EP1901324B1 - Interrupteur à vide - Google Patents

Interrupteur à vide Download PDF

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Publication number
EP1901324B1
EP1901324B1 EP07014808A EP07014808A EP1901324B1 EP 1901324 B1 EP1901324 B1 EP 1901324B1 EP 07014808 A EP07014808 A EP 07014808A EP 07014808 A EP07014808 A EP 07014808A EP 1901324 B1 EP1901324 B1 EP 1901324B1
Authority
EP
European Patent Office
Prior art keywords
switching
vacuum switch
main spring
latching bar
rod
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.)
Active
Application number
EP07014808A
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German (de)
English (en)
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EP1901324A2 (fr
EP1901324A3 (fr
Inventor
Vladimir Matena
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaltbau GmbH
Original Assignee
Schaltbau GmbH
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Publication date
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Publication of EP1901324A2 publication Critical patent/EP1901324A2/fr
Publication of EP1901324A3 publication Critical patent/EP1901324A3/fr
Application granted granted Critical
Publication of EP1901324B1 publication Critical patent/EP1901324B1/fr
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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H33/00—High-tension or heavy-current switches with arc-extinguishing or arc-preventing means
    • H01H33/60—Switches wherein the means for extinguishing or preventing the arc do not include separate means for obtaining or increasing flow of arc-extinguishing fluid
    • H01H33/66—Vacuum switches
    • H01H33/666—Operating arrangements
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H3/00—Mechanisms for operating contacts
    • H01H3/22—Power arrangements internal to the switch for operating the driving mechanism
    • H01H3/30—Power arrangements internal to the switch for operating the driving mechanism using spring motor
    • H01H3/3031—Means for locking the spring in a charged state
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H3/00—Mechanisms for operating contacts
    • H01H3/22—Power arrangements internal to the switch for operating the driving mechanism
    • H01H3/30—Power arrangements internal to the switch for operating the driving mechanism using spring motor
    • H01H3/3005—Charging means
    • H01H3/3026—Charging means in which the closing spring charges the opening spring or vice versa

