SE535746C2 - Flexible track construction - Google Patents

Description

Lateral deformations of the track pose a great danger to passing vehicles as pantographs can get stuck in the track. In the event that the side walls of the track are completely compressed, contact between the immersed electrical conductor and the vehicle's pantograph is prevented and the power supply of vehicles is deactivated.

If the side walls of the track are instead pulled apart, the electrical conductor will be able to move laterally, which may lead to an unsatisfactory contact between the submerged electrical conductor and the vehicle's pantograph. Dirt and / or water will also be easier to accumulate in the track, which can lead to downtime.

There is therefore a need to develop track structures with higher strength that ensure a power supply for passing vehicles.

Summary of the invention The object of the present invention is to provide a track construction with high strength which ensures a power supply of passing vehicles.

This is achieved with a track construction according to claim 1, adapted to be able to extend along a selected wave stretch and its assigned series-oriented road section, intended to be able to receive a vehicle-related current taking means, and comprising one or more elongate tracks, which are assigned to each road section, the track two side walls and a bottom plate adapted to support current-supplyable and energizable electrical conductors, said groove comprising an outer casing, consisting of wall sections which enclose the groove.

By leaving the groove enclosed by an outer casing consisting of wall sections, a groove construction with high strength is achieved which prevents lateral deformations of the groove.

In a preferred embodiment, the wall sections consist of steel or aluminum.

During the winter months in areas with cold climates and temperatures below 0 ° C, water in the soil will freeze, so-called frost. When water freezes to ice, the volume increases by up to 9%. The expansion of the lens can cause damage to technical installations in the ground, for example on roads and building foundations. The frost in the ground below a road section can thus give rise to large movements in the vertical direction. The track construction that is immersed in the relevant section of road then risks being pushed up and losing contact with the carriageway. A protruding track construction on the road naturally constitutes a major traffic hazard. Therefore, it is of great importance that the track construction is kept in place despite vertical movements due to frostbite or for other reasons. In a further preferred embodiment, the wall sections are formed with one or more continuous recesses or slots perpendicular to the longitudinal direction of the groove construction. The recesses divide the wall sections into shorter sub-sections that can follow the movement of the road in the vertical direction without the entire track construction risking protruding from the road. In a further embodiment, the recesses are inserted at regular intervals along the groove construction. The distance between two consecutive recesses can be selected to between 0.5 meters and 2 meters, based on expected frost shoots within the current road section.

In an alternative embodiment, the recesses are filled with a visible material to prevent gravel and dirt from accumulating in the recesses. The visible material can be, for example, asphalt, rubber or plastic and follows the movements of the wall sections in compression and expansion.

In another embodiment, the track construction may comprise a coupling element, rotatably arranged between two adjacent sub-sections in the upper end portion of the recess closest to the road section of the road section and adapted to connect the two sub-sections. In a further embodiment, the groove construction may comprise a coupling element, rotatably arranged between two adjacent sub-sections in the lower end portion of the recess furthest from the road section of the road section and adapted to interconnect the two sub-sections. In an alternative embodiment, the coupling element comprises a part of the wall section which remains after the formation of the recess. Brief Description of the Drawings

Figure 1C schematically shows two vehicle-related energy sources and a third, the vehicle external energy source.

Figure 1D shows a power / time diagram (P / h) illustrating the vehicle's passage along a roadway, its road section and its road sections.

Figure 2 schematically shows a vehicle-related electrical arrangement. Figure 3 shows in an end view a vehicle, with a downwardly directed contact means in a co-operation with the road section assigned voltage-setting electrical conductors.

Figure 4 schematically shows an electrical arrangement for a number of series-oriented road sections.

Figure 5 shows in a perspective view a track construction according to the present invention.

Figure 6 shows a cross section of the track construction according to Figure 5.

Figure 7 shows in another perspective view the track construction according to Figure 5.

Figure 8 shows in a perspective view a groove construction according to the present invention in connection with movement in vertical direction of two sub-sections.

Figure 9 shows in a side view the track construction according to Figure 8 in connection with movement in the vertical direction.

Detailed description of the invention The mechanical arrangement will be described in more detail below with reference to the tools. However, the invention is not to be construed as limited to the embodiment or embodiments shown in the figures and described below, but may be varied within the scope of the claims.

Thus, the clock 1A shows a vehicle 1 driving for an electric and of one or two of its batteries or a set of batteries propulsive along a road section 2 and its road sections 2a1 and 2a1 'adapted system "S".

