EP3307583A1

EP3307583A1 - Device and method for loading a rail vehicle in a stop and then operating it without an overhead line

Info

Publication number: EP3307583A1
Application number: EP16747769.4A
Authority: EP
Inventors: Manfred Kerscher
Original assignee: Siemens AG
Current assignee: Siemens Mobility GmbH
Priority date: 2015-08-07
Filing date: 2016-08-03
Publication date: 2018-04-18
Also published as: DE102015215174A1; US10793006B2; CN208101719U; SA518390841B1; WO2017025399A1; US20180222325A1

Abstract

The invention relates to a device having an overhead line (3) in the region of a stop and at least one rail vehicle (1) having a current collector (2) for making contact with the overhead line, wherein the overhead line has a central part (4) with a limited, predefined length and adjoining it on at least one side a first end section (5) , wherein the central part (4) has an essentially constant predefined height above the rail (9), the first end section (5) has a height above the rail (9) which increases from the central part (4), characterized in that the current collector (2) of the rail vehicle is raised and therefore adjusted to the overhead line (3) in such a way that wearing strips of the current collector (2) have, at the entry of the rail vehicle (1) into the stop, a height above the rail (9) which is at least equal to the essentially constant height of the central part (4) of the overhead line and at maximum equal to the maximum height of the raised first end section (5) of the overhead line above the rail (9). The invention also relates to a method for operating the device, wherein the rail vehicle enters the stop and exits it again with the current collector raised.

Description

description

DEVICE AND METHOD FOR LOADING A RAIL VEHICLE TO A HOLDING STATION AND THEN OPERATING THEREOF WITHOUT LINE

The invention relates to a device comprising an ^overhead line in the region of a stop and at least one

Rail vehicle having a current collector for making contact with the overhead line, said overhead line, a middle section with a limited, predetermined length and subsequently has a first end portion on ^¬ at least one side, wherein the central portion has a substantially constant, having predetermined height above the rail and the first end ^¬ section has a starting from the middle part increasing height above the rail and a method for operating the device.

In an article in the journal "Stadtverkehr", Volume 60, Issue 06/2015, pages 20-22 describe the Avenio QEC tramway from Siemens AG, which includes two small pantographs for contacting a double-sided tramming roof conductor rail disposed of holding Stel ^¬ len. the tram has a Energiespei ^¬ chersystem for catenary-free driving, with which it is driven between the stops. In the stops, the energy storage system is loaded by means of conductor rail and current collector.

The tramless operation of trams by means of vehicle-internal energy storage means for conventional Einholm- pantographs a very large burden of very frequent lifting / lowering cycles. In this case, the pantograph must be lowered in front of wireless sections and raised again before the stop for charging the energy storage. For example, when operating a standard route, it would be approximately 750

Lifting / lowering cycles per day required. Conventional trams in catenary operation, however, manage with about 5 to 10 cycles. The previously used electric lifting / lowering drives of the pantographs are designed sets for about ^¬ 75,000 to 150,000 cycles, which could mean a correspondingly short life of only 100 to 200 days. Stable electric drives, however, are very expensive.

The invention has for its object to provide a simple and cost-effective solution for wireless operation of a rail vehicle, loaded in which in-vehicle energy ^¬ memory via a catenary at the stops and between the stops overhead line operation of the rail vehicle. The object is achieved by the subject matters of independent claims 1 and 11. ^¬ gen developments and Ausgestal ^¬ obligations of the invention can be found in the features of the dependent claims again. A device according to the invention comprises at least one

Catenary in the area of a stop and at least one rail vehicle with at least one pantograph for contacting the catenary. The overhead line is arranged stationary and has a limited length. It comprises a central part of a predetermined length and a substantially constant, predetermined height above the rail and, subsequently, on at least one side, a first end section with a height above the rail starting from the middle section.

According to the invention the raised current collector of the slide ^¬ nenfahrzeug is constructed and abge ^¬ agrees on the contact line that contact strips of the current collector have a height above the rail in a ^¬ ride of the railway vehicle in the stop, which is at least as large as the substantially constant height of the central part of the catenary and at most as large as the greatest height of the raised ^¬ nen first end portion of the overhead line above the rail. The pantograph serves to transfer electrical energy from the overhead contact line to the vehicle and makes contact with the contact wire. Usually it exhibits so-called ^¬ to contact strips that produce a galvanic connection with the overhead line.

In the rail vehicle is an at least partially electrically powered rail vehicle, in particular ^¬ special a vehicle of public passenger transport, such as a tram. The overhead line is part of a route network. It is arranged in the region of a stop at at least one predetermined point in the route network for supplying the rail vehicle with electrical energy for driving the rail vehicle. It has a limited length between two ends. The route network is in the immediate vicinity of at least one overhead line free of further overhead lines in the course of the route network. Between the two ends of the overhead line, the overhead line comprises the central part and at least one first end section, which adjoins directly to the central part. The central portion has a predetermined length which insbeson ^¬ particular suitable bereitzu ^¬ provide the electrical energy to accelerate the vehicle to a predetermined speed. The middle part is designed so that it has a substantially constant distance from the rail, in particular ^¬ special over the entire length of the middle part. The rail vehicle moves along the rail, in ^¬ example, a standard rail with rail head or a commonly used railroad track, and rolls on their tread, especially the rail head from. The height of the overhead line above the rail is thus measured between the tread of the rail and the facing her

Side of the overhead line. Likewise, the distance between the contact strip of the pantograph and the rail between the side of the contact strip facing the catenary and that of the contact strip Tread of the rail. As an alternative designation of the height above the rail, the height above ground could also be used, the base area on which the vehicle moves.

In particular, the end section has a course rising from the middle part of the overhead line. The distance of the end portion of the overhead line to the running surface of the rail thus increases from the central part to the opposite end of the end portion. In particular, the distance of the

End portion of the overhead line to the running surface of the rail a monotonous, especially strictly monotonous function. The Endab ^{¬ section} is thus continuous, without cracks or gaps. Further developed, the course of the end section is continuous. Leading away from the middle part, the end section of the overhead line rises and, in comparison to this, has an increased distance to the rail.

According to a development of the solution according to the invention, it is provided that the first end section extends substantially rectilinearly at an angle of at most 5 °, in particular of at most 3 °, to the middle part of the overhead line. He bil ^¬ det therefore a ramp. Incidentally, the rail and the middle part of the overhead line run approximately parallel to one another. Likewise, the angle of the first end section to the middle section is at least 1 °, in particular ^¬ at least 2 °.

The decisive factor is that the impact of the pantograph on the overhead line is sustained by both the pantograph and the overhead contact line. In addition to the angle of the first end portion of the impact force is determined by the Geschwin ^¬ speed of the vehicle. The highest height above the rail, the substantially rectilinear, raised first end portion of the overhead line then at its end remote from the central part of the overhead line on. It is designed in such a way that under consideration the entire tolerance chain the current collector strip always impinges in this area. There are maximum and minimum height differences between the middle part facing away from the end of the first end portion and the central part opposite the rail.