Definitions

  • the invention relates to a vacuum switch for railway operation with at least two switching contacts and a drive system with at least one switching contact moving shift rod, wherein the drive system, a shift rod from an open position into a switch position convertible main spring, a drive for biasing the main spring and a locking mechanism for locking the Main spring in the prestressed state includes.
  • Such vacuum switches are used as main switches for rail vehicles, for example for AC operation.
  • the vacuum switches are therefore designed for a high number of operations, about 250,000 operations.
  • the vacuum switches are mounted on the roof of the vehicle and connect the pantograph to the main transformer. Currents up to 1000 A and voltages in the range of 15 kV to 25 kV are switched. Furthermore, these vacuum switches serve as protection against short circuits and overcurrents as well as overvoltages.
  • Such pneumatic drives have a number of disadvantages. Extensive treatment of the air with water separators and dust collectors is necessary to prevent dirt and moisture from being carried along. Therefore, the compressed air system takes up a lot of space.
  • the pneumatic systems are also maintenance-intensive and problem-prone especially at low temperatures. After a long service life of the rail vehicle, problems can occur with the compressed air supply, ie the pressure of the compressed air system can drop so far that the pressure required for switching is no longer reached.
  • the switch-on spring is designed as a tension spring and mounted on an eccentric arranged on the switch-on shaft.
  • On the switch shaft also designed as a latch locking mechanism for locking the main spring in the prestressed state and a cam are arranged.
  • the switch-on of the vacuum switch is triggered by the pawl is released.
  • the closing spring contracts, via the eccentric, the closing shaft and thus the cam plate mounted thereon is rotated.
  • the cam then comes with a switch lever or a shift rod in operative connection. Subsequently, the closing spring is cocked again to prepare for another switch-on.
  • a drive such as an electric motor or a hand-wound shaft.
  • the movement of the motor or the hand-wound shaft is transmitted via a spur gear to the closing shaft.
  • the last spur gear of the spur gear is arranged via a freewheel bearing on the switch-on shaft.
  • the invention provides that the drive system further comprises a pivotally mounted latching bolt, wherein the latching bolt is arranged longitudinally displaceable at least in a pivoting locking position such that the shift rod by means of the locking bolt during transfer from the open position to the switch position is releasable and lockable in the switching position, and the shift rod can be released in a pivot unlocking position of the locking bolt by pivoting the locking latch for transferring from the switching position to the open position.
  • the drive system comprises a drive coupled to a spring accumulator.
  • the main spring can be biased by the drive during operation and locked in the prestressed state. For closing the switch contacts of the vacuum switch therefore only low energy is needed to open the lock of the main spring. Even after a longer service life no switch-on problems occur.
  • the main spring the stored spring energy, relaxes is transferred to the shift rod, so that the shift rod is transferred from the open position to the shift position.
  • the spring force of the main spring changes over the spring travel, so that the desired opening dynamics is achieved.
  • the latch bolt moves in the longitudinal direction, so that the shift rod can be brought into the shift position. This dampens the upward movement.
  • To transfer the shift rod in the open position of the latch bolt is pivoted. In the swivel locking position, the latch locks a movement down, absorbs shocks occurring during driving and prevents accidental opening of the switch contacts.
  • the drive may be an electric motor drive.
  • the disadvantages associated with the pneumatic system such as the air treatment, the large space requirement and the problems with temperature fluctuations are avoided.
  • the locking latch has an electric holding magnet for locking the locking bolt in the pivot locking position and unlocking the locking bolt in the Schwenkentriegelungs ein, wherein the latch bolt is locked in the current-carrying state of the Elektrohaltemagneten and unlocked in the de-energized state of the Elektrohaltemagneten.
  • the vacuum switch is fail-safe. If a power failure occurs, the electric holding magnet triggers the locking of the locking bolt, the latching bolt opens, the switching rod is transferred to the open position, the switching contacts are opened and are in a safe state.
  • the electric holding magnet is arranged on the end of the locking bar facing away from the switching rod.
  • the latching bolt has a spring acting in the direction of longitudinal displacement of the latching bolt.
  • the spring is preferably a compression spring, but it is also conceivable to use tension springs.
  • the locking latch and the shift rod on each other associated ramps which are arranged adjacent to each other during transfer of the shift rod from the open position to the switching position.
