WO2009103888A2

WO2009103888A2 - System for powering an electric vehicle including an on-board power storage system

Info

Publication number: WO2009103888A2
Application number: PCT/FR2008/001736
Authority: WO
Inventors: Hervé Afriat
Original assignee: Afriat Herve
Priority date: 2007-12-12
Filing date: 2008-12-12
Publication date: 2009-08-27
Also published as: EP2231438A2; WO2009103888A3; FR2924990B1; FR2924990A1

Abstract

The invention relates to a system for electrically powering at least one vehicle (30) travelling on a track (20). The power system includes: non-continuous electrical power supply rail elements (41, 41', 42, 42') having two ends, said rail elements being associated with electrical power supply means (10, 10'); at least one electrical power collector (51, 52) installed on board the vehicle (30); at least one on-board electrical power storage means (60); and at least one on-board electrical power supply (80) which is capable of powering the vehicle (30) and is connected to the electrical power collector (51, 52), said on-board electrical power supply (80) also including a computer (85) capable of managing the electrical power supply so as to receive electrical power from electrical power supply means (10, 10') when the power collector (51, 52) is in contact with the power supply rail element (41, 41', 42, 42'). The system includes at least one protection means (40, 50) provided with an electrically conductive detection element (42d, 55) capable of delivering a control signal which interrupts the electrical power supply to the vehicle (30) by the electrical power supply means (10, 10') when part of the power collector means (52) leaves one end of the power supply rail element (42, 42') such as to prevent the formation of electric arcs between the rail element (42, 42') and the power collector means (52). The system includes non-powered rail elements (43, 43', 44, 44') located between the power supply rail elements (41, 41', 42, 42') and defining unpowered areas (44, 44') having a length greater than that of the current collector means (52).

Description

POWER SUPPLY SYSTEM FOR ELECTRIC TRACTION VEHICLE HAVING ONBOARD ENERGY STORAGE

TECHNICAL FIELD OF THE INVENTION

The present invention relates to a power system for an electric traction vehicle comprising onboard energy storage means.

As such, the invention relates to the technical field of power systems for electric traction vehicle.

More particularly, but in a nonlimiting manner, the invention relates to a power supply system in which the electric current flows in the supply rails. It applies in particular to power supply systems for trunk, trolleybus or similar type of transmission lines.

STATE OF THE PRIOR ART

[0004] Patent No. WO 2005/082666 is known from the state of the art. This document presents a very low voltage electric power supply system for an electric traction vehicle with onboard energy storage.

In this power system, the current flowing in the vehicle power rails can reach several thousand amperes. In the event of loss of contact between a current collector pad and its supply rail, an electric arc is produced which can damage the current collector pad and its supply rail.

[0006] It is also known from patent document No. FR 2 762 810, a ground power device comprising a plurality of segments powered by a voltage of 750V. These segments have lengths less than half the length of the vehicle. This device provides a permanent power supply, without breaking, of the vehicle. The transition from one segment to another takes place progressively and avoids the phenomena of priming and electric arcs thanks to a bridging of the isolation joints by a wiper whose length is greater than the joints of insulation. These segments are powered only when they are under the vehicle and to protect pedestrians against the risk of electrocution. This design involves having a series of switchable power supplies according to a propagation chain.

Knowing that a tramway vehicle is at least 22 meters, the power supply segments 8 meters and insulation joints 3 meters, there is for the 2 directions of circulation and per kilometer of line, about 200 segments of power supply, 200 insulation seals and 100 switch boxes to drive the power supply of 200 segments. It follows a great complexity of implementation both from the point of view of reliability and reliability of the operational availability of the system.

In addition, this device has drawbacks in case of failure on the chain of propagation of the vehicle power supply. Indeed, if the power supply connection of a segment is defective, said segment can not be powered. Therefore, when the wiper arrives in the area of said non-powered segment it will follow the formation of an electric arc due to the break of the electrical continuity. This undesirable electric arc is likely to damage the wiper used to capture the current.

Similarly, if the control unit of the segment power supply is defective, an unpowered segment is by default grounded for safety reasons, it will occur a short circuit between one end of the wiper which is at 750V continuous potential on the one hand and a end of the walker that will come into contact with the segment connected to the ground on the other hand.

