DE102019130349A1 - Pantograph system and method for automatically connecting and / or disconnecting a pantograph system - Google Patents

Abstract

The present invention relates to a pantograph system (2) and a method for automatically connecting and / or disconnecting a pantograph system (2) for arrangement on a roof (3) of a vehicle (1), in particular an overhead line bus, with at least one pivotable pantograph (5) ), the current collector movements, in particular in the horizontal and / or vertical direction, being actively controllable by means of at least one actuator (8).

Description

The present invention relates to a pantograph system for arrangement on a roof of a vehicle, in particular a trolleybus, with at least one pivotable pantograph. The invention also relates to a method for automatically connecting and / or disconnecting a current collector system.

Corresponding current collector systems can be used in non-rail-bound or rail-bound vehicles which draw the energy required for operation at least in some areas from a contact line. These can, for example, be trolleybuses, also referred to as trolleybuses, electric trucks or other electrically powered vehicles.

Corresponding vehicles are usually supplied with energy primarily via two-pole contact line systems. For this purpose, a pantograph system can be provided on the roof of the vehicle, which can be pivoted back and forth between a rest position in which the pantograph system is not connected to the contact line and a removal position in which the pantograph system is connected to the contact line. In the wired position of the current collector system and to establish the electrical connection, the current collector, and in particular the current collector head, is pressed against the contact line with a predetermined contact force. In the disconnected state, the vehicle can in turn be powered from other energy sources, such as a battery. Such vehicles have the advantage over those that are operated with internal combustion engines, for example, that they can be operated with little noise and locally emission-free.

The pantograph system can be connected to the contact lines of a contact line network, the contact lines being in variable positions with regard to the height and the lateral position and therefore usually not being arranged exactly in the middle over a lane. The contact lines are generally designed with two poles and carry direct current, with two contact lines running parallel to each other. Each pantograph of the pantograph system can then be wired to a contact wire.

In known pantograph systems, both the wiring and the connection of the pantographs are carried out manually. For this purpose, for example by the driver, with the aid of an auxiliary rod carried along or with ropes attached to the ends of the pantograph rods, the pantographs are brought up to the contact line or removed from it. When lowered, the pantographs are locked in brackets in the rear roof area. In order to be able to simplify the wire-up process, semi-automatic systems are also known in which the wire-up process can be supported by so-called threading funnels arranged at certain points in the network. In this case, the pantographs can also be automatic, i. H. can be created from the driver's seat, provided, however, that the contact lines are exactly in the middle above the vehicle in this case.

In order to be able to connect and / or disconnect the current collector system in known vehicles, the driver must intervene. In addition, the pantograph system can usually only be wired to certain positions in the contact line system. However, these types of connection and disconnection processes are not always possible without problems and, moreover, not at every position.

Against this background, the invention has the object of specifying a pantograph system for arrangement on a roof of a vehicle, by means of which an automatic connection and / or disconnection is possible not only when the vehicle is stationary and in particular not only at predetermined positions.

According to the invention, this object is achieved in a pantograph system of the type mentioned at the outset in that the pantograph movements, in particular in the horizontal and / or vertical direction, can be actively controlled by means of at least one actuator system.

For the automatic connection and / or disconnection of a current collector system according to the invention, at least one current collector and in particular two current collectors in the manner of a two-rod system can be arranged on the roof of the vehicle. The current collectors can be placed on the roof of the vehicle in such a way that they can be pivoted about a predetermined fastening point in the vertical and horizontal directions, so that the lateral position and the height position can be varied relative to the vehicle. At least one actuator can be provided for pivoting, by means of which the current collectors can be actuated. Active control of the pantograph movements by means of the actuator makes it possible to specify the pantograph movements in such a way that automatic connection and / or disconnection at any position and without manual intervention by an additional person is possible.

In particular, those can be considered to be actively controllable within the meaning of the present invention Pantograph systems are understood in which the pantograph movements based on a knowledge-based system as well as location-specific data and / or error compensations can be controlled along a predetermined movement path. For the active control of the movements of the pantographs, in particular the contact line height can be measured initially and / or continuously at certain points in the driving network, such as at bus stop positions, assigned to the specific position and stored in a database. In this way, the data determined in this way can be used for further connection processes and taken into account in the active control of the pantograph. Precise control and, in particular, a precise wire-up process are possible in this way. The pantograph system can thus have a certain intelligence that can be used to actively control the pantograph movements. In contrast to known, passively controllable pantograph systems, targeted activation can be carried out, with individual positions in particular being specifically controllable and / or approachable.

The accuracy can be increased further and any specific position can be approached.

An advantageous embodiment of the invention provides that the current collector can be moved one after the other or at the same time in the horizontal and vertical directions. In this way, the pantograph movements and in particular the position of the pantograph can be controlled as desired and a freely selectable position can be precisely controlled. A movement in the horizontal and vertical directions one after the other could, for example, initially result in an alignment in a vertical, then in a horizontal and then again in a vertical direction. The movements can then be controlled more specifically. With a simultaneous movement there is the advantage that a predetermined path can be maintained and a gradual alignment can be avoided.

An embodiment advantageous in this context therefore provides that the current collector, and in particular a current collector rod of the current collector, can be moved along a predetermined trajectory. In this way, the current collector rod of the current collector can be actively controlled and precisely moved along a previously defined deflection curve. It is particularly advantageous if the ambient conditions, such as the vehicle position, the contact line position and the like, are taken into account when specifying the trajectory. Accidents or damage to the pantograph can be counteracted in this way. In addition, the desired end position can be reached as quickly as possible.