The vehicle 1 here consists of an exterior of an "A-Ford", but this is here converted into a battery-powered vehicle, with a continuous access to an external, a third, energy source, here referred to as "s1", "lll".

The vehicle 1 shall then comprise a steering arrangement 3 (not shown) or a steering equipment, so that a driver "F" (not shown) can drive and steer the vehicle 1 along said road section 2 and its road section 2a1.

The vehicle 1 could also comprise a gearbox and other parts and details required for the operation of the vehicle, but as these parts are well known to a person skilled in the art, these will not be described in detail.

However, an electrically driven vehicle 1 does not need a gearbox as a speed control and a power take-off can take place via known electrical and electronic circuits. Figure 1B shows, in the same way as in Figure 1A, an electrically propulsive truck 1b, with coupled trailers 1c, along the road section 2, 2a and its associated road section 2a1.

Figure 1C now clearly shows two vehicle-related and vehicle-related energy sources, here denoted "l" and "ll". a "first" in the form of a diesel generator a "second" in the form of a battery or a set of batteries and a "third" energy source "lll", in the form of a vehicle externally oriented energy source, here shaped as, via coupling means or switches , tensionable parallel conductors or rails within road sections, recessed into grooves and a cavity along the roadway or the entire road section 2.

These are in Figure 1C coordinated to a vehicle-related control circuit 100, which, depending on a power supplied to an electric drive motor 5, allows to select all or a combination of the power supply energy sources "11" resp. "lll". The power control is illustrated here as an accelerator pedal 100a, the movement of which up and down is connected to a control circuit "R2" within the control circuit 100, which in turn comprises a, power and energy between the energy sources, distributing circuit "R1".

Figure 1D illustrates in a Plt (power time) diagram how a full power or reduced power can be distributed and transmitted for the passage of the vehicle along a different road section 2a of a carriageway or road section 2 by means of the circuit "R1" and the control circuit "R2".

Between times t1 - t; illustrates in principle how a full power take-off from the three energy sources "l", "ll" and "lll" can be realized, with the power take-off from the energy source "l" illustrated at the top, the power take-off from the energy source "ll" illustrated below (dashed lines) and the power output from the energy source "lll" illustrated below.

Between the times t; t4 illustrates in principle a reduced power output from the energy sources "l" and "ll", while the energy source "l | l" is illustrated here disconnected.

Between the times ts - ts, in principle, a reduced power output from the energy sources "ll" and "Ill" is illustrated.

The battery set "B" and the second energy source "ll", but in particular the third energy source "ll |" shall primarily, via the distribution circuit "R1", supply the motor 5 and for this purpose it is required that the battery set “ll”, “B” has stored an energy and is otherwise dimensioned to drive the motor 5 at full power.

Battery set "ll"; "B" must first be charged via the energy source "|| l"; "S1" and alternatively maintained or charged via the energy source The energy or power from the energy sources "l" and "lll" can be selected to 5 - 30% of the energy or power assigned to the energy source "ll"; such as about 25%.

The supply voltage to the motor 5 can be selected to +400 VDC and -400 VDC, i.e. voltage value 800 VDC.

The proposed system "S" shall then in the first place comprise one or fl era, via separate electric motor 5 or motors, electrically drivable vehicles 1, 1b and where resp. vehicles have a power distributing and / or regulating control circuit "R1" within the control circuit 100, for the creation of a required power and / or a speed control via the control circuit "RZ" and the accelerator pedal 100a.

The required output power shall be provided primarily by the in-vehicle energy source "ll"; "B" and which shall be secondarily under maintenance charge from the third energy source "l ||"; "st". 2a3; 2a1 ', 2a2', 2a3 '), each of which should advantageously be assigned an external energy source "lll", illustrated here as a number of electrical stations "s1".

The vehicle external third energy source "l ||"; "S1" and / or the vehicle's first energy source "l"; "G" can be used by one or both, in order to additionally charge the vehicle's battery set "ll"; during a custom time sequence of power outputs from this battery pack.

In addition to driving the vehicle 1 via the battery sets "ll"; "B" and during a supplementary charge of the battery set "ll"; "B" along the road sections and the stationary electrical stations "s1" or the third energy source "lll" may, for the driving of the vehicle 1 over the road section 2a1, a required additional power and energy is supplied via the vehicle-associated energy source "l"; "G".

Figure 2 shows in principle an electrical / mechanical coupling arrangement "K" related to a vehicle 1, (1 b) with a schematically shown vehicle-related arrangement in the form of a control equipment 10, for guiding a vehicle-associated connector or pantograph 4 towards and to an electrical contact with pairable live wires, in the form of rails 4a, 4b, for a possible joint parallel operation of an electric motor 5, from the battery set "ll"; "B" and / or from the stationary station "lll" ; "s1", and / or from the diesel generator "1"; electric auxiliary motor 8.