  • the oblique ramps the longitudinal displacement of the locking bolt is facilitated in the transfer of the shift rod from the open position to the switching position.
  • the selector rod and the latch bolt slide easier past each other.
  • the shift rod may have an undercut, in which the latch bolt is locked in the switching position.
  • This undercut can also be formed by the end face of the shift rod.
  • the latching bolt engages in the shift rod, when this has reached the switching position and thus prevents the shift rod slips back into the open position. Even when generated by operating shocks accidental opening of the switch contacts can be avoided by this positive connection.
  • the latching bolt is connected to a damper. With this damper, the pivotal movement of the locking bolt is attenuated in both end positions, to avoid hard abutment of the armature of the electric holding magnet at an upper stop and on the Elektrohaltemagneten.
  • the shift rod has a return mechanism for transferring the shift rod in the open position.
  • the latch bolt is in the Schwenkentriegelungs ein, the shift rod is moved by the return mechanism in the open position and the switch contacts are opened.
  • the return mechanism at least the force is applied, which is required to pivot the locking bolt in the Schwenkentriegelungs ein and possibly open glued contacts.
  • the return mechanism may comprise at least one return spring.
  • the opening of the switch contacts is done by stored energy.
  • compression springs are used as return springs, which are compressed in the switching position and are relaxed in the open position. But it is also conceivable to use tension springs.
  • a further advantageous embodiment provides that the main spring is connected by means of a switching state dependent acting coupling device with the shift rod such that the main spring and the shift rod are coupled during transfer of the shift rod from the open position to the shift position and decoupled in the shift position.
  • the coupling device makes it possible that the main spring is only temporarily connected to the shift rod. Thereby, the main spring can be biased in the switching position of the shift rod, without acting on the shift rod.
  • the energy stored in the main spring is greater than the energy required to transfer the shift rod from the open position to the shift position. Due to the active decoupling, the main spring can swing out after the transfer of the shift rod to the closed position and reduce the residual energy. This residual energy does not have to be collected in other components of the vacuum switch.
  • the electromotive drive is connected by means of a shaft to the main spring. In this way, a very simple connection between the main spring and the motor shaft is achieved.
  • the main spring may be arranged with an end region eccentrically on the shaft. In the prestressed state, therefore, the spring exerts a torque on the shaft, so that it rotates upon release of the locking mechanism and the stored energy in the main spring is transmitted via the coupling device to the shift rod.
  • the coupling device may comprise a coupling gear, wherein the main spring is connected by means of the linkage with the shift rod.
  • the coupling mechanism may comprise at least one arranged on the shaft cam. In this way, it is easily possible that the main spring is only temporarily connected to the switching rod when the shaft rotates.
  • the cam is operatively connected during the transfer of the shift rod from the open position into the shift position with a lever connected to the shift rod.
  • the cam engages one end of the lever and moves that end down.
  • the other end of the lever is connected to the shift rod and is therefore moved upwards. Due to the leverage achieved by the use of a weaker main spring is possible.
  • the cam is designed so that it is operatively connected to the lever in an angular range of at most 240 °. This will ensure that the cam, when the main spring is biased by means of the shaft and the electric motor drive, does not engage with the lever.
  • a further preferred embodiment provides that the locking mechanism has an electrical release magnet and the locking mechanism is unlocked in the current-carrying state of the electrical release magnet.
  • a reliable vacuum switch is provided: in the de-energized state, the retaining spring is locked by the locking mechanism and the switching contacts therefore remain in the open position. In this locking state no holding energy is needed. To turn on the vacuum switch only a small turn-on energy is needed, which is needed to activate the trigger magnet, thus opening the locking mechanism and thereby transfer the energy stored in the main spring on the shift rod.
  • the locking mechanism has a first pawl connected to the main spring and a second pawl connected to the electrical triggering magnet, wherein the first pawl engages the second pawl in the locked state.
  • the electrical release magnet When the electrical release magnet is energized, the second pawl is retracted by the trigger magnet, thereby unlocking the first pawl and transferring the stored spring energy to the shift rod.
  • a further expedient embodiment provides that the switching rod is connected via a knee joint with at least one of the switching contacts. In this way, a favorable arrangement of the vacuum switch on the vehicle roof is possible.