It is also advantageous if the movements of the pantograph can be controlled via a control unit, in particular continuously. By providing a control unit, the active control of the pantograph movements can be carried out individually adapted to the respective situation. In particular, a wide variety of data can be stored in the control unit, which can be used to determine and / or carry out the movements of the pantograph. In particular, data about the position of the vehicle and / or the contact line and / or stop information can be stored in the control unit. Alternatively or additionally, it is possible for a driver to be able to enter additional information into the control unit. In addition, the control unit can also be activated manually by the driver. The control unit can include, in particular, a stationary data memory which stores determined and / or transmitted data and information and can make them available if required. The data can preferably be updated continuously.

Particularly preferably, the current collector can be prepositioned for connection via the control unit. Such a configuration offers the advantage that the pantograph can initially be brought into a position in the vicinity of the contact line without the pantograph touching the contact line. In particular, the information available from the knowledge-based system can be used for control and regulation. The final contact, in particular the final wire-up process, can then take place on the basis of the prepositioning. Pre-positioning of the pantograph offers the particular advantage that the contact line can be approached with a comparatively fast movement, whereas the connection process itself can then take place, for example, more slowly. For example, loud wiring, for example by hitting a funnel, can be avoided. In addition, positioning errors can preferably be compensated for.

Another embodiment of the invention provides that the current collector can be moved by means of an actuating device, in particular a hydraulic and / or motorized and / or pneumatic actuating device. It is particularly preferred if the actuating device is designed as a servopneumatic actuating device, in particular with different air pressures in the air chambers of the pneumatic cylinder. The actuating device can in particular be part of the actuator system. The The actuating device can, for example, take place pneumatically by means of a proportional element or also with an electric servomotor. It has proven to be particularly advantageous if the current collectors are actuated by pneumatically operated cylinders and / or a spring system. The use of single and / or double-acting pneumatic cylinders has proven to be particularly advantageous. With the help of a corresponding actuating device, the pantograph can be raised, lowered or pivoted as required. As an alternative or in addition, further actuation devices can also be provided, for example in order to decouple the horizontal and vertical movement of the pantograph from one another.

According to a preferred embodiment, it is proposed that the current collector can be automatically connected and / or disconnected while the vehicle is moving and / or when the vehicle is standing. In particular, the current collector system can be wired on and / or off at any desired position. In this respect, it is no longer necessary for the connection and / or disconnection process to be carried out manually, for example by a driver. The flexibility and usability of a corresponding vehicle can be increased in this way. In addition, the active control of the pantograph can simplify the connection and / or disconnection process. In particular, the current collector can be wired on and / or disconnected at any position, for example after an overtaking maneuver or at bus stops.

In this context, it has proven to be advantageous if the position and / or orientation of the vehicle and / or the contact line can be determined for automatic connection and / or disconnection. The control process of the pantograph movements can preferably be carried out on the basis of the determined data, in particular via the control unit as a function of the position and / or orientation of the vehicle and / or or of the contact line. The connection and / or disconnection process can be simplified in this way. For example, the current position of the vehicle can be determined within the contact line system and / or the relative orientation of the vehicle, for example to a curb or to the contact line, can be determined. This information can be taken into account when controlling the pantograph movements. In particular, the height between the vehicle and the contact line can also be taken into account.

It is particularly advantageous if the position and / or orientation of the vehicle and / or the contact line can be determined by means of sensors, for example by means of GPS sensors, sensors on the vehicle, sensors in the vehicle environment or other vehicle information. For example, inductive sensors, magnetic sensors, optical sensors, cameras, infrared sensors or the like can be used as sensors. Depending on requirements, the sensors can be arranged on the vehicle, for example on the roof, on the side or on the underside, at a stop, in the roadway or the like. Through the data acquisition of the sensors, the relative position and / or orientation of the vehicle and / or the contact line can be determined and set in relation to one another. In this way, it is possible to obtain precise information about the path to be covered by the pantograph and thus actively control the pantograph movements in accordance with the current specifications. As an alternative or in addition to the sensors, corresponding counter-elements can particularly preferably be used, such as magnets or the like arranged in the roadway.

The position of the vehicle can be determined, in particular by means of a GPS sensor, and stored continuously in the control unit. Particularly preferably, the position of the vehicle can thus be determined at any point in time in the overhead line network and this can be related to other data. For example, it can also be determined whether the vehicle is approaching a stop, has stopped there, or the like.

By determining the orientation of the vehicle, the angle between the outer contour of the vehicle and, for example, a curb, a lane marking or the catenary can be determined. In this way, knowledge can be obtained about the orientation of the vehicle and, in particular, also how the pantograph is oriented. This can then be taken into account when controlling the pantograph movements.

According to a preferred embodiment, the pantograph movement can be controlled as a function of the determined positions and / or orientations of the vehicle and / or the contact line. By determining the position and / or orientation of the vehicle and its relationship to the contact line, the movements can be adapted according to the current conditions and the pantographs can be controlled as required. In this respect, the current status can always be taken into account and reliable connection and / or disconnection can be carried out.

It is also advantageous if the position and / or orientation data are continuously determined and stored in the control unit. In this way, a data record can be created which always contains the current position and / or Alignment data, in particular of the contact line system, contains. The pantograph movements can then be additionally controlled based on this information. Alternatively or additionally, the data determined in this way can also be transmitted to other control units of other vehicles, for example wirelessly, so that the recorded information is also available in these vehicles. By storing the determined data, it is not absolutely necessary to determine the current position and / or orientation for connection and / or disconnection, but rather an existing data record can also be used. For example, information about the stop and / or the like can also be stored in the control unit.

The connection process can preferably be carried out using a funnel or without a funnel. The connection process by means of a funnel offers the advantage that the current collector can be brought up to the contact line by means of a guided movement and the current collector head can be pressed against the contact line by means of a predetermined directed force so that electrical contact can be established. The use of funnels can further simplify wiring, especially at critical points. In the event that the connection process takes place without a funnel, the connection can be designed to be less complex, and so automatic connection can take place over the entire route, for example in the case of double or multiple cable routing, on routes with bidirectional or multi-lane operation. In this case, it is not necessary to provide funnels at a large number of positions which enable a wire-on process.

