in 51 58 horns 59 pneumatic drive system 60 flap in 6 61 high-voltage cable, conductor 62 run of cable 63 roller housing 64 bearing block 65 shaft in 64 66 cable roller 23930-363 ~ 02353579 2001-06-O1 67 cable 6g guide roller 69 pneumatic tensioner 70 sealing lip 71 high-frequency drive 72 run of cable B-B axis of insulator length of supporting arm 32 Dp point of rotation
Claims (31)
1. Method for the controlled current collection between contact wire and a track-bound, electrically operated, high-speed vehicle, with a streamlined housing that is arranged on the vehicle roof and used to accommodate a lifting device to which the rocker on a current collector is secured, said rocker incorporating a wearing strip and horns, with an insulator to hold and insulate the current collector and a conductor to carry the current that is picked up by the current collector, characterized in that housing (3) is made up of telescoping inner and outer cover segments (5) with a cover roof (6) that is formed on the inner cover segment so as to be an integral part thereof, the cover segments (5) being extensible and retractable to different heights by at least two lifting devices (29) that are arranged symmetrically to the insulator axis (B-B) within the cover segments, and powered by an electro-mechanical drive system (40) that is situated horizontally to the insulator axis, the lifting devices (29), the conductor (61), and other components (40, 13, 14, 15, 16) being enclosed vertically by the cover segments (5); and in that the rocker (46) with the wearing strip (48) and the insulator (11) are moveable vertically relative to the raised height of the cover segments (5) by a high-frequency drive system (71) and rotatable about the axes (B-B); and in that between the wearing strip (48) and the insulator flange (45) there is a spring damper (49) for decoupling the vertical forces and to damp contact-force oscillations; and in that the conductor between that the insulator and the vehicle-end connecting point is configured as a high-tension cable (61) that can be adjusted to different raised heights.
2. Device as defined in Claim 1, characterized in that the housing (3) is part of a dome structure on the vehicle roof.
3. Devices defined in Claim 1 and Claimed 2, characterized in that the cover segments (5) are each provided with an upper and lower stop-like angle piece (17, 18) that faces inward.
4. Device as defined in Claim 1 to Claim 3, characterized in that the inner and outer cover segments (5) are connected to each other by at least four cables (24) that are spaced evenly around the periphery and extend approximately parallel to the axis of the insulator (B-B), and which are tensioned against the force of the spring, and change direction once, the cables (24) being so arranged between the outer and inner cover segment (5) that each is secured by one end to the outer periphery of the innermost lower cover segment (5), the other end being routed over a guide system (20) that is secured to the inner periphery of the outermost lower cover segment (5) to a tensioning device (25) this is secured tangentially to the periphery of the outermost cover segment (5).
5. Device as defined in Claim 1 to Claim 3, characterized in that the inner and outer cover segments (5) are connected to each other by cables (24) that are spaced evenly around the periphery and extend approximately parallel to the axis of the insulator (B-B), and which are tensioned against the force of the spring and change direction several times, the cables (24) being so arranged between the outer and inner cover segment (5) that each is secured by one end to the outer periphery of the innermost lower cover segment (5), the other end being routed over a guide system (20) that is secured to the inner periphery of the outermost lower cover segment (5) to a tensioning device (25) this is secured tangentially to the periphery of the outermost cover segment (5).
6. Device as defined in Claim 1 to Claim 5, characterized in that the lower angle piece (17) is L-shaped, and when the cover segments (5) are retracted, the angle piece of the inner cover segment (5) rests on that of the outer cover segment (5).
7. Device as defined in Claim 1 to Claim 6, characterized in that the guidance system (20) consists of a guide roller (22) and a cable guide (21) that precedes said guide roller.
8. Device as defined in Claim 1 to Claim 6, characterized in that the drawing device (25) consists of the draw spring (2) and an anchor (27) or cable winch.
9. Device as defined in one or more of the preceding Claims, characterized in that a depression (19) is formed on the inside of the outermost cover segment (5), the guide system (20) and the drawing device (25) being arranged in this depression.
10. Device as defined in one or more of that preceding claims, characterized in that the upper angle piece (18) of each outer cover segment (5) is provided with a sealing lip (70) that lies tightly against the periphery of each inner cover segment (5).
11. Device as defined in one of the preceding claims, characterized in that the cover segments (5) are preferably of almost identical height.
12. Device as defined in one of the preceding Claims, characterized in that the height of the cover segments (5) is almost the same as the insulator height.
13. Device as defined in one or more of the preceding claims, characterized in that the cover segments (5) and the cover roof (6) are of glass-fibre reinforced plastic or carbon-fibre reinforced plastic composite materials.
14. Device as defined in Claim 1, characterized in that the lifting device (29) is formed from at least two supporting structures (30), which are each made up of a supporting arm (33) that is joined to a roof frame (9) that is joined to the cover roof (6) so as to be able to pivot, and a lower supporting arm (32), of which the lower supporting arm (32) is accommodated by one end, aligned with the attachment bracket (28) of the supporting arm 33), on the base frame (4) of the housing (3), so as to be able to pivot, and which is arranged at its other end on the supporting arm (33) so as to be able to pivot, the latter being arranged so as to be able to move linearly to the lower supporting arm (32).