Further developed are the angle and the length of the first end ^¬ section of the catenary selected so that the difference between the maximum height of the first end portion above the rail and the height of the central part over rail at least 50 mm, in particular at least 100 mm, at the most je ^¬ but 500 mm, in particular at most 250 mm. The length of the first end section results from the angle and the height difference.

Developed, the catenary has a radius in the transition between the first end portion and the middle part of the catenary, which is greater than 1000 mm, in particular greater 5000 mm. Thus, a smooth transition of the current collector from the first end portion to the central portion of the overhead line ge ^¬ ensured.

Alternatively, the first end portion is designed, for example, skid-shaped. It is then bent upwards with a predetermined curvature. The transition to the middle part in turn is advantageously continuous. Thus, the downstream participants ^¬ slides free of punches on the first end portion and the first end portion to the central portion. Other types are conceivable. It is important that the opposite ^¬ to the central part raised first end portion of the sub ^¬ difference in heights between the center portion and the first end portion relative to the rail, in particular evenly reduced and the height of the catenary equalizes the height of the co telteils.

An advantage is that the current collector of the rail vehicle in the raised state easily in the overhead line can thread. Another advantage is that the pantograph is simple and inexpensive to manufacture. According to a further development of the pantograph is designed as Einholmstromabnehmer, wherein an upper arm of the pantograph is mounted rotatably by means of a joint directly to a base frame of the pantograph. The downstream ^¬ participants is thus free from a forearm and a knee joint between the upper arm and forearm. The current collector, in particular its base frame, is arranged for contacting the stationary overhead line, in particular on a roof of the rail vehicle. In addition to the upper arm, the pantograph includes a rocker for

Recording of the grinding strips, which rocker is attached to the upper arm and in particular rotatably mounted. The upper arm is in turn mounted by means of a joint directly to the base frame of the pantograph, so that the adjustment of the height of the contact strips above the base frame and thus above the roof of the rail vehicle exclusively by adjusting the angle of the upper arm to the base frame, respectively to the roof of Vehicle and thus ultimately to the rail. For lifting and lowering the upper arm to the joint to the base frame of the current collector additionally includes a suitable drive, such as an electric ^¬ motor or a pneumatic drive.

According to the invention, the lifting and lowering of the pantograph in normal operation is not required, but only for external operations, for example, when the vehicle is parked in a depot. Likewise, an emergency operation may be provided, for example via a hand crank. Simply constructed current collectors, for example Lyra current collectors, are known from the prior art, for example also known as auxiliary current collectors from the field of underground railways, in order to maintain the underground during maintenance work in a depot with electrical equipment. energy supply. They are not designed for frequent lifting / lowering cycles. Due to the configuration of the overhead line in the region of the stop, the current collector can, according to the invention, remain in the raised state while driving.

The catenary is formed further formed as a fixed busbar. At least the middle part and the first Endab ^{¬ section of} the catenary, possibly also the second end portion and in particular the catenary over its entire length are formed as fixed busbars. ^¬ a current rail, which is arranged like a trolley traveling wire above the rails ^¬ vehicle, is also used as conductor rail ^¬ be distinguished.

It could also be carried out only as the end portions of the overhead line as a fixed busbars and the middle part of the overhead line is realized as a contact wire. The training of the entire overhead line as a contact wire is conceivable.

According to a development of the invention, the overhead line has a second end section with a height starting from the middle section above the rail, which adjoins the side of the middle section opposite the first end section.

The second end portion is formed in particular identical to the first end portion, the overhead line thus sym ^¬ metric. If the first end section forms a ramp, the overhead line is also rattled in the region of the second end section. If the vehicle in the stop a first end portion serves as entry ramp, the second Endab ^¬ section similar as exit ramp. So the pantograph is simply disconnected from the overhead line again.

However, the symmetrical structure of the overhead line only seems to be absolutely necessary when operating in both directions, ie if a vehicle can enter the bus stop from both sides.

A further development can be seen in that the overhead line has at least one further, third end section, which adjoins the first end section-at the end of the first end section facing away from the middle section-and has a height above the rail starting from the middle section , Equally, it is also possible to provide a fourth end section of identical design to the third end section, which adjoins the second end section.

The third and / or the fourth end section has in particular an angle greater than zero to the first and / or second

End portion and thus a larger angle to the central part than the first and / or second end portion. It can be executed towards ^¬ shorter. Again, a radius in the transition between the first and / or the second end portion and the third and / or fourth end portion of the

Catenary be provided. The third and / or fourth end portions are available for emergency in order to prevent threading the pantograph in an area above the catenary in any case.

To ensure that the sliding strips of the raised pantograph at the entrance of the rail vehicle in the stop have a height above the rail, which is min ^¬ least as large as the substantially constant height of the middle part of the overhead line and at most as large as the greatest height of the raised first end portion of the overhead line above the rail, and thus meet the first end portion of the overhead line, the To ^¬ leranzen to the height of a roof of the rail vehicle on the rail, on which the pantograph is arranged to

Height of the raised current collector on the roof of the slide ^¬ nenfahrzeugs and the height of the middle part of the overhead line to the rail such that the contact strips of the AN elevated current collector at the entrance of Schienenfahr ^¬ stuff in the stop a height above the rail aufwei ^¬ sen, which is at least as large as the substantially kon ^¬ constant height of the middle part of the overhead line and at most as large as the largest height of the raised first Endab ^{¬ section of} the overhead line above the rail. The sum of the ge ^¬ called tolerances results in a total tolerance. This is less than or equal to the difference between the maximum height of the raised first end portion of the overhead line above the rail and the height of the middle part of the overhead line above the rail.

During construction of the stop a white ^¬ tere tolerance namely to the height of the rail above a base surface on which the overhead contact ^¬ tung is attached could optionally also be taken into account. The station, including the overhead contact ^¬ tung, as well as the rails on a base - the floor - mounted and aligned afterwards. Thus, the height of the catenary above the rail depends on the tolerance of its attachment to the ground, as well as on the tolerance of the height of the rail above the ground. Weiterge ^¬ forms are thus the tolerances of a height of the rail over a base surface on which the rails are fixed, the tolerances of a height of the central part of the overhead line over the base on which the overhead line is attached, the tolerances of a height of a roof of the rail vehicle, on which the pantograph is disposed, above the rail, and the tolerances of a height of the lifted pantograph over the roof of the rail vehicle such that the contact strip of the lifted pantograph at the entrance of the rail vehicle in the stop have a height above the rail, the at least is as large as the substantially constant height of the middle part of the overhead line and at most as large as the maximum height of the raised first end portion of the overhead line above the rail. The current collector, as described above, be mechanically simple. Further developed his Schleifleis ^¬ th a maximum height difference between and raised state of 1000 mm, in particular of 500 mm. Beispiels- example, it has a height above a base frame in angehobe ^¬ nem condition of at most 1500 mm, especially of at most 750 mm.