Knowing that the power supply of said vehicle is a 750V DC power of very high power (1 MW), such a short circuit could result in the pure and simple destruction of the current walker accompanied by a relatively significant fire risk. To avoid this a circuit breaker will cut the power but by nature after the maximum allowed current has been exceeded leaving also in this case an undesirable electric arc at the trotter.

Given the relatively large number of power segments, 200 per line kilometer, there is statistically a relatively high probability of having at least one segment power supply or a defective segment switch box. It will therefore follow the disadvantage of a repetitive formation of electric arcs at the current trotter of each vehicle traveling in this area until repair. The risks of deterioration of current trotters are all the more important as the repair time can be long. Indeed, the intervention on the tracks almost always requires waiting for the end of the service at night to intervene without hindering the movement of travelers.

SUMMARY OF THE INVENTION

The present invention aims to overcome the disadvantages of the state of the art by proposing a power supply system for electric power to the ground of electric traction vehicles, having embedded energy storage means , the feeding system to prevent the formation of unwanted arcs in the current collector trotter and its feed rail.

Another object of the invention is to significantly reduce the complexity of implementation of the vehicle power devices by minimizing the number of said power supply segments required. The present invention may further advantageously combine with another refinement of the system object of the application No. WO 2005/082666 described in the document No. FR 0 605 793 incorporated by reference. A combination of these improvements leads to an on-board power storage vehicle power system that is advantageous both in terms of simplification of implementation and energy efficiency.

As such, the invention relates to a power supply system for at least one vehicle (30) traveling on a track (20), the supply system comprising rail elements (41, 41 ', 42,42 ') of discontinuous power supply and having two ends, the rail elements being associated with power supply means (10,10'), at least one onboard electrical energy collecting means (51,52). on the vehicle (30), at least one on-board electrical energy storage means (60), at least one on-board power supply (80) capable of powering the vehicle (30), the power supply (80) being connected to the electric energy collector (51, 52). The onboard power supply (80) further comprises a computer (85) capable of managing the supply of electrical energy so as to receive a power supply from the power supply means (10, 10 ') when the collector energy (51, 52) is in contact with the feed rail member (41, 41 ', 42.42'). The system comprises at least one protection means (40, 50) having an electrically conductive sensing element (42d, 52d) capable of delivering a control signal which generates the disconnection of the vehicle power supply (30) by the power supply means (10, 10 ') when a portion of the energy collecting means (52) leaves one end of the supply rail member (42, 42') so as to prevent the formation arcing between said rail element (42, 42 ') and the energy collector means (52). The system also includes non-powered rail members (43,43 ', 44,44') interposed between the feed rail members (41,41 ', 42,42') and defining non-feeding areas (44, 44 ') having a length greater than the length of the current collector means (52).

It is advantageous to incorporate non-feeding areas because flat path traction energy demand is very low or even negative in a slope. Thus, the number of segments useful for the power supply of the vehicle is adjusted to the just necessary according to the longitudinal profile that run the vehicles of the line which significantly simplifies the implementation and reduces its cost.

Preferably, the protection means is integrated in the channel. It is advantageous for the protection means to be integrated in the track since it is from the track that the high power required to power the vehicle passes.

Advantageously, the control signal generated by the detection element is able to trigger the switching of a switch so as to cut the current from the supply means before said collector means has completely left said rail to prevent the formation of an electric arc.

Preferably, each power supply rail element is followed by a contiguous sensing element electrically isolated from said power supply rail element so that when the energy collector leaves the rail element power supply, said collector establishes electrical continuity between said power supply rail element and said detecting element thereby triggering the control signal. It is advantageous to use as a sensing element a small rail element because of its robustness, low cost and reliability.

Advantageously, the protection means is embedded in the vehicle. It is advantageous that the protection means can be embedded because this offers a range of possibilities in combination with that integrated in the way and in particular the possibility of redundancy to overcome the cases of possible failure of an element.

Preferably, the on-board protection means is able to inform the computer so that the computer drives a converter to cut the current from the current collector. It is advantageous to operate the protection means by the computer, because, the latter already driving the converter connected to the energy collecting means, it is not necessary to add additional breaking means.

Advantageously, the detection element is an electrical sensor placed on the front of the current collector means so that when said collector means completely covers a feed rail element, there is electrical continuity between the collector of current and the detection means and, as soon as the front of said collector means leaves said supply rail there is no longer electrical continuity, so that the protection means informs the computer so that it cuts off the current of the converter before said collector means has completely left said rail to prevent the formation of an electric arc.