In a further development of the invention, it is proposed that the contact line height, and thus the funnel height, can be determined and assigned to a position, in particular a stop, for the connection. Particularly preferably, the height of the contact line can be determined by means of sensors and stored in the control unit. The determined contact line height can also be assigned to a specific position and in particular to a stop. This information can also preferably be determined by means of a location system, such as GPS sensors, sensors on the pantograph head, sensors in the vehicle environment or through passenger information, and stored in the control unit if required. A precise correlation can then be established by comparing the vehicle position with the position of the measured contact line height. The pantograph movements can then be initiated at the corresponding position and controlled according to the determined contact line height. The data determined in this way can then be used as part of the knowledge-based system for future wiring processes and, in particular, the pantograph movements can be actively controlled accordingly.

It is particularly advantageous if the determined contact line height, and thus the funnel height, can be compared with the vehicle position by means of the control unit and the pantograph position can be determined therefrom. The pantograph can preferably be prepositioned while the vehicle is in motion. By comparing the data accordingly and regulating the pantograph movements, the connection process can be accelerated so that it is no longer necessary, for example, for passengers to wait for the connection process at the bus stop. Particularly preferably, the height of the contact line can be determined initially and / or continuously and stored in the control unit. In particular, the height of the contact line can be assigned to a specific position, such as a stop, from which information for future wiring processes can be derived.

In order to preposition the current collector, the current collector rods are advantageously accelerated quickly in a first step and braked before the end position is reached. For the connection and / or disconnection process, the pantograph can be accelerated as quickly as possible by dynamic regulation and active control of the pantograph movements and braked before the contact line is reached. The current collectors can then slowly and quietly be brought up to the contact line, in particular the funnel, and brought into contact with the contact line. In this way, reliable and low-noise wiring is possible, even when using funnels. Alternatively or additionally, however, a funnel-free connection can also be used. Here, too, the height of the contact line can be set in relation to the vehicle position, thus bringing about a reliable connection process.

According to a further embodiment of the invention, the tilt angle can be calculated and / or measured in order to compensate for an inclined position of the vehicle and the current collector can be aligned in particular horizontally and / or vertically. By determining the tilt angle, as occurs, for example, when the vehicle is kneeling or when the road is inclined, the inclined position of the bus can be taken into account when controlling the pantograph movements. In this context, kneeling can be understood as the process in which the entry side of the vehicle is lowered so that passengers, for example wheelchair users, strollers or the like, can get on at ground level. In this way, reliable connection and / or disconnection can be achieved guaranteed regardless of whether the vehicle is kneeling or not. In particular, the inclined position of the roof and thus of the pantograph system caused by the kneeling can be compensated.

In this context, it is particularly preferred if the current collector position can be corrected by the tilt angle. In particular, the vertical alignment of the pantograph position can be corrected by the control unit by the tilt angle. In this way, a vertical alignment of the current collector can be achieved and thus a reliable connection process can be guaranteed. Particularly preferably, the current collector can be guided vertically upwards, regardless of the inclined position of the vehicle.

It is also preferred if the tilt angle can be determined by means of a sensor. In this way, the pantograph can be guided vertically upwards, regardless of the lateral inclination of the vehicle. The measurement can particularly preferably be determined using an inclination sensor or a direction sensor. It has proven to be particularly advantageous if sensors already present in the vehicle are used to determine the tilt angle, which sensors additionally transmit the determined data to the control unit.

Alternatively or additionally, the control of the tilt angle for kneeling the vehicle by a driver can also be used as an additional useful signal for controlling the pantograph in the control unit. In this way, the control loop of the control unit can be further enlarged and additional information for pantograph control can be used. In this way, the wiring process can be further improved. In addition, it is conceivable that only the signal used to control the tilt angle is used to control the pantograph.

It is also preferred if a setpoint value for the vertical and / or horizontal deflection of the pantograph can be determined by means of the tilt angle determined and / or predetermined by the driver and the inclined position of the vehicle can thus be compensated. In this respect, the wiring process can take place reliably regardless of the respective orientation of the vehicle. In particular, it is not necessary to arrange any funnels differently. However, configurations are conceivable in which the funnels can also be arranged at an angle in order to further simplify the wiring process.

A preferred embodiment also provides that the current collector can be guided vertically and / or horizontally in the direction of the contact line. In this way, reliable connection can be guaranteed, regardless of whether the vehicle is in an inclined position or not.

A preferred embodiment further provides that the pantograph can be actively carried along while driving in order to avoid derailments, in particular dewiring. In this way, it is no longer necessary to reduce the speed of the vehicle in the area of danger or problem areas in order to be able to drive through them without any problems.

In particular, the control unit can be designed in such a way that problem areas can be identified and predetermined, in particular location-specific, countermeasures can be initiated. Corresponding countermeasures, which can be initiated as required, can particularly preferably be stored in the control unit for this purpose. In this way, in particular through the data stored in the control unit, corresponding derailment problems can be foreseen and avoided from the outset, whereby the attractiveness and reliability of the use of the vehicle can be increased.

For this purpose, it is particularly preferred if data stored in the control unit, in particular vehicle, route and / or contact line data, can be evaluated for the detection of danger spots. The analysis of this data can identify problem areas and derailment risks, e.g. B. can be determined as a function of the vehicle speed. Finally, standardized countermeasures can be programmed and called up if necessary. The evaluated data can then be used in particular as input signals for controlling the pantograph movements.

According to a further embodiment, it is provided that the current collector can be controlled in such a way that centrifugal forces that occur can be compensated. During fast cornering, the pantograph is pressed towards the outside of the curve by centrifugal force, which increases quadratically with the speed. In order to be able to counteract an impending derailment, the pantograph can preferably be controlled in such a way that these centrifugal forces are counteracted in order to minimize the risk of derailment.