According to a further advantageous development of the invention, the rail vehicle has two current collectors, a first in the region of a vehicle head at a first end of the rail vehicle and a second in the region of a vehicle head at a first opposite second end of the rail vehicle. Both current collectors are in particular ^¬ sondere formed identically and arranged ^¬ on the rail vehicle, so that the rail vehicle, based on the current ^¬ customer, is designed symmetrically. Both pantographs are raised at the same time raised. The length of the middle part of the overhead line is greater than the distance of the first and second pantograph, in particular their contact strips, each other. Thus, both pantographs can contact the middle part of the overhead line at the same time. This happens especially when stopping in the stop, during which the energy storage of the vehicle are loaded.

The middle part has a predetermined length. The length of the first and / or the further end portions is comparatively short. The length of the middle part is dimensioned in particular as a function of the distance of several current collectors on the vehicle such that at least two, in particular all, current collectors on the vehicle can be in contacts with the middle part of the overhead line at the same time. So it is slightly longer than the distance between two adjacent pantographs of the vehicle. In particular, it is longer than the distance of the two outermost abrasive strips of the outermost pantograph of the vehicle. According to the invention, the device is operated with the following method steps:

- Driving the rail vehicle with lifted pantograph free of contact with a catenary; - Retraction of the rail vehicle with lifted pantograph in the stop;

- Establishing a galvanic contact between the raised pantograph and the first end portion of the catenary;

- Crossing a transition between the first end portion of the catenary and the middle part of the Oberlei ^¬ tion while maintaining the galvanic contact between the raised pantograph and the overhead line;

- Continue the rail vehicle under the middle part of the overhead line while maintaining the galvanic contact between the lifted pantograph and the overhead line;

- If necessary, driving over a transition between the middle part of the overhead line and a second end portion of the overhead line while maintaining the galvanic contact between the lifted pantograph and the overhead line;

- Extending the rail vehicle with lifted current collector from the stop and separating the galvanic ^¬ contact between the raised pantograph and the overhead line, especially in the region of the second end portion;

- Driving the rail vehicle with lifted pantograph free of contact with a catenary.

After the contact between the current collector and the overhead line has been established, electrical energy can be transmitted from the overhead line to the rail vehicle, in particular in order to charge the electrical energy stores of the rail vehicle. The transmission of electrical energy from the overhead contact line to the rail vehicle could, however, only after crossing a transition between the first Endab- cut the overhead line and the middle part of the overhead line.

The method is characterized in that the rail vehicle travels before entering the station with raised pantograph, without having contact with a catenary and with raised pantograph in the stop on and again moves out of this. The current collector is raised is just as much that the height of the grinding effected through the rail is greater than the height of the center ^¬ partly over the rail and lower than the height of the end of the first end portion on the rail. In particular, the pantograph is not only raised so far when entering the station, but during the entire journey of the rail vehicle in the specified route network.

In particular, the pantograph is raised during normal operation of the rail vehicle.

By driving with permanently - at least in normal operation - raised pantograph this can be made simpler, resulting in significant cost savings over previously known solutions.

The load on the pantograph through many lifting / lowering cycles is avoided. This problem has arisen due to the requirements of a wireless operation, in which the in-vehicle energy storage via the overhead line or the ceiling busbar are loaded at the stops and between the stops the operation of the rail vehicle is done without cabling. About the special drive-in and

The catenary of the overhead line can be independently threaded in or out of the pantograph. In addition, the pantograph design can include a very low working height, which allows the ride in the upscale state. In this case all the relevant tolerances of infra ^¬ structure, vehicle, the upper line and the pantograph are related with einzu-. If two pantographs are provided on the vehicle, this applies to both pantographs. The method would then have the following method steps:

Driving the rail vehicle with lifted first and second pantograph free of contact with one another

Catenary;

- Retraction of the rail vehicle with raised pantographs in the stop;

- Establishing a galvanic contact between the first raised pantograph and the first end portion of the catenary and optionally transmitting electrical energy from the catenary on the rail vehicle;

- running over a transition between the first end section of the overhead line and the central part of the overhead contact ^¬ processing while maintaining the galvanic contact between the raised first current collector and the overhead line;

- Transferring electrical energy from the overhead line to the rail vehicle;

- Continue the rail vehicle while maintaining the galvanic contact between the raised first pantograph and the middle part of the overhead line;

- Establishing a galvanic contact between the raised second pantograph and the first end portion of the overhead line and optionally transmitting electrical energy from the overhead line to the rail vehicle;

- running over a transition between the first end section of the overhead line and the central part of the overhead contact ^¬ processing while maintaining the galvanic contact between the raised second current collector and the overhead line, and optionally, while maintaining the transmission of electric power from the overhead line to the rail vehicle;

- Continue the rail vehicle while maintaining the galvanic contact between the raised second pantograph and the middle part of the overhead line;

Optionally crossing a transition between the middle part of the overhead line and a second end section of the overhead line while maintaining the galvanic contact between the lifted first current collector and the overhead line;

- Extending the rail vehicle with raised first pantograph from the stop and separating the gal ^¬ vanischen contact between the raised first pantograph and the overhead line, in particular in the region of the second end portion;

- If necessary, driving over a transition between the middle part of the overhead line and a second end portion of the overhead line while maintaining the galvanic contact between the raised second pantograph and the overhead line;

- Extending the rail vehicle with raised second pantograph from the stop and separating the gal ^¬ vanish contact between the raised second pantograph and the overhead line, in particular in the region of the second end portion;

- Driving the rail vehicle with raised Stromab ^¬ takers free of contact with a catenary.

Overriding a transition between the first end portion of the catenary and the middle portion of the overhead line while maintaining the galvanic contact between the raised first pantograph and the overhead line and optionally while maintaining the transmission of electrical energy from the overhead line to the rail vehicle. The extension of the rail vehicle with lifted first pantograph from the stop and disconnecting the galvanic contact between the raised first pantograph and the catenary takes place in particular while maintaining the galvanic contact between the raised second pantograph and the overhead line and optionally below Maintaining the transmission of electrical energy from the overhead line to the rail vehicle.

According to one embodiment of the invention, electrical energy from the catenary is transmitted to the rail vehicle only when the transition between the first end portion of the catenary and the middle part of the catenary is done and thus a galvanic contact between the raised first and / or second pantograph and the middle part the overhead line is made. Similarly, the transfer of electrical energy from the overhead line to the rail vehicle before the transition between the middle part of the overhead line and the second end portion of the overhead line is done. For this purpose, for example, the first and / or the second current collector are electrically connected to the energy storage ^device, in particular via one or in each case one switch. This serves to regulate the energy flow. A corresponding method is further be ^¬ written below.

Between the extension of the rail vehicle with lifted first pantograph from the stop and disconnecting the galvanic contact between the raised first pantograph and the overhead line and the extension of the rail vehicle with raised second pantograph from the stop and separating the galvanic contact between the raised second pantograph and the overhead line, the rail vehicle, for example, their Energiespei ^¬ cher, thus supplied via the second, then still in galvanic contact with the overhead line current collector with electrical energy from the overhead line. This is used in particular for accelerating the rail vehicle and used directly in the drive units of the rail vehicle, in particular without intermediate storage.