Preferably, the detection element comprises an encoder capable of delivering by electrical pulses providing information relating to the position of the vehicle along the track with respect to the rail elements so that when a part of the collector means leaves a supply rail element said protection means informs the computer that it cuts the current of the converter before said collector means has completely left the rail to prevent the formation of an electric arc between said rail and said current collector means. Since electric motors are often equipped with incremental encoders, it is advantageous to be able to use them to perform the electric arc protection function. Indeed, it is reliable information, everywhere available in the vehicle without additional cost. Implementation is also simplified because it is no longer necessary to install a detection element in the vicinity of the current collector means.

Advantageously, said power supply means are of AC type whose current intensity is canceled periodically. Powering the vehicles with an alternating current makes it possible to substantially reduce the stresses on the power cutoff means since, by nature, the alternating current returns to 0.

Preferably, the feed rail elements are of less length than the length of the vehicle. It is advantageous to use feed rail elements less than the length of the vehicle and powered only when the rail element is completely covered by the vehicle, for example one third or half the length of the vehicle, because this allows the use of low voltage supply voltage between 60V and 1500V significantly less restrictive than the very low safety voltage must be less than 60V.

Advantageously, the system comprises non-powered rail elements interposed between the supply rail elements and defining off-power areas having a length greater than the length of the current collector means.

Preferably, the voltage of the supply means is of variable value of alternating or continuous nature, for example continuous 750V, 400V three-phase taken from the home network, 220V single-phase home network. The use of voltages in the home network is advantageous because the industrial equipment operating for these voltages is a widely available, easily available, varied and economical material.

Advantageously, the vehicles are electric bus type powered by the ground, or trolleybus powered by sections of overhead lines or tram-type rowing vehicles. This system is particularly advantageous for the trams because it allows the suppression of the overhead lines on any distance, an excellent energetic efficiency by a very good recovery of the energy of braking that does not allow other systems, a strong power for the propulsion when it is necessary during ramps to be mounted with a cost of implementation and maintenance over time significantly reduced in comparison with other systems seeking to remove overhead contact lines.

BRIEF DESCRIPTION OF THE FIGURES

Other features and advantages of the invention will emerge from the following reading of detailed embodiments, with reference to the appended figures:

- Figure 1 shows a block diagram of an example of implementation of the power system near a traffic lane for a wheeled vehicle;

FIG. 2 represents an exemplary embodiment of the detector means of an end of a feed rail element;

- Figure 3 shows a detailed diagram of an example of implementation of the power system in a vehicle;

- Figure 4 shows a block diagram of an example of implementation of the power system for the track infrastructure of a tram-type vehicle;

FIG. 5 represents a first exemplary embodiment of a protection means according to the invention;

- Figure 6 shows a second embodiment of a protection means according to the invention comprising an electric sensor installed in the vehicle; - Figure 7 shows a third embodiment of a protection means according to the invention especially suitable for vehicles that can not turn around;

- Figure 8 shows a fourth embodiment of a protection means according to the invention.

DETAILED DESCRIPTION OF AN EMBODIMENT [0031] FIG. 1 represents an embodiment where the vehicle (30) is a wheeled vehicle (31) traveling on a track (20) and taking its feed by rail elements. power supply (41, 42) connected to a supply means (10) capable of supplying electrical power to the rail members (41, 42) if the switch (11) is closed and interrupting the supply of energy when said switch is open. The switch (11) is specially designed to cut strong continuous or alternating currents safely.

The operation is as follows: when a vehicle (30) is detected, preferably securely, above a power supply rail element (42), the protection means (40) closes the switch (11) for supplying the supply rails (41, 42). As long as the current collecting means (51, 52) are respectively in contact with (41, 42) the on-board power supply means (80) can take power from the power supply means (10) on the ground if the switch (11) is closed and if the supply means (10) operates. The computer (85) controls the distribution of energy to direct the current coming from (10) for example towards the traction chain (70) if it requires energy in addition to that which may be provided by the storage means (60) or for example the computer (85) mainly directs the current from (10) to the storage means (60) if the traction energy demand is low or zero in the case of a stationary vehicle .