In particular in the area of cornering, it has proven to be advantageous if the current collector can be pushed in the direction of the inside of the curve. In this way, the outside world directed force counteracts and a derailment can be prevented.

In this context, it is advantageous if, in order to adapt the movements of the pantograph to the contact line, the pantograph can be actively carried along and / or pushed forward. In particular, in contact lines with large changes in direction, z. B. switches, the pantograph are actively carried and / or pushed forward so that the movements of the pantograph are optimally adapted to the contact line. In addition, height differences in the catenary suspension, as can be the case with bridges or underpasses, for example, can be supported by an active and, in particular, vertical pantograph control.

Finally, it is advantageous if the pantograph movements can be controlled in the vertical direction in order to compensate for height differences between the vehicle and the contact line. Alternatively or additionally, when driving through a switch, for example, the change in direction of the horizontal angle of the pantograph can be checked for plausibility with the steering angle of the front wheels of the vehicle. In this way, an incorrectly set switch could be detected at an early stage and automatic wiring suggested to the driver. In this way, derailments or problem areas can be counteracted reliably.

It is also preferred if the pressure force between the pantograph, and in particular the pantograph head of the pantograph, and the contact wire can be adjusted while driving. In particular, due to the vertical controllability of the current collector rods, the pressing force with which the current collector head of the current collector is pressed against the contact wire can be varied. For example, it is possible to drive at critical points with a higher pressure force and / or at uncritical points with a lower pressure force. In this way, the pressing force can always be set to the locally required value and the wear on the pantograph head and on the contact wire caused by the pressing force can be minimized.

Another preferred embodiment of the invention provides that the current collector can be pre-positioned manually by the driver, in particular to compensate for position errors. For example, if the vehicle is in an incorrect position, i.e. has parked too far from the curb or the road position does not allow correct positioning due to the weather, this incorrect position can be compensated for and taken into account in particular when activating the pantograph. In such cases it is no longer necessary to carry out manual wiring. Rather, the driver can compensate for the incorrect position of the vehicle through automatic pre-positioning and active control of the pantograph. Particularly preferably, the current collector can be prepositioned on the contact line for connection with the aid of a funnel.

In this context, it is particularly preferred if the position of the current collector can be prepositioned in predefined deflection steps. In this way, the current collector can be deflected either automatically by the control unit or manually by the driver, continuously or in predefined deflections, in particular laterally. In this way, pre-positioning in steps of, for example, 25 cm, i.e. H. particularly preferably by 25 cm, 50 cm, 75 cm and / or 100 cm, are deflected. It is particularly preferred if the pantograph can be deflected to the right for right-hand traffic and to the left of the pantograph for countries with left-hand traffic. Alternatively or additionally, the contact line position can be determined, so that excessive deflection of the pantograph is limited and tilting of the pantograph head, for example in the funnel, can be prevented. When wiring in without a funnel, in particular by means of a guide bracket on the current collector head, the current collector head of the current collector can be aligned in the direction of the contact line before the wiring is carried out. In this way, a larger work area can be realized.

It is also advantageous if the contact line position can be determined by means of sensors and the current collector can be prepositioned accordingly. In particular, these data can be made available on the one hand to the control unit and on the other hand to the bus driver. The bus driver can receive this information and in particular, for example by pressing a button, confirm this suggestion for prepositioning or correct the positioning. In this way, the wiring process can be further simplified.

According to a further preferred embodiment, the height of the contact line can be measured in relation to the position, in particular continuously, and can be stored in the control unit. In this way, the position of the contact line is known at all times and can be used accordingly to control the pantograph. In this respect, fully automatic wiring can also be carried out without a funnel.

Particularly preferably, the contact line position and / or alignment by means of sensors for the measurement of the angle of the pantograph rods and / or a cable drum speed detection can be determined. In particular, angle sensors that are already present for the vertical and / or horizontal deflection of the pantograph can be used to determine the contact line position and / or alignment. As an alternative or in addition, the position of the contact line can also be detected using previously measured and / or stored data with regard to the height of the contact line. In particular, the data acquisition and / or storage can take place as a function of the position.

It is also advantageous if the height of the contact line can be determined and stored as a function of the temperature. In this way, the factors that influence the height of the contact line and thus also the connection and / or disconnection process can be taken into account when activating the pantograph. In this way, a reliable connection can be made at any position while neglecting external influences. Height differences caused by temperature fluctuations can be compensated in this way.

Alternatively or additionally, it can be provided that the height of the contact line can be determined and stored as a function of whether the current collector is wired and is pressed against the contact wire with a pressure force. By knowing this dependency, it can be determined whether the height of the contact line generally corresponds to this height or whether it is kept up, for example by the pantograph. This can then also be taken into account during automatic connection. In particular, not inconsiderable height variances, which are caused by the current collector itself, can be compensated for. Particularly preferably, a correction factor can be determined and stored, which takes the current collector state into account. The quotient from the difference between the angles in the connected state and the non-wired state can be used particularly advantageously as a correction factor. Balancing effects can also be taken into account.

In addition, the suspension height of the contact line on a line can vary. Because of this, it can be provided that changes in height are considered and taken into account in relation to the position and in particular with regard to the position accuracy. In particular, height variances can be determined from this.

It is also advantageous if the wire-on and / or wire-off process can be initiated in a position-controlled manner and / or manually. In this respect, the connection and / or disconnection process can take place in particular at positions which are suitable for this. This can be, for example, switches, transitions from contact lines or transitions to areas without contact lines. An automatic connection and / or disconnection process can also take place, for example, during overtaking maneuvers or multi-lane lanes.

It is also advantageous if a control current can be used to determine whether the connection process has been successfully completed. In particular, it can be determined whether the current collector head of the current collector has come into correct contact with the contact line and thus energy can be absorbed via the contact line. Alternatively or additionally, correct contacting can be determined, for example also via sensors.