Is formed before establishing a galvanic contact between the first and / or second lifted pantograph and the overhead line and / or before disconnecting of the galvanic contact between the first and / or second raised current collector and the overhead line a driving voltage to at least the value of a predetermined supply voltage of the contact wire. The driving voltage is provided from a related from the energy storage electrical energy.

For this purpose, the rail vehicle has further developed at least one electrical component which is designed to raise or lower the travel voltage at least to the value of the predetermined supply voltage of the overhead line, which deviates at least in magnitude from the driving voltage, ie to convert. As a rule, the driving voltage is lower. So in particular the driving voltage is raised.

The overhead line as part of the route network for supplying the railway vehicle with energy, or also called power supply network, is at a given supply voltage, for example, 900V. The voltage is of course measured against the ground potential.

The energy store is used for storage and delivery of electrical energy to drive the rail vehicle and to supply the other consumers (auxiliary operations, air conditioning, etc.), at least during a so-called catenary-free operation. The drive energy is delivered to ent ^¬ speaking drive units of the rail vehicle, in ^¬ example, traction motors. It serves as an electrical energy source while driving. The energy storage device preferably comprises one or more capacitors, in particular so-called super capacitors ^¬, also called ultra-capacitors, and / or to one or more battery cells. Supercapacitors usually consist of double-layer capacitors. A unit of several battery cells is sometimes also called traction battery, traction battery, traction battery or cycle battery and is basically rechargeable. A combination of both will be beneficial. seen. The energy store then comprises at least one capacitor and at least one battery.

The energy store usually emits the electrical energy at a, partially varying, and, if appropriate, state of charge dependent source voltage. The driving or traction voltage is provided from a related from the energy storage electrical energy. For example, a ^step- up / step down divider is provided for this purpose. In particular, the rail vehicle has an intermediate circuit - the

Driving voltage then corresponds to the DC link voltage, the energy storage feeds the DC link during the oberlei ^¬ free operation. The step-up / step-down converter serves to convert the varying source voltage into a predetermined, approximately constant, driving or DC link voltage.

The current collector is electrically connected to the energy storage device at least during the transmission of electrical energy from the overhead line to the vehicle, so that current can flow from the overhead line through the current collector to the energy store. In particular, he is ver ^¬ connected to the intermediate circuit. The current collector is electrically connected to the energy storage, in particular via a switch. If the switch is closed and the current collector is connected to the overhead line, energy from the overhead line can flow through the current collector into the energy store.

If the switch is closed and the current collector is not connected to the overhead line, the current collector connected to the energy store is also at the corresponding potential during the drive of the rail vehicle by means of electrical energy from the energy store - the driving voltage is also applied to it. Preferably, the switch is open in the catenary-free operation. The driving voltage is for example 750 V, again ge ^¬ measured against the ground potential.

The voltage would be raised in the above example by the electrical component, in particular by the step-up / step down from 750 V to 900 V.

Alternatively, it may be in the electrical component, for example, source to provide additional to the energy store energy, in particular act an auxiliary battery which is ^¬ play, be connected in series to the energy store, and which in particular serves exclusively to increase the driving chip ^¬ voltage to the supply voltage, or it is a power converter, in particular a DC controller. In the field of power engineering and rail vehicles, direct current converters are DC converters which convert the one DC voltage supplied at the input into a DC voltage with a higher, lower or inverted voltage level. This can be done by means of a periodically operating electronic switch and one or more energy storage. As a special form of DC chopper comes the boost converter or boost converter mentioned in question. It is a synchronous converter that converts a lower input voltage, here the drive voltage, into a higher output voltage, here the supply voltage.

Another converter, in particular a pulse inverter is used to supply and control of power systems that gate of the rail vehicle and is therefore also called Antriebsum ^¬ judge. Depending on the type of drive and the power supply ^¬ it is a frequency converter or an inverter, for example, to convert a

DC voltage in a three-phase three-phase system to supply the drive motors. He is also connected to the DC link. There is a voltage difference between the driving voltage and the supply voltage. If the current collector, without this voltage difference would be compensated by the electrical component, contact the catenary, it would come to an arc due to the voltage difference. This in turn would contribute to the wear on the contact strip of the pantograph and on the overhead line. The electrical component to voltage conversion thus contributes to the prevention of arcing.

Arcs only occur when a current flows. By compensating for the voltage difference at the time of manufacturing and at the time of disconnecting the contact between the pantograph and the catenary, it is ensured that no current can flow, and thus arc-free operation is ensured. In addition, an anti-regeneration period may be provided on the trackside. This will be further described below. The time of conversion of the driving voltage to the level of the supply voltage is further developed by means of a location or control signal determined. With incorporate a distance traveled by the rail vehicle and even he ^¬ calculated distance which can be measured, for example, on a wheel of a self-running non-driven undercarriage could.

A further development of the invention provides that the rail vehicle has a receiving unit for receiving a control-signal, which receiving unit is adapted to receive a control signal from at least one rail running ^¬ generating external signal generator and to drive the electrical component for voltage conversion in response to the received signal. The signal generator can be arranged stationarily in the region of the overhead line, for example a local beacon in the track shortly before the stop with the overhead line. As a control signal, the signals of a Satelli ^¬ tensystems can serve in particular a global Navigationssatelli ^¬ tensystems such as GPS, Galileo, GLONASS, or Beidou. In this embodiment, the receiving unit is a receiver of a global navigation satellite system. The receiving unit must be suitably designed to receive and evaluate the signals. An evaluation of the received signals leads to current location coordinates of the rail vehicle. At a given location of the rail vehicle, the receiving unit controls the electrical component for voltage conversion. The predetermined location has in particular a predetermined distance in the direction of the drive ^¬ catenary. If, for example, the rail vehicle is shortly before entering a stop with the overhead line, the driving voltage is regulated up to the supply voltage in order to avoid an electric arc.

The duration of the conversion of the voltage applied to the first pantograph to the level of the supply voltage of the overhead line and / or the reconversion of the voltage applied to the first pantograph supply voltage of the overhead line in the driving voltage is determined by the distance that the

Rail vehicle travels and / or by a predetermined period of time. The distance can be measured, for example, on a wheel of a self-propelled running gear who ^¬ .

Another development is the fact that the

Rail vehicle has two pantograph, a first pantograph in the region of a first rail vehicle head at a first end of the rail vehicle and a second pantograph in the region of a second rail vehicle head at a first end opposite the second end of the rail vehicle. At least the first current collector can be connected via a switch with the energy storage. It is also possible to connect both current collectors via one, two or more switches with the energy storage. At least one further, second electrical component, which allows current to pass substantially unhindered in the direction of the overhead line and has an insulating effect in the direction of the substation in order to prevent a current flow, is further developed between the overhead line in the area of the stop and a substation. The substation serves as a connection between an energy source and the overhead line. It is equipped, for example, with rectifiers for generating a DC voltage. In addition, it is designed to generate the voltage applied to the overhead line, predetermined supply voltage.