The means and the control of the auxiliary motors 7, 8 required for this movement by means of sensors are not shown in detail but are in principle previously known and obvious to a person skilled in the art.

The auxiliary motor 7 and the auxiliary motor 8 can both be actuated in a reciprocating movement, where a first movement is activated via a first signal on a first conductor 7a resp. a first signal on a first conductor 8a, while a second (opposite) movement is activated via a second signal on the conductor 7a resp. 8a, while the instantaneous setting positions of the motors 7, 8 and the carrier 6 are evaluated by one or more of the sensors (not shown) and indicated via an generated signal on a second line or conductor 7b resp. 8b.

These signals on the first conductors 7a, 8a are generated in a central unit or control circuit * 100 with a control equipment 10 and signals on the second conductors 7b and 8b are generated within the same central unit 100, using position sensors (not shown).

The central unit 100 with the control equipment 10 is a complex unit, which i.a. via a sensor 16 should be able to sense the presence and orientation of the conductors 4a, 4b and then lower the pantograph 4, via the auxiliary motor 7, to an electrical contact with these conductors 4a, 4b, which is illustrated here as live or vice versa.

Via a connection 10a to the central unit 100 and its control circuit "R2", the power and energy which is supplied to the engine 5 via the energy source distributing circuit "R1" is regulated. (fi gur 1C) to supply the required power to the motor 5 via the control circuit "R2".

In the position shown, the current collectors 4 conduct current and voltage from the energy source "s1"; "lll" to the power and energy distribution circuit "R1". This or a control circuit "RZ" senses via the central unit 100 the power requirement for the motor 5 and primarily supplies the motor 5 with the power it needs according to the input signal on the connection or line 10a and generated output signal on the connection or line 10b and thus the stationary system "s1", "lll" shall be loaded and supplement the power and energy requirements via the battery set "ll". "G" and / or "ll", "B" can here be realized via the control circuits "R1" and "R2" and with the aid of the control circuit 100.

Via the line 10a information to the central unit 100 is input about a desired speed and associated power for the vehicle 1 and via internal circuits (not shown) and the function "R2", "10" is influenced via the line 10b the circuit "R1".

Figure 3 shows, in an end view, a vehicle 1 (1b) with its downwardly directed pantographs 4 in a mechanical and electrical interaction with the two live conductors or rails 4a, 4b assigned to the road section 2a1 * and a ground connection 4c.

Figure 4 shows an electrical connection arrangement "K1 where road sections on road sections 2a1, 2a2 and 2a3 and 2a1 ', 2a2' and 2a3 ', respectively, which are electrically separated, with their station after station" s1 "," s2 "," s3 "and "s1" s2 and "s3 can be activated and energized from one and the same superior charging source" ll | ", 42, via switching means and switches 43a, 44a, and 45a for one road section 2a and 43a ', 44a' and 45a 'for the opposite road section 2b, as a vehicle 11 will pass along the electrically separated, but longitudinally coordinated tracks, road sections 2a, 2b.

This requires a number of switches or switching means (switches) for a connection and disconnection of the stations "s1", "s2" where this connection and disconnection can take place via stationary sensors (not shown) related to the road section.

The present invention is based on the above-mentioned conditions and according to the clock 5 indicates a track construction intended to receive a vehicle-related current-absorbing means 4 as above. The track construction comprises one or more tracks 51, 52. The tracks 51, 52 are arranged in parallel within each individual road section 2a1.

The structure of the groove structure is more clearly illustrated by cross-sectional diagram 6. Here it is illustrated how the groove 51 comprises two parallel side walls 53, 55 and a bottom plate 54. The groove 52 also has a similar structure. The grooves 51, 52 are thus adapted to support current-supplyable and energizable electrical conductors 4a, 4b in the lower end portions of the grooves resting on the bottom plate 54.

The groove construction also comprises an outer casing consisting of wall sections 60 enclosing the grooves 51, 52. The outer casing has the task of forming a strong shell which prevents the groove from being deformed laterally under heavy compressive load. The wall sections 60 are dimensioned to be able to withstand deformation forces from buses and lorries as these pass and pressure load the road section 2a1. Suitable material for the wall sections can be, for example, steel, aluminum or other durable material that exhibits high strength.