Finally, a further embodiment of the invention provides that the vehicle position and / or orientation can be determined by means of magnets arranged in the roadway and magnetic sensors arranged on the vehicle. In this way, the vehicle position and / or orientation can be reliably detected and stored in relation to the vehicle surroundings. In this respect, it is possible to know the exact position and orientation of the vehicle and to take this into account when actively controlling the pantograph movements. In particular, a contactless and thus also weather-independent detection can take place.

It is particularly preferred if, in order to determine the vehicle position and / or orientation, the angle between the vehicle, in particular the outside of the vehicle, and the edge of the road, in particular the curb edge, can be determined. By knowing the angle between the vehicle and the edge of the road, additional information for the active pole control can be obtained and this can be taken into account in the pantograph control.

Alternatively or additionally, the detection of the vehicle position and / or orientation can also take place by means of other sensors, such as cameras, laser scanners or the like, which can particularly preferably be arranged on the vehicle or on the edge of the vehicle. In this context, it is advantageous if the vehicle position and / or orientation can be determined by means of sensors arranged at a stop, in particular by means of a camera.

A further embodiment provides that the current collector, in particular the upper end of the current collector rod of the current collector, has signal lighting by means of which a current collector movement can be displayed during connection and / or disconnection. In this way, for example by flashing the following Traffic, such as buses as well as vehicles with high superstructures, can be visually indicated that the pantograph poles are in motion. Particularly preferably, it can be identified in this way that the rods move away from the contact wire, for example during the wire-up process, or move towards the contact wire, for example during the wire-up process. In this way, security can be further increased.

Furthermore, the signal lighting can be activated if the pantograph rods are exposed at a large angle (lateral offset to the contact wire) and if the pantograph rods derail.

In a method according to the invention of the type mentioned at the outset, the object is achieved in that the current collector movements, in particular in the horizontal and / or vertical direction, are actively controlled by means of a drive.

The same advantages result which have already been described in connection with the pantograph system. All the features could also be used alone or in combination in the method according to the invention.

A preferred embodiment of the method provides that the positions and / or orientations of the vehicle and / or the contact line are determined for automatic connection and / or disconnection and the movements of the pantograph are controlled as a function thereof. In this way it is possible to carry out an automatic connection and / or disconnection at any position and with any orientation of the vehicle, independently of the contact line. To this extent, it is not necessary to provide a large number of funnels or the like. By actively controlling the movements of the pantograph, a dynamic movement can be achieved and thus a reliable connection and / or disconnection process can be carried out.

It is particularly preferred that, in the event of a hazard point and / or a hazardous situation, a warning is output and / or an automatic wire-off process is initiated. In this way, damage and / or injuries, for example to people in the vicinity of the vehicle, can be counteracted. In this case, the driver has the option of actively influencing the pantograph system and thus counteracting problems.

The features described using the method can also be used alone or in combination in the pantograph system. The advantages already mentioned arise here as well.

• 1 eine schematische Darstellung eines Fahrzeugs mit einem Stromabnehmersystem, und
• 2a, b schematische Darstellungen eines Fahrzeugs in Draufsicht mit unterschiedlichen Ausrichtungen, und
• 3a, b schematische Darstellungen eines Fahrzeugs und der Stromabnehmer mit und ohne Kneeling.

The pantograph system according to the invention will be described in more detail below using an exemplary embodiment. Herein shows:

• 1 a schematic representation of a vehicle with a pantograph system, and
• 2a, b schematic representations of a vehicle in plan view with different orientations, and
• 3a, b schematic representations of a vehicle and the pantograph with and without kneeling.

In the 1 is a schematic view of a vehicle 1 with a pantograph system according to the invention 2 shown which one on the roof 3rd of the vehicle 1 , preferably a trolleybus, is arranged. Via the pantograph system 2 can establish an electrical connection between the vehicle 1 and a catenary 4th getting produced.

The pantograph system 2 has two pantographs according to the present embodiment 5 on, which can be pivoted and rotated on the roof 3rd of the vehicle 1 are attached. Any pantograph 5 has a pantograph rod 6th , a pantograph head 7th as well as an actuator 8th , in particular a drive, for the lifting and / or pivoting movements of the pantograph 5 on. The pantograph heads 6th are designed in the manner of grinding shoes, on which the current collector rods are connected to the side to facilitate the connection 6th to the catenary 4th Guide devices can be provided.

The actuators 8th includes the pantograph 5 actuating actuating device, in particular a hydraulic and / or motorized and / or pneumatic actuating device, which, for example, can be actuated pneumatically by means of a proportional element or also with an electric servomotor. In the present exemplary embodiment, the actuator system 8th and in particular the actuating device is designed as a combination of pneumatically operated cylinders and a spring system. The use of single and / or double-acting pneumatic cylinders has proven to be particularly advantageous. With the help of appropriate actuators 8th can the pantograph 5 can be raised, lowered or pivoted as required. As an alternative or in addition, further actuation devices can also be provided, for example for the horizontal and vertical movement of the pantograph 5 to decouple from each other.

The pantograph 5 , especially the pantograph poles 6th , on the one hand, can be rotated around a vertical axis in order to be able to carry out a lifting movement. On the other hand, there are the pantographs 5 , especially the pantograph poles 6th , arranged to be pivotable in the horizontal direction in order to be able to perform a pivoting movement. To enable this freedom of movement, the pantographs 5 , for example by means of a joint with the roof 3rd of the vehicle 1 , be connected. In particular are the pantographs 5 Can be moved one after the other or simultaneously in the horizontal and vertical directions. The movement takes place via the actuators 8th . On the one hand, it is possible, for example, for a lifting movement to take place first, then a lateral pivoting movement and a renewed lifting movement, in order to then press against the contact line 4th to reach. As an alternative or in addition, these movements can also be carried out simultaneously, and the pantographs 5 , for example, are moved along a predetermined trajectory.