The vehicle (30) moving on the track (20), it will happen that the current collector means (51, 52) respectively leave their element of feed rail (41, 42). If no precaution is taken, it will follow at the time of the stall formation of an electric arc may damage the collector means (51, 52) and / or the rail elements (41, 42 ).

A detector means (45) placed at the end of the rail (42) is intended to inform, through a link (46), the protection means (40) that the collecting means (52) will leave in a controlled manner. the rail (42) is imminent so that the latter cuts the current of (10) by acting, via a link (48), on the switch (11) before said collector means (52) actually leaves said rail (42). Once the current is cut, said collector means (52) can leave said rail (42) safely.

Figure 2 shows by way of example an embodiment of the detector means (45). The latter here comprises a rail member of small length (42d) opposite the rail (42), contiguous and electrically isolated from the latter so that when the collector means (52) will arrive towards the end of said rail (42), it will establish an electrical continuity between said rail (42) and said small element (42d) perceptible at the electrical connections (46) and (47). When the protection means (40) detects an electrical continuity between the link (46) and the link (47) is that said collector means (52) arrives at an end of said rail (42). The protection means (40) acts by a link (48) on the switch (11) to rapidly cut off the power from the supply means (10) before said collector means (52) leaves said rail (42) and thus prevent the formation of an electric arc between them that could damage them. The length of the collector means (52) and that of the small detector rail element (42d) are adjusted as a function of the response time of the protection means (40) to operate in all cases, including that in which the vehicle advances to the maximum speed allowed.

After leaving a feed rail element (42) safely, the current collector means (52) is found in an outside region. power supply (44 '). The vehicle (30) then advances in pure autonomy thanks to its energy storage means (60) controlled by the energy management computer (85). Preferably the non-supply areas (44, 44 ', ...) are made of several independent elements with rail similar to said rail (42) and not powered so that said current collector (52) still meets substantially the same materials in its path.

Figure 3 shows a detailed diagram of an example of implementation of the power system at a rail vehicle. The vehicle (30) circulates on two rails (21, 22) of a traffic lane (20) of which at least one rail (21) serves to return the current of the current collector (51) in a similar way to the rail (41). The current collector (52) intermittently picks up current when it is above a conductive rail element (42, 42 ', ...), the vehicle being fully autonomous when it is above non-conducting elements. powered (44, 44 ', ...).

The embedded protection means (50) acts in a similar manner to that near the track (40). Detection means (55), for example an electrical sensor, is disposed on the collector means (52). When it is in contact with a conductive rail element (42), there is electrical continuity between a link 56 and a link (57). When said collector means (52) begins to leave said rail (42), there is interruption of electrical continuity. The protection means (50) informs by a link (58) the computer (85) so that it cuts the current at the converter (81) before said collector means (52) has completely left said rail ( 42). The length of said manifold (52) is adjusted according to the protection means response time (50) to operate in all cases, including that in which the vehicle is traveling at the maximum permitted speed.

Another way of producing the detection means (55) is to use an incremental encoder which gives, by pulse counting, position information of the vehicle (30) along the track (20) relative to the elements. of rails (42, 42 ', ...) so that on information of an imminent arrival of (52) at the end of the rail (42), so that the protection means (50) informs, by a connection ( 58), the computer (85) for cutting the current of the converter (81) before before said collector means (52) has completely left said rail (42) to prevent the formation of an electric arc .

It is possible to implement for the same application the two protection means (40) and (50) together in double security or not.

Figure 4 shows a block diagram of an example of the implementation of the power system at the level of the infrastructure of the taxiway for a tram-type vehicle;

There is known in the art a ground supply device (FR2762810) segments of lengths less than half the length of the vehicle powered by a voltage of 750V. In order to protect pedestrians against the risks of electrocution, it is necessary to supply said segments only when they are under the vehicle, which implies having a series of switchable power supplies according to a propagation chain. It follows a great complexity of implementation both from the point of view of reliability and reliability of the operational availability of the system.

We propose an alternative to the aforementioned system by reducing to a minimum the number of segments or feed rail elements (42, 42 ', 42 ", ...) which are advantageously arranged at best depending on the profile The system according to the invention makes it possible to take advantage of the fact that the energy requirement of a vehicle is lower in the case of a flat or sloping profile than for a ramp to be mounted.