15. Device as defined in Claim 14, characterized in that the supporting arm (33) is twice as long as the low supporting arm (32), and the lower supporting arm (32) is so hinged on the supporting arm (33) that the latter is divided into two lever arms of equal length.
16. Device as defined in Claim 1, characterized in that the lifting device (29) is made up of two scissors-like supporting structures (30) that each comprise an upper supporting arm (33) that is joined onto a base frame that is connected to the cover roof (6), and two lower supporting arms (31, 32) of which one lower supporting arm (31) is fixed to the base frame (4) of the housing (3) aligned with the attachment bracket (28) of the upper supporting arm (33), and the other lower supporting arm (33) is arranged so as to be movable linearly to the first supporting arm.
17. Device as defined in Claim 1 and Claim 16, characterized in that the upper supporting arm (33) and the lower, fixed supporting arm (31) are connected through a joint (35), and the lower supporting arm (31) that can move linearly is connected to the upper supporting arm (33) through a joint (36) and a sliding bearing (38) through a lever arm (37), the two lower supporting arms (31, 32) being so connected through an additional sliding bearing (34) that the joints (35, 36) and the sliding bearings (34, 38) form a parallelogram.
18. Device as defined in one or more of the preceding claims, characterized in that the electro-mechanical drive system (40) is configured as a cable, spindle or chain drive system (44) that incorporates guide tracks (41), which are parallel to each other and run along the long walls of the cover segments (5), for a circulating chain (43) to which the lower, linearly movable supporting arm (32) of the lifting device is attached as part of the chain.
19. Device as defined in one or more of the preceding claims, characterized in that the supporting arms (33) of the extended supporting structure (30) are inclined towards the inside or to the outside.
20. Device as defined in one or more of the preceding claims, characterized in that the supporting arms (33, 31, 32) of the retracted supporting structure (30) are arranged towards the inside, one upon the other.
21. Device as defined in one or more of the preceding Claims, characterized in that the lifting device (29) has a raised height of 650 mm to 2.8 metres above the roof of the vehicle.
22. Device as defined in Claim 1, characterized in that the cover roof (6) incorporates flaps (60) that are located in the direction of travel and separated from each other by the width of the rocker.
23. Devices defined in Claim 1 and Claim 22, characterized in that the rocker (46) can be rotated through at least 180 degrees and when it is retracted, the horns (58) of the rocker (46) fit into the flap openings of the flaps (60).
24. Device as defined in Claim 1, characterized in that the rocker (46) is configured so that its width can be varied by means of a pneumatic drive system (59) that is arranged within the rocker body.
25. Device as defined in one or more of the preceding Claims, characterized in that the high-frequency drive (71) is a linear drive, preferably a spindle (46) with spur gearing (15) that is driven by an electric motor (14).
26. Device as defined in Claim 1, characterized in that the rocker (46) and the insulator (11) are fixed rigidly to each other, and the wearing strip (48) has a single degree of freedom for vertical movement within the rocker body.
27. Devices defined in Claim 1, characterized in that the high voltage cable (61) is a flexible conductor that is arranged in a coil around at least one length of cable (72) that extends vertically between a roller housing (63) that is secured to the insulator carrier (12) and guide rollers (68) that are secured to the base frame (4) and tensioned by a spring, with its axis aligned with that of the insulator axis (B-B).
28. Device as defined in Claim 1 and Claim 27, characterized in that the roller housing (63) has at least two rollers (66) that are adjacent to each other, over each of which is routed a cable (67) that is re routed to a very long pneumatic tensioner (69) that is secured to the base frame (4) and not aligned with the insulator axis (B-B), the pneumatic tensioner (69) being arranged between t:he two ends of the cable (67) in order to apply tension to the cable (72).
29. Device as defined in Claim 1 and Claim 25, characterized in that the spring damper unit (49) includes tension springs (54) that are extremely soft, and a rotary damper (55).
30. Method for the controlled collection of current between a contact wire and a track-bound, electrically operated, high-speed vehicle, in which the current collector that is held by the insulator can be raised or lowered vertically with the wearing strip and rocker, which includes the following steps:
a) electro-mechanical compensation for the differences in height of the caternary system in a first active regulation stage, by converting a horizontal movement into a vertical movement;
b) simultaneous movement of the current collector relative to the vertical movement described in step a) in an oscillating vertical travel during a second active regulating stage, by a high-frequency drive system, and c) simultaneous capture and damping of high-frequency vibrations as in steps a) and b) by decoupling the forces between the wearing strip and the current collector.
a) electro-mechanical compensation for the differences in height of the caternary system in a first active regulation stage, by converting a horizontal movement into a vertical movement;
b) simultaneous movement of the current collector relative to the vertical movement described in step a) in an oscillating vertical travel during a second active regulating stage, by a high-frequency drive system, and c) simultaneous capture and damping of high-frequency vibrations as in steps a) and b) by decoupling the forces between the wearing strip and the current collector.