For automatic connection and / or disconnection of the pantograph system 2 can see the movements of the pantograph 5 , in particular in the horizontal and / or vertical direction, are actively controlled. In this way, an automatic connection and / or disconnection process can be carried out, regardless of the current position of the vehicle 1 and / or the catenary 4th , respectively. There is a control unit for this 9 provided by means of which the movements of the pantograph 5 , in particular continuously, can be controlled.

In the control unit 9 In particular, data can be stored which contain information about the vehicle position, vehicle orientation and / or contact line position and / or orientation. In particular, those in the control unit 9 stored data can be continuously determined and saved. In addition, in the control unit 9 , for example also danger spots or the like, can be stored so that when corresponding positions are reached P. predetermined actions can be carried out and, for example, an automatic wire-off process can be initiated. Look at the so in the control unit 9 The stored data can be used to check the relationship between the individual parameters and, as a result, a targeted movement of the pantograph 5 can be derived.

Such pantograph systems can in particular be actively controllable in the sense of the present invention 2 be understood, in which the pantograph movements based on a knowledge-based system as well as location-specific data and / or error compensations can be controlled along a predetermined movement path. For active control of the pantograph movements 5 can in particular the height of the contact line H at certain points in the transport network, such as at stop positions, initially and / or continuously measured, the specific position P. assigned and stored in a database. In this way, the data determined in this way can be used for further connection processes and for the active control of the pantograph 5 must be taken into account. Precise control and, in particular, a precise wire-up process are possible in this way. The pantograph system 2 can thus have a certain intelligence that can be used to actively control the pantograph movements. In contrast to known passively controllable pantograph systems 2 a specific control can be carried out, in particular individual positions P. can be controlled and / or approached in a targeted manner. The accuracy can be further increased and any specific position P. be approached.

The position and / or orientation of the vehicle 1 and / or the catenary 4th is with the help of sensors 10 determinable. For this purpose, sensors in particular 10 be provided, for example GPS sensors, sensors 10 at the vehicle 1 , Sensors 10 in the vehicle environment or other vehicle information, such as stop information, by means of which the position P. and / or alignment α of the vehicle 1 and / or the catenary 4th is possible. The pantograph movements can then depend on the positions determined P. and / or alignments α of the vehicle 1 and / or the catenary 4th being controlled.

As exemplified in the 2a and b is shown, for example, via magnets arranged in the roadway 11 and on the vehicle 1 arranged magnetic sensors 10 or also, for example, by sensors 10 such as cameras or the like, the position at the stop P. and alignment α of a vehicle 1 be determined. This can also be helpful in particular for applications such as driverless driving. About the magnets 11 and / or the sensors 10 can adjust the alignment α of the vehicle 1 and especially the angle α between vehicle 1 and a curb 12th be determined. This information can then be used in controlling the movements of the pantographs 5 taken into account and thus a safe connection process can be carried out.

Like this further 3a and b can show to also other orientations of the vehicle 1 in controlling the pantograph 5 to be included can alternatively or additionally, for example, be the tilt angle β , which is caused by the lean of a vehicle 1 arises to be determined to compensate the pantograph 5 in particular to be able to align vertically. Holds the vehicle, for example 1 at a bus stop and goes into what is known as kneeling, the pantograph position can be adjusted by the tilt angle β Getting corrected. The tilt angle β is in particular by means of a sensor 10 or can also be determined by further vehicle information. The control of the tilt angle β of the vehicle 1 by a driver can also be used as an additional useful signal to control the pantograph 5 in the control unit 9 be used and included. By means of the tilt angle determined and / or specified by the driver β a setpoint is specified which is used for the vertical and / or horizontal deflection of the pantograph system 2 can be used to adjust the lean angle of the vehicle 1 to compensate. To that extent is the pantograph 5 generally vertical in the direction of the catenary 4th manageable.

In order to be able to ensure reliable connection even at different positions in the contact line network, the contact line height can also be used H and thus the funnel height, if one is available, determined and a certain position P. , in particular a stop, are assigned. The determined contact line height H can also use sensors 10 detected and in the control unit 9 be deposited. By means of the control unit 9 can then be the height of the contact line H with the vehicle position P. compared and from this the pantograph position can be determined.

The current collectors are used to further simplify the wiring process and to avoid undesirably hard wiring 5 for wiring additionally via the pantograph control unit 9 pre-positionable. In particular, it can be used to preposition the pantograph 5 can be accelerated quickly in a first step and decelerated before reaching the end position. For pre-positioning, dynamic control can be used to reach the contact line as quickly as possible 4th with pre-positioned pantographs 5 can be achieved. For this purpose, the height of the contact line can be measured and, in particular, a specific position P. be assigned.

To compensate for position errors, the pantograph 5 can also be pre-positioned manually by the driver. This gives the driver the opportunity to position the vehicle incorrectly 1 , for example if it is too far from the curb 12th away or it is not in the correct position due to weather conditions, for example P. could take the possibility of a prepositioning of the pantograph 5 to compensate. The position of the pantograph 5 can be prepositioned for this in predefined deflection steps, for example in 25 cm steps. That means that the bus driver can manually steplessly

or change the pantograph position in predefined deflections. For example, it can be prepositioned to the side by 25 cm, 50 cm, 75 cm or 100 cm. In addition, sensors 10 a pre-positioning can be calculated and suggested to the bus driver. The bus driver could then confirm this suggestion or correct the positioning at the push of a button.

The pantograph 5 can while driving and / or in a standing position of the vehicle 1 can be automatically connected and / or disconnected. In order to be able to counteract problems such as derailments or the like, the active pantograph control can also be used. Based on in the control unit 9 stored data or by sensors 10 Determined data can be identified and stored, in particular with reference to the contact line network, problem areas. For example, a possible derailment can be foreseen and appropriate countermeasures initiated. This can be done in the control unit 9 stored data can be evaluated. The analysis of this data can identify problem areas and derailment risks, e.g. B. can be determined as a function of the vehicle speed. Finally, standardized countermeasures can be programmed. In particular, for the detection of danger spots in the control unit 9 stored data, in particular vehicle, route and / or contact line data, are evaluated.