The further, second electrical component can generally be referred to as a diode. Hereinafter, it is referred to as anti-feedback diode. This is open in the direction of Oberlei ^¬ tion and locks in the direction of the power supply. It thus prevents the energy flow from the rail vehicle to the route or supply network. No energy from the energy storage is thus lost in the route network.

According to one embodiment of the route network according to the invention, the overhead line is designed as a solid ceiling busbar ^¬ forms.

A further development of the network lies in the fact that it comprises a signal transmitter, which is arranged in particular in the direction of travel at a predetermined distance from the contact line and which is designed to be suitable, a control-signal in a predetermined shape to the rail vehicle sen to transmit ^¬ and to the rail vehicle ,

The signal generator can be stationary, for example, a local beacon in the track in front of the stop with the overhead line, or it is one or more satellites of a global navigation satellite system such as GPS, Galileo, GLONASS or Beidou. The signal generator is used in particular for Transmission of location information on the rail vehicle. He could thus also be called Ortsinformationsgeber.

The sensor is in particular designed to be complementary to the receiving unit of the rail vehicle and must be constructed accordingly entspre ^¬ suitable, at least one signal to he ^¬ witness and to send to the receiving unit. The signal of a stationary signal generator, such as a local beacon in the track, is already locally related - only at this location, it can be sent by the signal generator and received by the receiver unit of the rail vehicle. It does not necessarily require an additional location information encoded in Sig ^¬ nal. Signals from other signal transmitters in particular have location coordinates or from them the instantaneous location coordinates of the rail vehicle can be derived by the receiving unit. The signal generator is designed to generate and send such a signal.

In order to avoid arcs, in addition to the aforementioned method steps, a method according to the invention for operating a device according to the invention may comprise the following method steps:

Retracting the rail vehicle with extended pantograph in the stop free of contact with the overhead line by means of energy from the energy storage of

Rail vehicle;

Raising the driving voltage from a predetermined value to at least the value of the predetermined supply voltage of the contact wire;

- Establishing a galvanic contact between the extended pantograph and the overhead line and transmitting electrical energy from the overhead line to the rail vehicle;

Extending the rail vehicle with the current collector out of the station and disconnecting the galvanic contact between the extended pantograph and the overhead line; Lowering the driving voltage to the previous, predetermined value;

Continue by means of energy from the energy storage of the rail vehicle.

The method is used particularly for operating a rail vehicle in fiction, modern ^¬ a route network with Wenig ^¬ least one conductor rail as the parent line in the region of a stop. The rail vehicle then has at least one correspondingly suitable current collector on the roof of the rail vehicle.

The pantograph is in the area of the stop, as well as in their immediate vicinity in the extended position, in particular, the pantograph during the entire Re ^¬ gelbetriebs of the rail vehicle in the extended position. Extended, the pantograph is in its working position to contact the overhead line and make a galvanic connection with this, even if, as here, not necessarily a catenary must be present. If a catenary is present, it is also spoken that the pantograph is ironed. Is it in the overhead line to a side or below the

Rail vehicle running busbar, the pantograph is in the extended position when in his

Work position is ready to make contact with the busbar - the pantograph is, in the presence of the busbar, schleifend, led along the side or under the busbar. In any case, a galvani- see connection between pantograph, in particular its contact strips, and the overhead line can be produced.

In a further developed method, a control signal is detected by a signal generator and the driving voltage is raised from the predetermined value to at least the value of the pre ^¬ given supply voltage of the contact wire. Alternatively or additionally, a control signal is detected by a signal generator and the driving voltage is dependent the control signal of at least the value of the pre give ^¬ NEN supply voltage of the contact wire lowered to the predetermined value. Before the rail vehicle is extended with the first pantograph being pulled out of the landing, the rail vehicle usually stops at the stop while maintaining the galvanic contact between the first and / or the second pantograph and the overhead line, in particular while maintaining the galvanic contact between the first and the second pantograph and the overhead line.

If both current collector simultaneously in galvanic contact with the overhead line can be carried out electrical energy from the overhead contact ^¬ processing on the rail vehicle by means of two current collectors or solely by means of the first or second extended current collector. Is preferably at least in the prior ^¬ of the rail vehicle when stopping power from the overhead line transferred to the rail vehicle by means of two downstream ^¬ holders. In order to control the energy transfer via the current collector, at least the first current collector can be connected to the energy store via a switch. Developed each of the two pantographs connected via a switch with the energy storage of the rail vehicle and thus be switched on and off.

Both the opening and closing of the switch, as well as the production and separation of the galvanic connections between pantographs and catenary takes place each load-free res ^¬ pective de-energized and thus free of arc.

If a rail vehicle operated with two pantographs, in particular, a first current collector at a first rail vehicle head at a first end of the slide ^¬ nenfahrzeugs and a second current collector in the region of a second rail vehicle head at an end opposite the first second end of the rail vehicle arranged ^If the method is further developed, the method may comprise the following steps:

Retracting the rail vehicle with extended first and second pantograph in the stop free of contact with the overhead line by means of energy from the energy storage of the rail vehicle;

Optionally detecting a control signal from a first signal generator;

Raising the driving voltage to at least the value of the predetermined supply voltage of the overhead line, optionally in response to the control signal;

If necessary, closing an open switch Zvi ^¬ rule the first current collector and the energy storage; The last two steps can also be reversed. It is important that during the subsequent process step ^¬ a voltage of at least the value of the pre give ^¬ NEN supply voltage of the overhead line is applied to the current collector. It follows:

Establishing a galvanic contact between the first extended current collector and the overhead line; Lowering the driving voltage to the previous, predetermined value;

Transmission of electrical energy from the overhead line to the rail vehicle, in particular by means of the ers ^¬ th extended pantograph;

Continuation of the rail vehicle while maintaining the galvanic contact between the extended first pantograph and the overhead line and thus in particular further driving by means of the, in particular by means of the first extended pantograph, transmitted from the overhead line to the rail vehicle energy; Holding while maintaining the galvanic contact between the extended first pantograph and while maintaining the transmission of electrical energy from the overhead contact line to the rail vehicle;

Before the last step could be the following

Process steps take place: Optionally, detection of a further control signal from the first signal generator or determining a distance traveled by the rail vehicle since the control signal path, and calculate a further Steuerungssig ^¬ Nals;

If necessary, closing an open switch Zvi ^¬ rule the second current collector and the energy storage; Establishing a galvanic contact between the second extended current collector and the overhead line; Lowering the driving voltage to the previous, predetermined value;

Transmitting electrical energy from the overhead line to the rail vehicle;

As above, the lifting of the voltage and the closing of the switch could be reversed. However, it is also possible that the opened switch between the second pantograph and the energy storage is closed only during the vehicle stop. For this purpose, in turn, the driving voltage must first be raised.