  • a variant provides that the knee joint comprises a spring gear and the switching contacts are adjustable by means of the spring gear. As a result, no readjustment of the springs or the knee joint is necessary, whereby a low-maintenance construction is achieved.
  • This method enables safe switching of the vacuum switch.
  • To open the switch contacts the locking latch is transferred to the Schwenkentriegelungs ein and pivoted about a pivot point.
  • Fig. 1 is a side view of a vacuum switch 1 is shown.
  • a vacuum switch 1 is used for example in rail vehicles for connecting the pantograph to the main transformer.
  • the vacuum switch 1 comprises a switching part 2, in which a vacuum switching chamber is arranged.
  • the vacuum interrupter chamber has switching contacts which are closed and opened via a drive system 3.
  • a vacuum switch 1 is attached to a mounting base plate 4 on the roof of the rail vehicle.
  • the drive system 3 can be mounted on the mounting base plate 4, ie on the vehicle outside, or under the mounting base plate 4, ie on the vehicle interior side.
  • the on the outside of the vehicle arranged components are surrounded by insulators 30 and are protected from environmental influences.
  • the drive system 3 has a switching rod 5 which is connected to at least one of the switching contacts; to move this to switch the vacuum switch 1.
  • the drive system 3 further comprises a main spring 6, with which the shift rod 5 from an open position in which the switch contacts are opened, in a switching position in which the switch contacts are closed, can be transferred.
  • the main spring 6 is preferably a tension spring, which in Fig. 1 is shown in the relaxed state.
  • the main spring 6 is connected at its one end 7 to the mounting base plate 4. At its other end 8, the main spring 6 is eccentrically connected to a shaft 9.
  • the shaft 9 is connected to an electromotive drive 10 (see Fig. 4 ). By means of the electromotive drive 10, the shaft 9 is rotated and the eccentrically connected to the shaft 9 main spring 6 biased to store spring energy.
  • Fig. 2 is an intermediate state when clamping the main spring shown
  • the prestressed state of the main spring 6 is in Fig. 3 shown.
  • the main spring 6 is locked via a locking mechanism 11.
  • no holding energy In the locked state of the main spring 6 no holding energy must be provided.
  • the main spring 6 is connected to the shift rod 5 via a coupling device which brings the main spring 6 only temporarily, ie only in a certain angular range during rotation of the shaft 9, with the shift rod 5 in operative connection (see Fig. 5-7 ).
  • the operative connection between the main spring 6 and the shift rod 5 then exists when the shift rod 5 is transferred from the open position to the shift position.
  • the shift rod 5 is in the switching position, the main spring 6 and the shift rod 5 are decoupled.
  • At least one cam 12 is also arranged on the shaft 9.
  • the cam 12 is arranged on the shaft 9 so that it is positioned in the prestressed state of the main spring 6 adjacent to a lever 13 connected to the shift rod 5 and rotatable about a pivot point arranged between the cam 12 and the shift rod 5.
  • the locking mechanism 11 is arranged so that the main spring 6 acting eccentrically on the shaft 9 is locked in the prestressed state above its dead point (see Fig. 5 ).
  • the electromotive drive 10 is connected to a snap-action switch, which is arranged shortly above the dead center of the main spring 6. If the main spring 6 passes the dead center, the snap-action switch switches off the electric motor 10 and the main spring 6 is pulled by its spring energy against the locking mechanism 11. The main spring 6 therefore exerts a torque on the shaft 9, which has the same direction of rotation, as the biasing movement of the rotary shaft.
  • the cam 12 acts on the lever 13, so that the shift rod 5 from the open position in the Shift position is shifted.
  • the cam 12 is designed so that it comes over a maximum of an angle of 240 ° with the lever 13 into contact.
  • the cam 12 does not come into contact with the lever 13, so that the shift shaft 5 is decoupled in this state from the main spring 6 (see Fig. 6 and Fig. 7 ).
  • the locking mechanism 11 on a latch system is arranged by means of a first pawl 14 on the shaft 9. This pawl 14 is in the locked state of the main spring 6 at a second pawl 15 at.
  • the second pawl 15 is connected to an electrical release magnet 16, which attracts the pawl 15 in the current-carrying state.
  • the locking mechanism 11 further includes a spring (not shown) which pushes the pawl 15 outwardly when the triggering magnet 16 is de-energized.
  • the shift rod 5 is connected via a knee joint 17 with the switch contacts.
  • the knee joint 17 comprises a spring gear 18, which adjusts the switch contacts self-regulating. When the contacts burn, the springs of the spring gear 18, the switch contacts continue against each other and ensure that the minimum contact pressure is not exceeded. It is therefore no maintenance or adjustment the switching contacts necessary.