The pantographs are used to counteract centrifugal forces 5 furthermore controllable in such a way that these forces can be counteracted. This can be helpful, for example, when cornering quickly. Because that's where the pantographs are 5 pushed to the outside of the curve by centrifugal force, which increases the square of the speed. In order to counteract an impending derailment, the pantographs are used 5 controlled in such a way that they compensate for the centrifugal forces, the current collectors 5 be pressed towards the inside of the curve with the same force as the centrifugal force calculated in real time. When cornering speeds in special places of the physical limits of the pantograph 5 are limited, these limits can be set with the help of the control unit 9 be expanded.

Alternatively or additionally, overhead lines 4th with a large change of direction, such as switches, the movements of the pantograph 5 to the catenary 4th be carried out in such a way that the pantograph 5 is actively carried along and / or pushed forward. This allows the movements of the pantograph 5 optimally the catenary 4th be adjusted. To compensate for height differences between the vehicle 1 and the catenary 4th the pantograph movements can also be controlled in the vertical direction. Steep height differences in the catenary suspension, as is the case with bridges or underpasses, for example, can be supported by the active vertical pantograph control.

In case the active regulation of the pantograph 5 cannot prevent a derailment, an early warning can be sent to the bus driver. When driving through a switch, the control unit could 9 for example the change in direction of the horizontal angles of the pantographs 5 with the steering angle of the front wheels of the vehicle 1 be checked for plausibility. A wrongly set point could be detected early and automatic wiring suggested to the bus driver. Alternatively, automatic wiring could also be initiated.

In order to enable fully automatic wiring at any position, the height of the contact line in relation to the position P. in particular measured continuously and in the control unit 9 can be saved. The contact line position and / or alignment can in particular by means of angle sensors 10 and / or a cable drum speed detection can be determined. Since the catenary 4th expand at high temperatures and thus sag more, this can lead to significant differences in height of the contact lines 4th result. In this respect, it is also provided that the height of the contact line is stored as a function of the outside temperature. In addition, the continuous measurement of the contact line 4th the stored contact line height is constantly updated during passenger operation. There also the suspension heights of the catenary 4th can vary on a line, the changes in altitude can be viewed in relation to the GPS accuracy and the altitude variances can be determined and stored. Since also the pantograph 5 If the cable does not bend insignificantly, it can be assumed that the measured angle of the angle sensor has a different height of the current collector head 7th represents if the connection has been made or not. By continuously measuring the contact line 4th can be taken into account whether the pantograph head 7th wired up, the pole 6th bent and the catenary 4th is pushed up. A correction in the assignment of the angle to the catenary height can be made. Furthermore, the height of the contact line can also be measured manually or the setpoint value of the angle of the vertical angle sensor 10 for the appropriate height of the pantograph head 7th can be determined when connecting. Finally, the difference in the angle in the wired state and not wired state can be measured and z. B. its quotient can be used as a correction factor. The length of the guide bracket of the pantograph head 7th can also be determined in order to cover height variances.

The wiring process can preferably be carried out both while the vehicle is moving and while it is standing. In particular in the case of a standing connection, the connection can be prepared while driving by the current collector 5 be pushed down. Only when standing are the pantographs 5 then raised.

By means of the prescribed automatic connection and disconnection process by an active pantograph control, automatic connection and disconnection can take place both while driving and while standing. In addition, the automatic connection and / or disconnection process can be carried out at any position. It is therefore no longer necessary to carry out manual connection or disconnection processes or to limit these to a position at which a funnel is provided.

List of reference symbols

1

vehicle

2

Pantograph system

3

Vehicle roof

4th

Catenary

5

Pantograph

6th

Pantograph rod

7th

Pantograph head

8th

Actuators

9

Control unit

10

sensor

11

Magnets

12th

Curb edge

P

position

H

Catenary height

α

Alignment

β

Tilt angle

Claims (45)