Before the exit again the switch between the first pantograph and the energy storage could be opened. This commutates the current flow to the second pantograph. Following:

Extending the rail vehicle with extended first and second pantographs from the stop;

Continue the rail vehicle while maintaining the galvanic contact between the extended second pantograph and the overhead line and thus in particular continue driving by means of the, in particular by means of the second extended pantograph, transmitted from the overhead line to the rail vehicle energy; Optionally, detecting a further control signal from the second signal generator or determining a traversed by the rail vehicle since the control signal Distance and calculate another Steuersig ^¬ nals;

Optionally, opening the closed switch Zvi ^¬ rule the second current collector and the power storage; Disconnecting the galvanic contact between the second extended current collector and the overhead line;

- Lowering the driving voltage to the previous, predetermined value and driving on by means of energy from the energy ^¬ giespeicher the rail vehicle.

The separation of the galvanic contact between the second extended pantograph and the overhead line is then again without load and was therefore not further here ^¬ leads.

Alternatively, could follow:

- If necessary, detecting a further control signal from a further, second signal generator;

Optionally, opening the closed switch Zvi ^¬ rule the first current collector and the power storage; Raising the driving voltage to at least the value of the predetermined supply voltage of the overhead line, optionally in response to the control signal;

Disconnecting the galvanic contact between the first extended current collector and the overhead line;

Lowering the driving voltage to the previous, preset value and, if necessary, transmitting electrical power

Energy from the overhead line to the rail vehicle, in particular by means of the second extended Stromab ^¬ takers;

Continuation of the rail vehicle while maintaining the galvanic contact between the extended second pantograph and the overhead line and thus in particular continue driving means of, in particular by means of the second extended pantograph, energy transferred from the overhead contact line to the rail vehicle; Optionally, detection of a further control signal from the second signal generator or determining a distance traveled by the rail vehicle since the control signal path, and calculate a further Steuerungssig ^¬ Nals;

Lowering the driving voltage to the previous, predetermined value and driving on by means of energy from the energy ^¬ giespeicher the rail vehicle.

In principle, the method described above applies to everyone

Single pantograph.

The invention allows numerous embodiments. It will be explained in more detail with reference to the following figures, in each of which a design example is shown. Identical elements in the figures are provided with the same reference numerals.

Fig. 1 shows schematically a rail vehicle of the prior art with conventional pantograph,

2 schematically shows a rail vehicle according to the invention,

3 schematically shows an overhead line according to the invention FIG. 4 shows schematically the rail vehicle ^{according to} the invention when entering a stop, FIG. 5 shows schematically the rail vehicle ^{according to} the invention when entering the bus stop,

6 to 14 show schematically the extension and retraction of the rail vehicle according to the invention in and out of the stop,

Fig. 15 shows a schematic diagram of an inventive

Vehicle and a portion of a erfindungsge ^¬ MAESS route network.

In Fig. 1, a rail vehicle 1 of the prior art is shown, with a centrally located, conventional Einholmstromabnehmer 2 on the roof of the rail vehicle for contacting a stationary overhead line. For comparison, Fig. 2 shows an inventive rail vehicle 1, here a low-floor railway vehicle of the public passenger ^¬ transport, with two clearly smaller, according to the invention current collectors 2. These are arranged and configured gal ^¬ vanische compounds with a fixed conductor rail as a fixed overhead line 3 manufacture.

The overhead line 3 according to the invention, which is complementary to the rail vehicle, is shown in the schematic representation of FIG. 3. It is designed as a fixed busbar. Therefore, it could also be referred to as ceiling ^{busbar ¬} the. In general, a catenary is referred to as a catenary, trolley wire or overhead contact wire or busbar. The overhead line 3 is cranked on both sides. It has a thereto subsequently ^¬ sequent first end portion and 5, the opposite second side of the center part 4 a is analogous thereto closing at ^¬, here identical second end portion 6 on a first side of a central part. 4 Both end sections 5 and 6 form entry and exit ramps.

The end sections 5 and 6 are each straight. Between the respective end portions 5 and 6 and the middle part 4 each radii are provided which a steady transition allow from the respective end portions 5 and 6 on the middle part 4. The end portions 5 and 6 have predetermined and here the same angle to the middle part 4 and lengths. The Win ^¬ kel arise depending on impact speed and impact forces and strength of pantograph and contact strips of the rail vehicle. Thus, the Endab ^¬ sections 5 and 6 respectively at the end facing away from the middle part 4 the greatest distance from the central part 4. Since the middle part 4 has a substantially constant, specified ^differently bene height above the rail and the first and the second end portion has 5 and 6 from the central part starting to ^¬ participating height above the rail Endab ^¬ sections 5 and 6 each have at the end facing away from the middle part 4 end of the greatest height above the unspecified ^¬ illustrated rail.

In this exemplary embodiment, a further, third end section 7 is provided, which adjoins the end of the first end section 5 facing away from the middle section 4 and a fourth end section 8, which is identical to the third end section 7 and adjoins the second end section 6 in an analogous manner followed. Their angles to the middle part 4 are greater than the angles of the first and second end sections 5 and 6. Their lengths, however, significantly shorter than those of the first and second end sections 5 and 6. Also, the third and fourth Endab ^{¬ section} are by means of transition bends with predetermined radii connected to the first, respectively second end portion. The third and fourth end portions 7 and 8 are primarily used in an emergency to prevent threading the pantograph in an area above the catenary in any case.

As a rule, the pantograph of the rail vehicle threading the overhead line 3 in the first or second end section 5 and 6. For this purpose, the raised pantograph of the rail vehicle and the overhead line are designed and tuned to ^¬ each other, that abrasive strips of the pantograph at the entrance of the rail vehicle in the stop have a height above the rail, which is at least as large as the substantially constant height of the central part 4 of the overhead line and at most as large as the maximum height of the raised first and / or second end portion 5 and / or 6 of the overhead line above the rail.

For this purpose, in particular the tolerances outlined in FIG. 4 for the tolerance chain must be taken into account and included. Fig. 5 illustrates the impact of Stromab ^¬ takers in the allowable ramp range of the first end portion 5, taking into account all tolerances Δ.

The tolerance chain Δ of infrastructure Δ1, vehicle Δ2, overhead line Δ3 and pantograph Δ4 is dimensioned so that the

Pantograph always impinges in the region of the first or second end portion 5 or 6, wherein the tolerance Δ is less than or equal to the total height of the first or second end portion 5 or 6 relative to the middle part 4.

Δ1 here characterizes the tolerances of a height of the rail 9 via a base surface on which the rails 9 buildin ^¬ are Untitled. Δ3 indicates the tolerance of a height of with ^¬ telteils 4 of the overhead line on the base, on which the upper line is fastened. Δ2 indicates the tolerances of a height of a roof of the rail vehicle 1 over the

Rail 9, on which roof the pantograph 2 is arranged. Finally, Δ4 refers to the tolerances of a height of the lifted pantograph 2 above the roof of the pantograph

Rail vehicles 1. These are sized so that the

Grinding strips of the raised pantograph 2 at the entrance of the rail vehicle 1 in the stop have a height above the rail 9, which is at least as large as the substantially constant height of the middle part 4 of the overhead line and at most as large as the largest height of the raised first end portion 5 of the overhead line above the rail. 9 FIGS. 6 to 14 show a method according to the invention for operating the rail vehicle.