  • the shift rod 5 has a return mechanism, for example, return springs 26, which are biased during the transfer of the shift rod 5 from the open position to the shift position. By means of the spring energy stored in the return springs 26, the switching contacts can be opened again.
  • the drive system 3 further comprises a locking latch 19 which locks the shift rod 5 in the switching position.
  • This locking bar 19 is in the FIGS. 8 to 10 shown in detail.
  • Fig. 8 shows the interaction of the locking latch 19 and the shift rod 5 in the transfer of the shift rod 5 from the open position to the switching position.
  • the latching bolt 19 has an electrical holding magnet 20 with a magnet armature 21.
  • the electrical holding magnet 20 is connected via a lever 31 with the locking bolt 19. This lever 31 may be resilient. In the current-carrying state, the electrical holding magnet 20 attracts the magnet armature 21 and locks the latching bolt 19 in a pivotal locking position.
  • the ramp 22 arranged on the shift rod 5 comes into contact with the run-up ramp 23 of the latch bolt.
  • the ramps 22, 23 facilitate the sliding of the switching rod 5 against each other on the latching bolt 19.
  • the latching bolt 19 is longitudinally displaced and pressed against a spring 24.
  • the shift rod 5 has an undercut 25 into which the latch bolt 19 engages when the shift rod reaches the shift position.
  • the undercut 25 is the end face of the shift rod 5.
  • the latching of the locking latch 19 in the undercut 25 is effected in that the spring 24 presses the latch bolt 19 in the undercut 25.
  • the undercut 25 and the spring 24 are formed so that the locking bolt 19 does not slip so far from the undercut even with vibrations in railway operation that the shift rod 5 is unlocked.
  • the return springs 26 exert a force on the shift rod 5, which presses them down against the latch bolt 19 when the shift rod 5 is in the shift position (see Fig. 9 ).
  • the latching bolt 19 When the switch contacts are opened, the electrical holding magnet 20 is de-energized, so that the attraction of the armature 21 is removed (see Fig. 10 ).
  • the latching bolt 19 is now in a Schwenkentriegelungs ein.
  • the return springs 26 push the shift rod 5 down, so that the latching bolt 19 is pivoted about its pivot point 27.
  • the lower end 28 of the locking bolt 19 moves downward, releases from the undercut 25 of the shift rod 5 and releases the shift rod 5.
  • the shift rod 5 is pressed by the return springs 26 in the open position.
  • the latching bolt 19 has a damper 29.
  • the main spring 6 In the standby state, the main spring 6 is in the prestressed state and is held by the locking mechanism 11 in this state, the switch contacts are open, the shift rod 5 is in the open position. If the switching command is given, the electrical holding magnet 20 is connected to the power supply, therefore attracts the armature 21 and locks the latch bolt 19 in the pivotal locking position. The battery voltage is applied to the electrical release magnet 16 and thereby the pawl 15 of the locking mechanism 11 retracted. As a result, the pawl 14 is unlocked, the main spring 6 contracts and rotates the shaft 9. The cam 12 engages with the lever 13, whereby the shift rod 5 is moved upward and is transferred from the open position to the switching position.
  • the shaft 9 Since the stored energy in the main spring 6 is greater than the energy required to transfer the shift rod 5 from the open position to the shift position, the shaft 9 is further rotated by the remaining spring energy and the main spring 6 settles in a relaxed position. The remaining spring energy does not have to be included in components of the vacuum switch. The switching contacts are now closed and the vacuum switch 1 is thus in its operating state. This is followed by a start of the electromotive drive 10, which biases the main spring 6 by means of the shaft 9 again. Exceeds the pawl 14 the dead center of the main spring 6 and passes the snap-action switch, the electric motor drive 10 is turned off by the snap-action switch. The pawl 14 is pulled over the main spring 6 against the pawl 15 and not driven against it with full engine power. The prestressed main spring 6 is held in the prestressed state via the locking mechanism 11.
  • the vacuum switch 1 is characterized in that it has a fully electro-mechanical, compressed air-independent drive. Therefore, there can be no problems at vehicle start due to insufficient pressure of the compressed air. Since the switching operation is started by the energy stored in the main spring 6, it is also possible to switch on with a low battery voltage.
  • the vacuum switch 1 can also be easily installed for retrofit applications, since no additional facilities, such as compressed air lines, water separators or dust collectors are needed. The independence from compressed air also enables safe operation even at extreme temperatures and reduces maintenance costs.
  • the vacuum switch 1 has a double failsafe principle: in the event of a power failure, the electric holding magnet 20 of the latching bolt 19 opens and transfers the latching bolt 19 in the Schwenkentriegelungs ein, so that the switch contacts are forcibly opened. The electrical release magnet 16 of the locking mechanism 11 locked in the de-energized state, the pawls 14 and 15, so that no reconnection of the vacuum switch takes place.