In the first case (Figure 4b) the feed rails elements may be relatively spaced due to a lower energy requirement than for the second case (Figure 4a) of ramp zones to mount where said elements of supply rails will be closer together to meet a energy requirement of the vehicle (30) more consequent. As the ramp zones are generally rather point-like and the areas of flat or near-flat predominate on one line, this results in a very significant reduction in the number of feed rail elements (42, 42 ', ...) required. the proper operation of the vehicle (30). This reduction in the number of elements will result in a simplification of the implementation and a substantial reduction of its cost.

In addition, if the feed rails elements (42,42 ', 42 ", ...) are taken in length less than the length of the vehicle and the length of the non-feeding areas (44,44', 44 ", ...) always greater than the length of the current collector means (52), electrical safety can be ensured by feeding a rail element only when it is covered by the vehicle. It then becomes possible to advantageously use a supply voltage of variable value, of alternating or continuous nature, for example the traditional continuous 750V, the 400V three-phase taken on the home network, the 220V single-phase home network, or any other voltage which would be relevant to use.

In the system according to the invention, the use of a supply means (10) delivering an alternating voltage may be relevant. By nature the alternating current is canceled out periodically and thus an electric arc that would come to be formed would eventually be extinguished automatically.

If the supply means (10) is taken directly to the home network (see FR 0605793) it is reduced to a simpler expression: a simple electrical connection to the home network, for example 220V-240V single phase.

The electric vehicles powered by the system according to the invention are electric bus type powered by the ground or tram-type rowing vehicles. Another application of the system according to the invention relates to trolleybuses usually powered by poles, arranged on the roof of the vehicle and provided with a current collector in contact with overhead contact lines themselves connected to a power supply. According to the invention, the traditional end-to-end conductive contact overhead line is advantageously replaced by alternately conductive line elements (41, 42, 41 ', 42', ...) and then by line elements. insulation preferably transparent (43,44,43 ', 44', ...).

Said conductive elements (41, 42, 41 ', 42',...) Are intended to be installed preferably as examples on tree-lined paths where the aesthetic discomfort associated with the overhead lines is substantially less and by said elements preferably transparent insulation (43,44,43 ', 44', ...) by way of example nylon, preferably and as an example at intersections, where the visual impact of the airline is the most critical.

The transparent insulating elements may comprise a metal core to increase their strength.

The onboard protection means (50) can be applied to the power collectors of the power poles as described above or analogously.

The fixed protection means (40) may be applied to the overhead contact lines by including an element for detecting the end of a conductive element as previously described or analogously.

In this way the mechanical continuity of the overhead line is ensured which keeps the mechanical guidance of power poles along the route in a traditional manner. On the other hand, the electrical discontinuity makes it possible to reduce the visual discomfort by the use of a transparent and generally insulating material in sensitive places like the intersections and thus to contribute to a better insertion of the capacitive electric vehicle in the city. FIG. 5 represents a first exemplary embodiment of a protection means according to the invention.

According to this first exemplary embodiment, the system comprises a conductive rail element (42) connected to a power supply (10) via a power contactor K1 (11) controlled by a coil ( RL1). For example, the K1 power contactor is a SCHALTBAU CX1015 power contactor designed specifically for switching 800A currents at 1500V DC or AC. A small conductive rail member (42d) contiguous and electrically isolated from the feed rail member (42). An electrically insulated, preferably insulated, earthed or insulated rail member (44 ') contiguous and electrically insulated from the small conductive rail member (42d). The system also comprises a current collector means (52) through which the vehicle takes its power supply and whose length L52 is less than the length L42d of the small rail element (42d) so that a voltage present on the element rail (42) can never propagate to the next rail element (44 ') if it was made of conductive material.

In addition, the rail elements (44,44 ') which define non-powered areas of any length L44 are always longer than the length L52 of the current collector means (52).

The isolation distance d between the rail element (42) and the small rail element (42d) is less than the length L52 of the collector means (52) so that the latter can establish an electrical connection between the rail member (42) and the small rail member (42d) when the collector means (52) is thereon.

By means known per se, the presence of the vehicle (30) is detected above the rail element (42) which allows its power, preferably securely when it is completely covered by the vehicle , by controlling the closing of the contact KA of the relay RLKA not shown here. KA closed, relay coil RL1 is energized which switches K1 and feeds the rail member (42). The vehicle can take power all the time that the current collector means (52) is above the rail member (42).

