EP3307583A1 - Dispositif et procédé d'entrée d'un véhicule ferroviaire dans une station puis de fonctionnement de celui-ci sans ligne aérienne - Google Patents

Dispositif et procédé d'entrée d'un véhicule ferroviaire dans une station puis de fonctionnement de celui-ci sans ligne aérienne

Info

Publication number
EP3307583A1
EP3307583A1 EP16747769.4A EP16747769A EP3307583A1 EP 3307583 A1 EP3307583 A1 EP 3307583A1 EP 16747769 A EP16747769 A EP 16747769A EP 3307583 A1 EP3307583 A1 EP 3307583A1
Authority
EP
European Patent Office
Prior art keywords
overhead line
pantograph
rail
rail vehicle
raised
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.)
Withdrawn
Application number
EP16747769.4A
Other languages
German (de)
English (en)
Inventor
Manfred Kerscher
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.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP3307583A1 publication Critical patent/EP3307583A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/42—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from individual contact pieces connected to the power supply line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
    • B60L5/22—Supporting means for the contact bow
    • B60L5/24—Pantographs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
    • B60L5/22—Supporting means for the contact bow
    • B60L5/28—Devices for lifting and resetting the collector
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/32—Constructional details of charging stations by charging in short intervals along the itinerary, e.g. during short stops
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/12—Trolley lines; Accessories therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/36—Single contact pieces along the line for power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • 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.
  • 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
  • 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.
  • the raised current collector of the slide ⁇ nengovernment is constructed and ist ⁇ 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.
  • 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 Trainzu ⁇ 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
  • 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.
  • 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.
  • the rail and the middle part of the overhead line run approximately parallel to one another.
  • 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.
  • the angle of the first end portion of the impact force is determined by the Geschwin ⁇ speed of the vehicle.
  • 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.
  • 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.
  • a smooth transition of the current collector from the first end portion to the central portion of the overhead line ge ⁇ ensured.
  • 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.
  • 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.
  • pantograph is simple and inexpensive to manufacture. According to a further development of the pantograph is designed as Einholmstromabsacrificing, 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.
  • the pantograph includes a rocker for
  • 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.
  • a suitable drive such as an electric ⁇ motor or a pneumatic drive.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • Schleifleis ⁇ th a maximum height difference between and raised state of 1000 mm, in particular of 500 mm. discloses that it has a height above a base frame in angehobe ⁇ nem condition of at most 1500 mm, especially of at most 750 mm.
  • 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.
  • 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.
  • the device is operated with the following method steps:
  • 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.
  • 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.
  • pantograph is raised during normal operation of the rail vehicle.
  • the catenary of the overhead line can be independently threaded in or out of the pantograph.
  • 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 suit-. If two pantographs are provided on the vehicle, this applies to both pantographs. The method would then have the following method steps:
  • 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.
  • 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.
  • 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.
  • the rail vehicle 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 Energyspei ⁇ 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.
  • the driving voltage is provided from a related from the energy storage electrical energy.
  • 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.
  • 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.
  • a step- up / step down divider is provided for this purpose.
  • 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 devislei ⁇ 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.
  • 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.
  • 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.
  • auxiliary battery which is ⁇ play
  • auxiliary battery which is ⁇ play
  • it is a power converter, in particular a DC controller.
  • 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.
  • 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.
  • Antriebsum ⁇ judge is also called Antriebsum ⁇ judge.
  • a frequency converter or an inverter for example, to convert a
  • Arcs only occur when a current flows.
  • 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.
  • 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.
  • the signals of a Satelli ⁇ tensystems can serve in particular a global Navigationssatelli ⁇ tensystems such as GPS, Galileo, GLONASS, or Beidou.
  • 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.
  • 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 ⁇ .
  • 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.
  • 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.
  • 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.
  • a method according to the invention for operating a device according to the invention may comprise the following method steps:
  • 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 ⁇ gel réelles 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
  • pantograph is in the extended position when in his
  • pantograph is, in the presence of the busbar, schleifend, led along the side or under the busbar.
  • a galvani- see connection between pantograph, in particular its contact strips, and the overhead line can be produced.
  • 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.
  • 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.
  • 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.
  • 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.
  • the method may comprise the following steps:
  • 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;
  • the lifting of the voltage and the closing of the switch could be reversed.
  • the opened switch between the second pantograph and the energy storage is closed only during the vehicle stop.
  • the driving voltage must first be raised.
  • 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;
  • 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;
  • Fig. 1 shows schematically a rail vehicle of the prior art with conventional pantograph
  • FIG. 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
  • a rail vehicle 1 of the prior art is shown, with a centrally located, conventional Einholmstromab chorus 2 on the roof of the rail vehicle for contacting a stationary overhead line.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the pantograph of the rail vehicle threading the overhead line 3 in the first or second end section 5 and 6.
  • 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.
  • Fig. 5 illustrates the impact of Stromab ⁇ takers in the allowable ramp range of the first end portion 5, taking into account all tolerances ⁇ .
  • the tolerance chain ⁇ of infrastructure ⁇ 1, vehicle ⁇ 2, overhead line ⁇ 3 and pantograph ⁇ 4 is dimensioned so that the
  • Pantograph always impinges in the region of the first or second end portion 5 or 6, wherein the tolerance ⁇ 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.
  • ⁇ 1 here characterizes the tolerances of a height of the rail 9 via a base surface on which the rails 9 buildin ⁇ are Untitled.
  • ⁇ 3 indicates the tolerance of a height of with ⁇ telteils 4 of the overhead line on the base, on which the upper line is fastened.
  • ⁇ 2 indicates the tolerances of a height of a roof of the rail vehicle 1 over the
  • ⁇ 4 refers to the tolerances of a height of the lifted pantograph 2 above the roof of the pantograph
  • FIGS. 6 to 14 show a method according to the invention for operating the rail vehicle.
  • 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.
  • the pantograph can thereby einf ⁇ ⁇ 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.
  • the rail vehicle (11 Fig.) Moves back from the test Hal ⁇ from elle.
  • the rail vehicle is accelerated advantageously by means of energy from the overhead line and not from the energy storage on the rail vehicle.
  • 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.
  • the pantograph can move out independently.
  • 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).
  • the driving voltage is again converted at least to or above the level of the supply voltage or in particular raised.
  • 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.
  • 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.
  • 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.
  • a current collector 2 for transmitting electrical energy from the contact wire 3 is arranged on the vehicle.
  • 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.
  • 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.
  • the device 12 is here a Hoch- / Mossetzsteiler. 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.
  • 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.
  • 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.
  • 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.
  • 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 Energyspei ⁇ chersystem from the traction motors as Antriebsaggrega ⁇ th 11 and the second power converter 17th
  • 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.
  • 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.
  • 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.
  • the driving ⁇ convincing 1 is driven with energy from the energy storage 10th
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif pourvu d'une ligne aérienne (3) au niveau d'une station et d'au moins un véhicule ferroviaire (1) équipé d'un pantographe (2) destiné à venir en contact avec la ligne aérienne. La ligne aérienne comporte alors une partie centrale (4) d'une longueur prédéterminée limitée suivie, sur au moins un côté, d'une première partie d'extrémité (5). La partie centrale (4) se trouve à une hauteur prédéterminée sensiblement constante au-dessus du rail (9) et la première partie d'extrémité (5) se trouve à une hauteur croissante, à partir de la partie centrale (4), au-dessus du rail (9). L'invention est caractérisée en ce que le pantographe (2) du véhicule ferroviaire est soulevé et est ainsi ajusté à la ligne de contact (3) de sorte que, lors de l'entrée du véhicule ferroviaire (1) dans la station d'arrêt, des bandes de contact du pantographe (2) se trouvent à une hauteur au- dessus du rail (9) qui est au moins aussi grande que la hauteur sensiblement constante de la partie centrale (4) de la ligne aérienne et qui est au plus aussi grande que la plus grande hauteur de la première partie d'extrémité (5) soulevée de la ligne aérienne au-dessus du rail (9). L'invention concerne également un procédé de fonctionnement du dispositif, dans lequel le véhicule ferroviaire entre dans la station, et en ressort, avec le pantographe soulevé.
EP16747769.4A 2015-08-07 2016-08-03 Dispositif et procédé d'entrée d'un véhicule ferroviaire dans une station puis de fonctionnement de celui-ci sans ligne aérienne Withdrawn EP3307583A1 (fr)