Landscapes

  • High-Tension Arc-Extinguishing Switches Without Spraying Means (AREA)
  • Driving Mechanisms And Operating Circuits Of Arc-Extinguishing High-Tension Switches (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Mechanical Control Devices (AREA)
  • Mechanisms For Operating Contacts (AREA)
  • Switches With Compound Operations (AREA)
  • Switches Operated By Changes In Physical Conditions (AREA)

Claims (23)

  1. Interrupteur à vide (1) pour chemin de fer, avec au moins deux contacts de commutation et un système d'entraînement (3) avec une tige de commutation (5) qui déplace au moins un contact de commutation, étant précisé que le système d'entraînement (3) comprend un ressort principal (6) qui fait passer la tige de commutation (5) d'une position ouverte à une position de commutation, un entraînement (10) pour contraindre le ressort principal (6), et un mécanisme de verrouillage (11) pour verrouiller le ressort principal (6) en position contrainte, caractérisé en ce que le système d'entraînement comprend par ailleurs un verrou d'enclenchement (19) monté pivotant, étant précisé que le verrou d'enclenchement (19), au moins dans une position de verrouillage pivotante, est disposé mobile longitudinalement de telle sorte que la tige de commutation (5) puisse être libérée à l'aide du verrou (19) lors de son passage de la position ouverte à la position de commutation et puisse être verrouillée dans la position de commutation, et que la tige de commutation (5) soit apte à être libérée dans une position de déverrouillage pivotante du verrou (19), grâce au pivotement de celui-ci, pour passer de la position de commutation à la position ouverte.
  2. Interrupteur à vide (1) selon la revendication 1, caractérisé en ce que l'entraînement (10) est un entraînement à moteur électrique.
  3. Interrupteur à vide (1) selon la revendication 1 ou 2, caractérisé en ce que le verrou d'enclenchement (19) comporte un électroaimant de retenue (20, 21) pour verrouiller le verrou (19) dans la position de verrouillage pivotante et pour déverrouiller le verrou (19) dans la position de déverrouillage pivotante, étant précisé que le verrou d'enclenchement (19) est verrouillé quand l'électroaimant de retenue (20, 21) est traversé par le courant, et est déverrouillé en l'absence de courant dans l'électroaimant de retenue (20, 21).
  4. Interrupteur à vide (1) selon la revendication 3, caractérisé en ce que l'électroaimant de retenue (20, 21) est disposé sur l'extrémité du verrou d'enclenchement (19) opposée à la tige de commutation (5).
  5. Interrupteur à vide (1) selon l'une des revendications 1 à 4, caractérisé en ce que le verrou d'enclenchement (19) comporte un ressort (24) qui agit dans le sens de déplacement longitudinal du verrou d'enclenchement (19).
  6. Interrupteur à vide (1) selon l'une des revendications 1 à 5, caractérisé en ce que le verrou d'enclenchement (19) et la tige de commutation (5) présentent des rampes (22, 23) associées l'une à l'autre qui, lors du passage de la tige de commutation (5) de la position ouverte à la position de commutation, sont voisines.
  7. Interrupteur à vide (1) selon l'une des revendications 1 à 6, caractérisé en ce que la tige de commutation (5) présente une contre-dépouille (25) dans laquelle le verrou d'enclenchement (19) est enclenché, dans la position de commutation.
  8. Interrupteur à vide (1) selon l'une des revendications 1 à 7, caractérisé en ce que le verrou d'enclenchement (19) est relié à un amortisseur (29).
  9. Interrupteur à vide (1) selon l'une des revendications 1 à 8, caractérisé en ce que la tige de commutation (5) comporte un mécanisme de rappel pour amener la tige de commutation (5) dans la position ouverte.
  10. Interrupteur à vide (1) selon la revendication 9, caractérisé en ce que le mécanisme de rappel comprend au moins un ressort de rappel (26).