According to Fig. 6, the rail vehicle with two, even between see two stops, raised, very low pantographs operated, which are arranged on the vehicle roof in the region of the opposite respective ends of the vehicle. The pantographs remain raised during normal operation of the rail vehicle. The pantograph design includes a very short construction with a very low working height.

The vehicle shall shortly before entering a stop with the overhead line location information as a control signal here via a reception unit 13 Navigationssatelli ^¬ tensystems (Fig. 7). A braking operation is initiated in response to this control signal.

It follows the retraction of the rail vehicle with raised first and second pantograph in the stop and the arc-free establishing a galvanic contact zwi ^¬ rule the first raised pantograph and the first end portion of the catenary and transmitting electrical energy from the overhead line to the rail vehicle.

About the ramp of the overhead line or the ceiling busbar, the pantograph can thereby einfÃ¤ ^¬ individually. This is outlined in detail view FIG. 8. The arc-free contact is established by the compensation of the voltage differences between driving voltage and supply voltage described below by converting the driving voltage to or above the level of the supply voltage and preventing an energy flow from the vehicle to the route network.

This is followed by the further movement of the rail vehicle under Beibe ^¬ attitude of the galvanic contact between the raised The first pantograph and the middle part of the catenary and according to FIG. 9, the production of an arc-free galvanic contact between the raised second pantograph and the first end portion of the catenary and the transmission of electrical energy from the catenary to the

Rail vehicle. The arc-free production of the contact takes place here identical to the contact between the first pantograph and the overhead line. Subsequently (FIG. 10), the rail vehicle stops at the stop while maintaining the galvanic contact of both lifted current collectors and the middle part of the overhead line and while maintaining the transmission of electrical energy from the overhead line to the rail vehicle, in particular for charging the electrical energy store of the rail vehicle ,

After the hold the rail vehicle (11 Fig.) Moves back from the test Hal ^¬ from elle. However, the rail vehicle is accelerated advantageously by means of energy from the overhead line and not from the energy storage on the rail vehicle. First, the galvanic contact between the angehobe ^¬ NEN first current collector and the overhead line at the second end portion is separated without load (Fig. 12). The no-load separation avoids an arc. About the

Outrun ramp of the overhead line or the ceiling busbar, the pantograph can move out independently. In this case, the galvanic contact between the raised second pantograph and the middle part of the catenary and thus the transmission of electrical energy from the catenary on the rail vehicle is made. The second power ^¬ buyer thus takes over the supply of the rail vehicle alone. Only when the galvanic contact between the attached ^¬ levied second current collector and the overhead line at the second end portion is separated without load (Fig. 13), the energy storage of the vehicle takes over the supply of the drive units and the auxiliary system of the rail car stuff. The rail vehicle in turn continues with raised pantographs to the next stop (Fig. 14).

In order to disconnect the pantographs without load, analogously to the production of the contact, the driving voltage is again converted at least to or above the level of the supply voltage or in particular raised.

According to the invention is the wireless operation with permanently raised pantograph with very low working height. The following aspects play an important role:

- The pantographs are significantly smaller compared to conventional pantographs. This simplifies the mechanics (omission of the "knee joint") and also improves the aesthetics of the rail vehicle.

- Automatic "threading" the pantograph of fahr ^¬ wireless in trolley overstretched sections on ramped end sections and tolerance specifications at specified maximum speeds.

- Arc avoidance at entry and exit.

Due to the permanently raised current collector, no lifting / lowering cycles are required that impede the drive. A regular exchange of the actuators can be omitted, a abneh- Mende reliability by failing drives is vermie ^¬.

The use of a low-cost standard electric current collector drive is possible. Through the entrance with raised pantograph a network connection is made very quickly, thus enabling as early as possible beginning Ladevor ^¬ gear for the in-vehicle energy storage. This allows for minimum hold times. On the other hand, at exit longest possible Netzver ^¬ connection is possible. This allows the acceleration process to take place for a long time under the overhead line supply. This means a conservation of energy storage and thus a extended life. The vehicle leaves the Ladesta ^¬ tion with maximum energy content.

In Fig. 15 a schematic diagram of a vehicle 1 according to the invention and a region of a stop of a route network OF INVENTION ^¬ to the invention is shown. The route network has limited in its length trolley wire 3, being ^¬ forms wel ^¬ cher as overhead conductor rail in the region of the stop is.

The power supply of the contact wire 3 takes over a Um ^¬ tensioning 16, also called substation. In order to avoid a recovery of electrical energy from the vehicle 1 in the contact wire 3, a further electrical component 15 is provided between the substation 16 and the trolley wire 3, the current can pass in the direction of the contact wire 3 and insulating in the direction of the substation 16 - a so-called ^anti-¬ regenerative diode. The vehicle 1 is a rail vehicle which is traveling on and Wenig ^¬ least a rail 9 is guided by the latter. The rail 9 could serve at the same time so that a potential equalization for deriving elekt ^¬ step currents in the earth, and. The rail 9 is at ground potential. However, the rails can also insulate against the earth and serve to forward the power to the substation, where the grounding takes place.

On the roof of the vehicle 1, a current collector 2 for transmitting electrical energy from the contact wire 3 is arranged on the vehicle. In addition, the vehicle 1 comprises an energy store 10 for providing electrical energy for driving the vehicle. The energy storage 10 is connected to the current collector 2 via a switch 14. The connection is used primarily for charging the energy storage device 10 from the contact wire 3 with electrical energy, which is passed from the current collector 2 to the energy storage device 10. In addition, the vehicle has at least one electrical component 12 which is adapted to convert a connection established by the power source voltage U3 ^¬ memory 10 into a predetermined driving voltage U2 and in a predetermined supply voltage Ul of the contact wire. 3 The device 12 is here a Hoch- / Tiefsetzsteiler. The voltages are each measured against the ground potential of the rail 9 and they are different in size. The contact wire and the pantograph are therefore at different voltage levels - the driving voltage and the supply voltage are different if no connection exists.

While the vehicle is being driven with energy from the energy store, the ^travel voltage U2 is present in front of the switch 14, and also at the current collector when the switch 14 is closed.

The electrical component 12 is suitable to convert the driving voltage when driving by means of energy from the energy storage 10 to the value of the supply voltage Ul, which is applied to the contact wire 3, i. raise and / or lower.

Here is a step-up / step down as electrical Bauele ^¬ element 12 is provided and connected to the energy storage 10 to compensate for the voltage difference between the driving voltage and the supply voltage of the contact wire 3, at least for a short time.

The energy storage system thus includes the energy storage 10 and the electrical component 12 for voltage conversion.

The power converter is designed adjustable. It is controlled via a receiver unit 13 for receiving and Auswer ^¬ th location information and the power converter in dependence on the location information of control. Here, the reception unit is set 13 and to determine the location in the current location ^¬ coordinates of the vehicle in a predetermined coordinate system based on signals from a satellite navigation system. In addition to the power converter of the energy storage system, the vehicle has a further power converter 17, via which traction motors are electrically connected as drive units 11 of the vehicle both with the energy storage device 10 and with the current collector 2. It serves to supply and control the drive units of the vehicle 1 and is ^therefore also called a drive converter. This is an inverter. The second power converter 17 is the assigned - the drive system 18 is formed analogous to Energiespei ^¬ chersystem from the traction motors as Antriebsaggrega ^¬ th 11 and the second power converter 17th

In the present case, it is thus possible to speak of an adaptation of the DC link voltage during the conversion of the driving voltage U2 to the value of the predetermined supply voltage U1 of the contact wire 3.