31. Method as defined in Claim 30, characterized in that differences in height from 650 mm to 2.8 m from the vehicle roof can be balanced out.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19856637A DE19856637C2 (en) | 1998-12-03 | 1998-12-03 | Device for the controlled current draw between a contact wire and a track-bound, electrically operated high-speed vehicle |
| DE19856637.9 | 1998-12-03 | ||
| PCT/EP1999/009753 WO2000032436A1 (en) | 1998-12-03 | 1999-11-26 | Device and method for controlled current collection between a contact wire and a track-bound, electrically operated high speed vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2353579A1 true CA2353579A1 (en) | 2000-06-08 |
Family
ID=7890408
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002353579A Abandoned CA2353579A1 (en) | 1998-12-03 | 1999-11-26 | Device and method for controlled current collection between a contact wire and a track-bound, electrically operated high speed vehicle |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP1140549A1 (en) |
| JP (1) | JP2002532040A (en) |
| KR (1) | KR20010086076A (en) |
| CN (1) | CN1329548A (en) |
| AU (1) | AU2282300A (en) |
| CA (1) | CA2353579A1 (en) |
| DE (1) | DE19856637C2 (en) |
| PL (1) | PL347929A1 (en) |
| WO (1) | WO2000032436A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2952863B1 (en) * | 2009-11-23 | 2015-04-24 | Lohr Ind | MOTOR AND AUXILIARY ELECTRIC POWER CAPTOR STRUCTURE FOR A GROUND VEHICLE |
| DE102011003637A1 (en) * | 2011-02-04 | 2012-08-09 | Siemens Aktiengesellschaft | Rail vehicle with pantograph fairing |
| CN104129307B (en) * | 2014-08-19 | 2016-02-10 | 安徽理工大学 | Based on the Three-freedom-degree hybrid pantograph of two-in-parallel mechanism |
| CN105416075B (en) * | 2015-12-15 | 2018-01-19 | 郑州宇通客车股份有限公司 | A kind of pantograph and the electric automobile using the pantograph |
| CN105922876A (en) * | 2016-06-03 | 2016-09-07 | 成都格瑞思文化传播有限公司 | Pantograph |
| RU186981U1 (en) * | 2018-03-05 | 2019-02-12 | Общество с ограниченной ответственностью "Уральские локомотивы" | INSULATING PARTITION FOR ELECTRIC INSTALLATIONS |
| RU184895U1 (en) * | 2018-03-05 | 2018-11-13 | Общество с ограниченной ответственностью "Уральские локомотивы" | INSULATING PARTITION FOR ELECTRIC INSTALLATIONS |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3033449C3 (en) * | 1980-09-05 | 1990-01-04 | Messerschmitt Boelkow Blohm | TWO-STAGE SCISSORS |
| JPH0549104A (en) * | 1991-08-08 | 1993-02-26 | Hitachi Ltd | Current collector |
| JP3374469B2 (en) * | 1993-10-26 | 2003-02-04 | 株式会社日立製作所 | Current collector |
| JPH0865808A (en) * | 1994-08-19 | 1996-03-08 | Hitachi Ltd | Method and apparatus for collecting current |
| JP3775826B2 (en) * | 1994-09-26 | 2006-05-17 | 株式会社ショーワ | Direct acting pantograph device |
| JPH08223702A (en) * | 1995-02-09 | 1996-08-30 | Kinki Sharyo Co Ltd | Covering method for pantograph and pantograph device |
-
1998
- 1998-12-03 DE DE19856637A patent/DE19856637C2/en not_active Expired - Fee Related
-
1999
- 1999-11-26 EP EP99966944A patent/EP1140549A1/en not_active Withdrawn
- 1999-11-26 AU AU22823/00A patent/AU2282300A/en not_active Abandoned
- 1999-11-26 PL PL99347929A patent/PL347929A1/en unknown
- 1999-11-26 JP JP2000585098A patent/JP2002532040A/en not_active Ceased
- 1999-11-26 CA CA002353579A patent/CA2353579A1/en not_active Abandoned
- 1999-11-26 CN CN99813994A patent/CN1329548A/en active Pending
- 1999-11-26 WO PCT/EP1999/009753 patent/WO2000032436A1/en not_active Application Discontinuation
- 1999-11-26 KR KR1020017006876A patent/KR20010086076A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| CN1329548A (en) | 2002-01-02 |
| DE19856637C2 (en) | 2002-05-29 |
| WO2000032436A1 (en) | 2000-06-08 |
| JP2002532040A (en) | 2002-09-24 |
| DE19856637A1 (en) | 2000-06-15 |
| PL347929A1 (en) | 2002-04-22 |
| KR20010086076A (en) | 2001-09-07 |
| EP1140549A1 (en) | 2001-10-10 |
| AU2282300A (en) | 2000-06-19 |
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