The wall sections 60 may be provided with one or more continuous recesses or slots 61 perpendicular to the longitudinal direction of the groove construction. The recesses 61 divide the wall sections 60 into shorter, independent sections, sub-sections 62, 64.

The sub-sections 62, 64 can thus follow the vertical movements of the away section 2a1 as a result of frost without the entire track construction projecting out of the carriageway.

The recesses 61 can be formed on the wall sections 60 at regular, relatively short intervals, for example 0.5 to 2 meters. The distance between two recesses 61 is chosen depending on the nature of the terrain and expected frostbite within the current road section 2a1.

Figure 7 shows a preferred embodiment, where the recesses 61 can be filled with a visible material 70 which follows the movements of the wall sections 60 in compression and expansion. The visible material protects the groove 51, 52 by preventing the accumulation of gravel and dirt, and includes, for example, asphalt, rubber or plastic.

An alternative embodiment is illustrated in Figure 8. The recess 61 is filled with a visible material 70. In the upper end portion 65 of the recess 61, closest to the carriageway 2a1 of the road section, the subsections 62, 64 are connected by means of a coupling element 80. Alternatively, the coupling element 80 may be arranged in the recess. lower end portion 66, furthest from the road section 2a1 lane. The coupling element 80 is rotatably arranged between the sections 62, 64 and allows movements about an imaginary horizontal axis perpendicular to the longitudinal direction of the groove construction which cuts the recess 61 in the upper or lower end portion 65, 66. The coupling element 80 may for instance be part of the wall section 60 closest to the upper or the lower end portion 65, 66 which has not been removed in connection with the formation of the recess 61. The recess 61 may be formed by milling, sawing or other method suitable for removing the material of the wall section 60. The dimension of the coupling element 80 is then chosen to allow rotation of the wall sections 62, 64 relative to each other about the horizontal axis, but without the wall sections 62, 64 being separated from each other.

Figure 9 shows in a side view a vertical movement of the sub-section 64 in connection with a frost shot. When the road section 2a1 is affected by frost on the ground, the subsection 535 745 10 64 follows the vertical movement. The coupling element 80 allows the sub-section 64 to move relative to the sub-section 62 about the horizontal axis, but there is no displacement in the vertical direction. Thus, it is ensured that the track construction with its wall sections 60 follows the possible vertical movements of the wave section 2a1 due to frost, without any part risking protruding from the road section 2a1 of the road section. Road section 2a1 is not expected to be exposed to continuous frost shoots during its lifetime, but is only affected by vertical movements in isolated occasions depending on the climate and the nature and composition of the terrain.

Claims (1)

1. 0 15 20 25 30 535 748 11 PATENT CLAIM Track construction. adapted to be able to extend along a selected road section (2a) and its associated series-oriented road sections (2a1, 2a2, 2a3), intended to be able to receive a vehicle-related current-decreasing means (4), comprising one or more elongate grooves (51, 52), which are assigned to each road section (2a1, 2a2, 2a3), the groove (51; 52) being delimited by two side walls (53, 55) and a bottom plate (54), the bottom plate (54) being adapted to support a current-supplyable and energizable electrical conductor. (4a; 4b), characterized in that said groove construction comprises an outer casing consisting of wall sections (60) to form a solid shell, which encloses the two side walls (53, 55) and the bottom plate (54), said wall sections (60) being designed with one or more of its continuous recesses (61) perpendicular to the longitudinal direction of the track construction. Track construction according to claim 1, wherein the wall sections (60) are divided by means of the recesses (61) into a number of sub-sections (62, 64). Track construction according to claim 1 or 2, wherein the distance between two successive recesses (61) amounts to between 0.5 meters and 2 meters. A track construction according to claim 2 or 3, further comprising a coupling element (80), rotatably arranged between two adjacent sub-sections (62, 64) in the upper end portion (65) of the recess (61) closest to the roadway of the road section (2a1) and adapted to interconnect the two sub-sections ( 62, 64). A track construction according to claim 2 or 3, further comprising a 535 'MB 12 coupling element (80), rotatably arranged between two adjacent sub-sections (62, 64) in the lower end portion (66) of the recess (61) furthest from the roadway of the road section (2a1) and adapted to interconnect the two subsections (62, 64). A groove construction according to claim 4 or 5, wherein the coupling element (80) comprises a part of the wall section (60) which remains after the formation of the recess (61). A track construction according to any one of the preceding claims, wherein said recesses (61) are filled with a flexible material (70). A track structure according to claim 7, wherein the flexible material (70) comprises asphalt, rubber or plastic. Track construction according to any one of the preceding claims, wherein said wall sections (60) consist of steel or aluminum.