Before raising or lowering the intermediate circuit voltage, a control signal is detected by means of a receiving unit 13 and then the input converter is controlled so that the intermediate circuit voltage is raised or lowered to or above the predetermined level of the supply voltage. The control signal originates from at least one vehicle-external signal generator.

In the determination of the exact time of the conversion of the driving voltage to the level of the supply voltage can also be a traversed by the vehicle and self-calculated path included, for example, is measured on a wheel of a self-driven running gear, in particular ^¬ since the time of detection the Steuerungssig ^¬ Nals by the receiving unit 13. the signal transmitter may be arranged to be stationary in the area of the contact wire, one for example, a distance, braking ^¬ or location beacon in the track just before the stop by the driving ^¬ wire. 3 Here, data of a Naviga ^¬ tion satellite system are received and evaluated by the receiving unit 13. It is formed ent ^¬ speaking complementary thereto. In addition, it is suitable for processing said data and for controlling the electrical component 12.

Between two sections of the route network with contact wire 3, that in particular between two stops, the driving ^¬ convincing 1 is driven with energy from the energy storage 10th In this case, a driving or intermediate circuit voltage of a predetermined amount is provided, which is different from an amount of the supply voltage of the contact wire 3.

To avoid arcing or the vehicle is increased intermediate ^¬ circuit voltage at least at or above the magnitude of the supply voltage shortly before the contact of the current collector 2 with the contact wire. 3 To charge the energy storage, the voltage is lowered again.

Claims

3 y

claims

Device with a catenary (3) in the region of a stop and at least one rail vehicle (1) with a current collector (2) for contacting the overhead line, wherein the overhead line a central part (4) with a limited, predetermined length and then on at least one side a first end ^¬ section (5), wherein the central part (4) has a substantially constant, predetermined height above the rail (9) and the first end portion (5) from the central part (4) starting increasing height above the rail (5) 9),

characterized in that

the current collector (2) of the rail vehicle is raised and adapted to the overhead line (3), that grinding strips of the pantograph (2) at the entrance of the rail vehicle (1) in the stop have a height above the rail (9), at least as is great, as the substantially constant height of the central ^¬ part (4) of the catenary and is at most as large as the maximum height of the raised first Endab ^{¬ section} (5) of the overhead line above the rail (9).

Device according to claim 1,

characterized in that

the overhead line (3) has a second end section (6) with a height increasing from the central section (4) above the rail (9), which adjoins the side of the central section (4) opposite the first end section (5).

Device according to one of claims 1 or 2,

characterized in that

at least the central part (4) and the first end section (5) of the overhead line are designed as fixed busbars. Device according to one of claims 1 to 3,

characterized in that

the tolerances of a height of the rail (9) above a base on which the rails (9) are fixed, the tolerances of a height of the middle part (4) of the overhead line (3) above the base on which the overhead line (3) is fixed , the tolerances of a height of a roof of the rail vehicle (1) on which the pantograph (2) is arranged above the rail

(9), and the tolerances of a height of the lifted pantograph (2) above the roof of the rail vehicle

(1) are dimensioned so that the contact strips of the attached ^¬ levied current collector (2) have at the entrance of the slide ^¬ nenfahrzeugs (1) in the stop a height above the rail (9), which is at least as great as the in Substantially constant height of the central part (4) of the catenary and at most as large as the maximum height of the raised first end portion (5) of the overhead line above the rail.

Device according to one of claims 1 to 4,

characterized in that

the first and / or the second end section (5, 6) are substantially rectilinear and have an angle of at most 3 ° to the central part (4) of the overhead line (3).

Device according to claim 5,

characterized in that

have the overhead line (3) in the transition between the first and / or the second end portion (5, 6) and the telteil With ^¬ (4) of the overhead line (3) has a radius greater than 5000 mm.

Device according to one of claims 1 to 4,

characterized in that

at least the first and / or the second end portion (5, 6) are designed skid-shaped. Device according to one of claims 1 to 7,

characterized in that

the overhead line (3) has at least one further, third, end portion (7), the portion at the first end (5) connects, and a from the central part (4) from increasing height above the rail (9) has ^¬. 9. Device according to one of claims 1 to 8,

characterized in that

the pantograph (2) is designed as Einholmstromabnehmer, wherein an upper arm of the pantograph is mounted by means of a joint directly to a base frame of the pantograph.

10. Device according to one of claims 1 to 9,

characterized in that

the rail vehicle (1) has two current collectors (2), a first current collector in the region of a first vehicle head at a first end of the rail vehicle and a second current collector in the region of a second vehicle head at a second end of the rail vehicle (1) opposite the first end ,

Method for operating a device according to one of Claims 1 to 9, characterized by the following method steps:

- Retraction of the rail vehicle with raised

Pantograph in the stop free from contact with a catenary;

- Continue the rail vehicle under the with ^¬ telteil the overhead line while maintaining the gal vanish contact between the raised pantograph and the overhead line;

- Extension of the rail vehicle with lifted

Pantograph from the stop and disconnecting the galvanic contact between the raised

Pantograph and the overhead line.

Method according to claim 11,

characterized in that

the pantograph is raised to such an extent that when the rail vehicle enters the landing the pantographs of the pantograph have a height above the rail which is at least as great as the substantially constant height of the middle part of the overhead contact line and at most as large as the greatest height of the raised first end portion of the Oberlei ^¬ tion over the rail.

Method for operating a device according to claim 10, characterized by the following method steps:

- Retraction of the rail vehicle with raised

first and second pantographs in the stop;

- making a galvanic contact between the first raised pantograph and the first end portion of the catenary;

- Continue the rail vehicle while maintaining ^¬ tion of the galvanic contact between the raised first pantograph and the middle part of the overhead line;

- establishing a galvanic contact between the raised second pantograph and the first end portion of the catenary and transmitting electrical energy from the catenary to the rail vehicle;

- Continue the rail vehicle under Beibehal ^¬ processing of galvanic contact between the angeho- Benen second pantograph and the middle part of the overhead line;

Extending the rail vehicle with the lifted first pantograph out of the landing and disconnecting the galvanic contact between the lifted first pantograph and the overhead line; Extending the rail vehicle with raised second pantograph from the stop and Tren NEN of the galvanic contact between the raised second pantograph and the overhead line.

14. The method according to any one of claims 11 to 13,

characterized in that prior to establishing a galvanic contact between the first and / or second raised current collector and the overhead line and / or before disconnecting the galvanic contact between the first and / or second raised current collector and the overhead line one from a energy storage related energy provided driving voltage (U2) to at least the value of a predetermined

Supply voltage (Ul) of the contact wire is converted.