The detection of the end of the rail element (42) is performed when the current collector means (52) comes into contact with the small rail element (42d), an electrical connection is established between the rail member (42) and the small rail member (42d) which feeds the relay coil RL2 and will open the normally closed contact K2. When opening, K2 turns off the power to the relay RL1 of the power contactor. K1 opens and the rail element (42) is no longer powered. Thus, when the current collector means (52) will leave the rail member (42) there will be no arcing since the rail member (42) is already powered off. After a delay, RL2 falls back and K2 closes allowing a next feed of the rail element (42) by KA after detection of a next vehicle and so on.

For operation of the vehicle in both traffic directions, two small rail members (42d) are symmetrically disposed on either side of the feed rail member (42).

Figure 6 shows a second embodiment of a protection means according to the invention installed on board the vehicle.

In this embodiment, the detection element (55) is a small collector means element (52d) fixed via an electrically insulating support (53) to the current collector means (52). . The set of collector means (52, 52d) is equivalent to the collector means (52) equipped with a detection element (55) (FIG. 1) and the operating principle is similar to that of the small detector rail element (42d). ) which is electrically isolated from the rail member (42).

In addition, it is specified that the rail elements (44,44 ') which define non-powered areas of any length L44 are always of length greater than the length L500 which corresponds to the extent of the collecting means (52, 52d).

The operation is as follows:

The on-board protection means (50) comprises a message generator of the type MSG1 denoted GMSG1 (100) and a receiver able to decode the received messages of type MSG1 and denoted DMSG1 (101). When the decoder DMSG1 (101) receives a message of type MSG1, its output is in the "1" state, otherwise its output is in the "0" state. The generator GMSG1 (100) is connected to the small collector means element (52d) by a link (56) preferably through a capacitor, the DMSG decoder 1 (101) is connected to the collector means (52) via a link (57). ) preferably also through a capacitor. The direction of travel of the vehicle is left to right as indicated by the arrow in the figure.

When the collector means (52) and the small collector means element (52d) are on the same supply rail element (42), the messages transmitted by GMSG1 (100) arrive at DMSG1 (101) at through the rail element (42). The output of DMSG1 (101) is in the state "1" indicating to the computer (85) through the link (58) that it can drive the converter (81) to draw current on the rail element (42). ).

Depending on the direction of movement of the vehicle, when the small collector means element (52d) leaves the rail element (42), there is no longer connection between the collector means (52) and the small element of collector means (52d), the messages MSG1 no longer reach DMSG1 (101) and its output goes to the state "0" indicating to the computer (85) thanks to the link (58) to immediately cut the converter (81) ) so that when it is the turn of the current collector (52) to leave the supply rail element (42) no traction current flowing in the collector means (52) there will be no electric arc. It is advantageous to use a message generator to implement the protection system because it inherently provides "active" security. In Indeed, if at any point in the circuit through which the messages pass and also in some places the energy needed to power the vehicle there is a failure, the message will be cut or altered and therefore not decoded by the receiver to which it is intended. The latter, depending on whether it is on the ground or in the vehicle, will prevent power to the rail or energy consumption from the converter and will avoid operating by generating arcing that can damage system components.

It is understood that to function properly it is necessary that the cumulative response time of the protection means (50), the computer (85) and the converter (81) is smaller than the time that elapses between the moment wherein the small collector means member (52d) leaves the rail member (42) and the moment when the collector means (52) leaves the rail member (42) at the maximum speed of the vehicle.

To avoid having lengths of the support (53) too large, which is restrictive, the detection element (55) may advantageously be a second current collector means (520) similar to the first current collector means (52). This second collector means (520) mechanically independent of the first collector means (52) is fixed under the vehicle (30) and placed in front of the first collector means (52) in the direction of movement of the vehicle (30). The interest here is to remove the support (53) more difficult to implement especially for long lengths. The collecting means (52, 520) can be spaced as far as desired without particular constraints. Another advantage is to use identical components which simplifies the management of spare parts.

As such, Figure 7 shows a third embodiment of a protection means according to the invention especially suitable for vehicles that can not turn around such as a tram. In this exemplary embodiment, the current collector means (52) comprises a detection element (55) made with second collector means (520) fixed under the vehicle and placed in front of the collector means (52) relative to the direction of movement of the vehicle. The set of collector means (52, 520) operates in an equivalent manner to the collector means (52) equipped with a detection element (55) (FIG. 1).