Current collector system for arrangement on a roof (3) of a vehicle (1), in particular a trolleybus, with at least one pivotable current collector (5), characterized in that the Current collector movements, in particular in the horizontal and / or vertical direction, can be actively controlled by means of at least one actuator system (8). Pantograph system according to Claim 1 , characterized in that the current collector (5) can be moved successively or simultaneously in the horizontal and vertical directions. Pantograph system according to one of the Claims 1 or 2 , characterized in that the current collector (5) can be moved along a predetermined trajectory. Current collector system according to one of the preceding claims, characterized in that the movements of the current collector (5) can be controlled, in particular continuously, via a control unit (9). Pantograph system according to Claim 4 , characterized in that the current collector (5) can be prepositioned for connection via the control unit (9). Current collector system according to one of the preceding claims, characterized in that the current collector (5) can be moved by means of an actuating device, in particular a hydraulic and / or motorized and / or pneumatic actuating device. Current collector system according to one of the preceding claims, characterized in that the current collector (5) can be automatically connected and / or disconnected while the vehicle (1) is in motion and / or in a standing position. Pantograph system according to Claim 8 , characterized in that the position (P) and / or orientation (α) of the vehicle (1) and / or the contact line (4) can be determined for automatic connection and / or disconnection. Pantograph system according to Claim 8 , characterized in that the position (P) and / or orientation (α) of the vehicle (1) and / or the contact line (4) by means of sensors (10), in particular by means of GPS sensors, sensors (10) on the vehicle (1 ), Sensors (10) in the vehicle environment or other vehicle information can be determined. Pantograph system according to one of the Claims 8 or 9 , characterized in that the pantograph movement can be controlled as a function of the determined position (P) and / or orientation (α) of the vehicle (1) and / or the contact line (4). Pantograph system according to one of the Claims 8 to 10 , characterized in that the position and / or orientation data are continuously determined and stored in the control unit (9). Current collector system according to one of the preceding claims, characterized in that the connection process can take place by means of a funnel or without a funnel. Current collector system according to one of the preceding claims, characterized in that the contact line height (H) can be determined for connection and can be assigned to a position (P), in particular a stop. Pantograph system according to one of the preceding claims, characterized in that the determined contact line height (H) can be compared with the vehicle position (P) by means of the control unit (9) and the pantograph position can be determined therefrom. Current collector system according to one of the preceding claims, characterized in that for pre-positioning the current collector (5) the current collector rods (6) of the current collector (5) are accelerated rapidly in a first step and decelerated before reaching the end position. Pantograph system according to one of the preceding claims, characterized in that the tilt angle can be measured and / or calculated and the pantograph (5) can be aligned horizontally and / or vertically in order to compensate for an inclined position of the vehicle (1). Pantograph system according to Claim 16 , characterized in that the pantograph position can be corrected by the tilt angle. Pantograph system according to one of the Claims 16 or 17th , characterized in that the tilt angle can be determined by means of a sensor (10). Pantograph system according to one of the Claims 16 to 19th , characterized in that the control of the tilt angle for kneeling the vehicle (1) by a driver can be used as an additional useful signal for controlling the pantograph (5) in the control unit (9). Pantograph system according to one of the Claims 16 to 19th , characterized in that by means of the tilt angle determined and / or predetermined by the driver, a setpoint value for the vertical and / or horizontal deflection of the Current collector (5) can be determined and so the inclined position of the vehicle (1) can be compensated. Current collector system according to one of the preceding claims, characterized in that the current collector (5) can be guided vertically and / or horizontally in the direction of the contact line (4). Pantograph system according to one of the preceding claims, characterized in that the pantograph (5) can be actively carried along while driving in order to avoid derailments. Current collector system according to one of the preceding claims, characterized in that the control unit (9) is designed in such a way that problem areas can be identified and predetermined, in particular location-specific, countermeasures can be initiated. Pantograph system according to one of the preceding claims, characterized in that data stored in the control unit (9), in particular vehicle, route and / or contact line data, can be evaluated for the detection of danger spots. Current collector system according to one of the preceding claims, characterized in that the current collector (5) can be controlled in such a way that centrifugal forces that occur can be compensated. Current collector system according to one of the preceding claims, characterized in that the current collector (5) can be pushed in the direction of the inside of the curve. Pantograph system according to one of the preceding claims, characterized in that the pantograph (5) can be actively carried along and / or pushed forward in order to adapt the movements of the pantograph (5) to the contact line (4). Pantograph system according to one of the preceding claims, characterized in that the pantograph movements can be controlled in the vertical direction to compensate for height differences between the vehicle (1) and the contact line (4). Pantograph system according to one of the preceding claims, characterized in that the pressure force between the pantograph (5), and in particular the pantograph head (7) of the pantograph (5), and the contact line (4) can be adjusted while driving. Current collector system according to one of the preceding claims, characterized in that the current collector (5) can be pre-positioned manually by the driver, in particular to compensate for position errors. Current collector system according to one of the preceding claims, characterized in that the position of the current collector (5) can be prepositioned in predefined deflection steps, in particular in 25 cm steps. Current collector system according to one of the preceding claims, characterized in that the contact line position can be determined by means of sensors (10) and the current collector (5) can be prepositioned accordingly. Pantograph system according to one of the preceding claims, characterized in that the contact line height (H) in relation to the position (P), in particular continuously, can be measured and stored in the control unit (9). Pantograph system according to one of the preceding claims, characterized in that the contact line position and / or alignment can be determined by means of sensors (10) for measuring the angle of the pantograph rods (6) and / or a cable drum speed detection. Current collector system according to one of the preceding claims, characterized in that the height of the contact line (H) can be determined and stored as a function of the temperature. Pantograph system according to one of the preceding claims, characterized in that the contact line height (H) can be determined and stored as a function of whether the pantograph (5) is wired and pressed against the contact line (4) with a pressure force. Current collector system according to one of the preceding claims, characterized in that the wire-on and / or wire-off process can be initiated in a position-controlled and / or manual manner. Current collector system according to one of the preceding claims, characterized in that a control current can be used to determine whether the connection process has been successfully completed. Current collector system according to one of the preceding claims, characterized in that the vehicle position (P) and / or orientation (α) can be determined by means of magnets (11) arranged in the roadway and magnetic sensors (10) arranged on the vehicle (1). Current collector system according to one of the preceding claims, characterized in that characterized in that the angle (α) between the vehicle (1), in particular the outside of the vehicle, and the edge of the road (12), in particular the curb, can be determined to determine the vehicle position (P). Current collector system according to one of the preceding claims, characterized in that the vehicle position (P) and / or orientation (α) can be determined by means of sensors (10) arranged at a stop, in particular by means of a camera. Current collector system according to one of the preceding claims, characterized in that the current collector (5), in particular the upper end of the current collector rod (6) of the current collector (5), has signal lighting by means of which a current collector movement can be displayed during connection and / or disconnection . Method for automatically connecting and / or disconnecting a pantograph system (2) for arrangement on a roof (3) of a vehicle (1), in particular a trolleybus, with at least one pivotable pantograph (5), characterized in that the pantograph movements, in particular in horizontal and / or vertical direction, can be actively controlled by means of at least one drive (8). Procedure according to Claim 43 , characterized in that the position (P) and / or orientation (α) of the vehicle (1) and / or the contact line (4) is determined for automatic connection and / or disconnection and, as a function thereof, the movement of the pantograph (5) is controlled. Method according to one of the Claims 43 or 44 characterized in that in the event of a danger point or dangerous situation, a warning is issued and / or an automatic wire-off process is initiated.

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