  11. Interrupteur à vide (1) selon l'une des revendications 1 à 10, caractérisé en ce que le ressort principal (6) est relié à la tige de commutation (5) à l'aide d'un dispositif d'accouplement agissant en fonction de l'état de commutation, de telle sorte que le ressort (6) et la tige de commutation (5) soient accouplés lorsque ladite tige de commutation (5) passe de la position ouverte à la position de commutation, et soient désaccouplés dans la position de commutation.
  12. Interrupteur à vide (1) selon l'une des revendications 1 à 11, caractérisé en ce que l'entraînement à moteur électrique (10) est relié à l'aide d'un arbre (9) au ressort principal (6).
  13. Interrupteur à vide (1) selon la revendication 12, caractérisé en ce que le ressort principal (6) est disposé de manière excentrique, avec une zone d'extrémité (8), sur l'arbre (9).
  14. Interrupteur à vide (1) selon l'une des revendications 1 à 13, caractérisé en ce que le dispositif d'accouplement comprend un mécanisme articulé, le ressort principal (6) étant relié à la tige de commutation (5) à l'aide du mécanisme articulé.
  15. Interrupteur à vide (1) selon la revendication 14, caractérisé en ce que le mécanisme articulé comprend au moins une came (12) disposée sur l'arbre (9).
  16. Interrupteur à vide (1) selon la revendication 15, caractérisé en ce que la came (12), lorsque la tige de commutation (5) passe de la position ouverte à la position de commutation, est en relation fonctionnelle avec un levier (13) relié à la tige de commutation (5).
  17. Interrupteur à vide (1) selon l'une des revendications 15 ou 16, caractérisé en ce que la came (12) est conçue pour être en relation fonctionnelle avec le levier (13) dans une plage angulaire de 240° au maximum.
  18. Interrupteur à vide (1) selon l'une des revendications 1 à 17, caractérisé en ce que le mécanisme de verrouillage (11) comporte un aimant électrique de déclenchement (16), et ledit mécanisme de verrouillage (11), quand l'aimant électrique de déclenchement (16) est traversé par le courant, est déverrouillé.
  19. Interrupteur à vide (1) selon l'une des revendications 1 à 18, caractérisé en ce que le mécanisme de verrouillage (11) comporte un premier élément d'arrêt (14) relié au ressort principal (6), et un second élément d'arrêt (15) relié à l'aimant de déclenchement électrique (16), le premier élément d'arrêt (14) étant en prise avec le second élément d'arrêt (15), en position de verrouillage.
  20. Interrupteur à vide (1) selon l'une des revendications 1 à 19, caractérisé en ce que la tige de commutation (5) est reliée par l'intermédiaire d'une genouillère (17) à l'un au moins des contacts de commutation.
  21. Interrupteur à vide (1) selon la revendication 20, caractérisé en ce que la genouillère (17) comprend un mécanisme à ressorts (18), et les contacts de commutation sont ajustables à l'aide du mécanisme à ressorts (18).
  22. Procédé pour manoeuvrer les contacts de commutation d'un interrupteur à vide (1) selon l'une des revendications 1 à 21, caractérisé par les étapes suivantes :
    - positionnement de la tige de commutation (5) dans la position de commutation,
    - passage du verrou d'enclenchement (19) à la position de déverrouillage pivotante, et
    - passage de la tige de commutation (5) à la position ouverte, à l'aide du mécanisme de rappel.
  23. Procédé selon la revendication 22, caractérisé en ce que le positionnement de la tige de commutation (5) dans la position de commutation comprend les étapes suivantes :
    - passage du verrou d'enclenchement (19) à la position de verrouillage pivotante,
    - déverrouillage du mécanisme de verrouillage (11) du ressort (6),
    - passage de la tige de commutation (5) de la position ouverte à la position de commutation,
    - contrainte du ressort principal (6), et
    - fermeture du mécanisme de verrouillage (11) du ressort principal (6).
EP07014808A 2006-09-18 2007-07-27 Interrupteur à vide Active EP1901324B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006043632A DE102006043632A1 (de) 2006-09-18 2006-09-18 Vakuumschalter