Here more particularly, to operate in the two directions of circulation, is used as second current collector means a current collector means (520) similar to the first current collector means (52) which makes them perfectly interchangeable. The current collector means are used in combination with a double electrical switch (59) controlled by the computer (85) which respectively switches the first collector means (52) and the second collector means (520) in the direction of circulation so as to it is always the second collector means (520) which first encounters the small rail element (42d) and that the current is captured by the collector means (52).

In Figure 7 is also shown an embodiment of the electric arc protection with a message generator. Advantageously, the protection is both on the ground and on board which offers redundancy, which in addition is active safety and which also has the advantage of being able to control the power on / off of the rail element. power supply (42). If each vehicle incorporates in the message a personalized information it is possible to precisely locate the vehicle above a feed rail element and report this information to the supervisory systems without having to add additional location means.

It is specified that the rail elements (44,44 ') which define non-powered areas of any length L44 are always longer than the length L500 current collector means (52,520).

The operation is as follows: in the vehicle (30), the output of the message generator GMSG1 (100) is connected to the collector means (520) by a link (56), the input of the DMSG1 receiver is connected to the other collector means (52) by a link (57). At the track (20), the rail member (42) is connected to the input of the D2MSG1 receiver (102) via a link (47), the small rail member (42d) is connected to the input of the D3MSG1 receiver (103) via a link (46). The output of the receiver D2MSG1 (102) is connected to an input of an AND logic function (104). The output of the ground receiver D3MSG1 (103) is connected through an inverter (105) to the other input of the AND logic function (104).

When the collector means (52, 520) are on the rail element (42), the messages MSG1 emitted by the on-board generator GMSG1 (100) arrive at the on-board receiver D1 MSG1 (101) and the ground receiver D2MSG1 (102). . The output of the receiver DMSG1 (101) is in the state "1" indicates to the computer (85) through a link (58) that it can drive the converter (81) to draw current on the rail element ( 42) so naturally the latter is powered.

The MSG1 messages transmitted by the on-board generator GMSG1 (100) also arrive at the receiver D2MSG1 (102) and its output applies a "1" to an input of the AND logic function (104). But the messages do not arrive at this stage to the receiver D3MSG1 (103) and its output after passing through the inverter (105) also applies a "1" to the other input the logic function (104) whose output passes to "1" and controls the closing of the contactor (11) by a link (48). The switch (11) closes and the vehicle (30) is powered.

When the collector means (520) touches the small rail element (42d), it establishes a connection between them. The receiver D3MSG1 (103) now receives the messages MSG 1 which will apply after inversion a "0" on the logic function AND (104) and the output of the latter goes to "0" which controls the opening of the contactor (11) and the vehicle (30) is no longer powered.

When the collector means (520) completely leaves the rail element (42), the electrical connection between the collector means (520, 52) is cut off. The messages MSG1 no longer arrive at the receiver D1 MSG1 (101), its output goes to "0" and indicates to the computer (85) via a link (58) to cut the converter (81). Thus we see here that the anti-arc system is redundant so that if one of them fails, the other is able to perform the function until the next maintenance operation.

Figure 8 shows a fourth embodiment of a protection means according to the invention with a single collector means (52).

Here, the sensor (55) is an incremental encoder (105) mounted on the axis of a wheel of the vehicle or on the axis of a traction motor. An incremental encoder transmits, in a manner known per se, a number of electrical pulses directly as a function of the rotation of the axis on which it is mounted, as well as information on the direction of rotation.

The operation is as follows: the supply rail elements (42) (42 ') are all chosen to be of identical length L42, for example equal to one-third of the length of the vehicle. When the collector means (52) arrives at a supply rail element (42), it will be energized by the generator GMSG1 (107) connected here to the collector means (52) in a manner similar to what has been detailed previously. The on-board protection means (50) comprises a device (108) electrically connected to the collection means (52) by a link (57) able to detect a power-up of the rail element (42). Upon detection of the occurrence of a supply voltage on the rail element (42) serving to pull the vehicle (30), the device (108) is able to reset an internal counter whose input counting and counting direction are connected to the incremental encoder (105) by a link (56). As the vehicle advances, said counter is incremented by a number of pulses sent by said incremental encoder (105) reflecting the distance traveled by the vehicle. When the counter reaches a threshold value, corresponding for example to 80% of L42, the device (108) is able to inform the computer (85) by a link (58) so that it acts on the converter (81). and ceasing to draw power on said feed rail member (42). In this way, when the collecting means (52) leave the entire rail element (42) the current has already been cut there will be no electric arc.