Applications Claiming Priority (2)

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DE102015215174.3A DE102015215174A1 (de) 2015-08-07 2015-08-07 Vorrichtung und ein Verfahren zum oberleitungslosen Betreiben eines Schienenfahrzeugs
PCT/EP2016/068503 WO2017025399A1 (fr) 2015-08-07 2016-08-03 Dispositif et procédé d'entrée d'un véhicule ferroviaire dans une station puis de fonctionnement de celui-ci sans ligne aérienne

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EP3307583A1 true EP3307583A1 (fr) 2018-04-18

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US (1) US10793006B2 (fr)
EP (1) EP3307583A1 (fr)
CN (1) CN208101719U (fr)
DE (1) DE102015215174A1 (fr)
SA (1) SA518390841B1 (fr)
WO (1) WO2017025399A1 (fr)

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CN107054099B (zh) * 2017-03-31 2021-01-15 中车青岛四方机车车辆股份有限公司 三轨受流过渡装置及具有其的车辆
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DE102018212768A1 (de) * 2018-07-31 2020-02-06 Siemens Aktiengesellschaft Verfahren zum Erzeugen einer Bewegungsinformation
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US20180222325A1 (en) 2018-08-09
SA518390841B1 (ar) 2021-02-03
DE102015215174A1 (de) 2017-02-09
US10793006B2 (en) 2020-10-06
CN208101719U (zh) 2018-11-16
WO2017025399A1 (fr) 2017-02-16

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