Publications (3)

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EP1901324A2 EP1901324A2 (fr) 2008-03-19
EP1901324A3 EP1901324A3 (fr) 2009-03-04
EP1901324B1 true EP1901324B1 (fr) 2011-06-22

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Application Number Title Priority Date Filing Date
EP07014808A Active EP1901324B1 (fr) 2006-09-18 2007-07-27 Interrupteur à vide

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EP (1) EP1901324B1 (fr)
CN (1) CN101150024B (fr)
AT (1) ATE514175T1 (fr)
DE (1) DE102006043632A1 (fr)
ES (1) ES2365227T3 (fr)
HK (1) HK1110435A1 (fr)
RU (1) RU2421841C2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8618430B2 (en) 2009-11-03 2013-12-31 Abb Technology Ag Spring operated actuator for an electrical switching apparatus

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102184801A (zh) * 2011-01-07 2011-09-14 无锡市锡山湖光电器有限公司 真空断路器操动机构的支架
DE102011089812A1 (de) * 2011-12-23 2013-06-27 Richard Ag Schaltvorrichtung für ein elektrisch angetriebenes Fahrzeug und Elektrofahrzeug
RU2505877C1 (ru) * 2012-07-23 2014-01-27 Общество с ограниченной ответственностью "Научно-производственное общество "Эковакуум" (ООО "НПО "ЭКОВАКУУМ") Двигательный привод прямого действия
FR3024799B1 (fr) * 2014-08-06 2016-09-02 Alstom Transp Tech Commutateur de toit pour vehicule ferroviaire adapte a des conditions de givre

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4161638A (en) * 1978-05-12 1979-07-17 General Electric Company Vacuum interrupter latch release mechanism
SU1446661A1 (ru) * 1987-05-06 1988-12-23 Минусинское Отделение Всесоюзного Электротехнического Института Им.В.И.Ленина Однофазный силовой выключатель дл электроподвижного состава
NZ283744A (en) * 1994-04-12 1998-02-26 Holec Holland Nv A device for tensioning the cut-in spring in actuator units for circuit breakers
CN2385424Y (zh) * 1998-01-22 2000-06-28 中国金龙机电有限公司 一体化真空负荷开关
EP1244124A1 (fr) * 2001-03-21 2002-09-25 Technoelectric s.r.l. Commande à accumulateur d'énergie à ressort pour interrupteur à moyenne et haute tension

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8618430B2 (en) 2009-11-03 2013-12-31 Abb Technology Ag Spring operated actuator for an electrical switching apparatus

Also Published As

Publication number Publication date
EP1901324A2 (fr) 2008-03-19
CN101150024B (zh) 2012-08-29
CN101150024A (zh) 2008-03-26
ATE514175T1 (de) 2011-07-15
ES2365227T3 (es) 2011-09-26
EP1901324A3 (fr) 2009-03-04
DE102006043632A1 (de) 2008-03-27
RU2421841C2 (ru) 2011-06-20
RU2007134906A (ru) 2009-03-27
HK1110435A1 (en) 2008-07-11

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