The vehicle continues its way autonomously thanks to its on-board storage means (60) and passes through a non-powered area (44,44 ') until the collector means (52) arrives at the next rail element. (42 ') and so on.

In the case of a vehicle that can not make a U-turn, for example a tramway, the operating principle remains the same for both directions of traffic. What changes is the value taken by the meter, positive or negative. If the threshold value has been set at, for example, + 80% L42 for one direction of circulation, it will then be -80% L42 for the other direction of circulation, which is the same in absolute value. Here, according to the direction of circulation, the device (108) will control the cut from sometimes to + 80% of L42 sometimes to -80% of L42.

If the vehicle reverses its direction of travel while it has already engaged on a feed rail element (42), said counter which has already started to count pulses will reverse its count because of the information of reversal of the direction of rotation sent by said incremental encoder (105). When the counter reaches the value zero, it means that it is returned to the beginning of the rail element (42) which due to the reversal of the direction of circulation of the vehicle has become the end of the rail element (42) and therefore energy should be withdrawn from the latter to prevent the formation of an undesirable electric arc. When the device (108) detects that the counter has reversed its count and returns to zero it informs the computer (85) similarly to cut off the current. In this way, when the collecting means (52) leaves the rail element (42) the current there will be no electric arc.

The device (108) may also include a correction factor which compensates for wear of the wheels. Indeed, for the same distance traveled, a a reduction in the diameter of the wheels results in an increase in the number of pulses sent by the encoder that must be compensated if necessary. The compensation can be done for example by increasing the threshold value.

For example, a tramway vehicle 36 meters long is equipped with an incremental encoder of 500 points on the axis of a motor having a reducer of a ratio 10. The wheels are 639mm in diameter. new and diameter 530mm worn. L42 is set at 12.5 meters, the threshold value is set at 80% L42 or 10 meters. When the wheels are new, a distance of 10 meters corresponds to 25,000 pulses sent by the incremental encoder, while the same distance traveled with the worn wheels corresponds to 30,000 pulses. In this case, the threshold value will change over the years from 25,000 to 30,000 for the same distance traveled to compensate for wheel wear.

In Figure 8, there are shown two protection means (40) and (50) simultaneously implemented at ground level (40) and in the vehicle (50). This configuration like that of Figure 7 is particularly interesting in the case where one of the two protection means would malfunction, the other will continue to ensure only the electric arc protection until the maintenance operation. A self-diagnosis system on board the vehicle and another on the ground known per se and not shown here goes back to the centralized control station malfunctions detected allowing scheduling maintenance operations.

The invention is not limited to the embodiments described and shown. It is also possible to provide alternative embodiments without departing from the scope of the invention.

Claims

A system for powering at least one vehicle (30) traveling on a track (20), the supply system comprising:

- rail elements (41, 41 ', 42,42') discontinuous power supply and having two ends,

the rail elements being associated with power supply means (10, 10 '),

at least one electrical energy collecting means (51, 52) on the vehicle (30),

at least one on-board electrical energy storage means (60),

at least one on-board power supply (80) capable of powering the vehicle (30), the power supply (80) being connected to the electrical energy collector (51, 52),

- The onboard power supply (80) further comprising a computer (85) adapted to manage the supply of electrical energy so as to receive a power supply from the power supply means (10, 10 ') when the collector d energy (51, 52) is in contact with the supply rail element (41, 41 ', 42.42'), characterized in that

the system comprises at least one protection means (40, 50) provided with an electrically conductive detection element (42d, 55) capable of delivering a control signal which generates the interruption of the power supply to the vehicle (30) by the power supply means (10, 10 ') when a portion of the energy collecting means (52) leaves one end of the feed rail member (42, 42') so as to prevent the forming arcing between said rail element (42, 42 ') and the energy collector means (52), and

the system includes non-powered rail members (43,43 ', 44,44') interposed between the feed rail members (41, 41 ', 42, 42') and defining off-feed zones (44, 44 ') having a length greater than the length of the current collector means (52).

2. Feeding system according to claim 1, characterized in that said protection means (40) is integrated in the channel (20).

3. Feeding system according to claim 2, characterized in that the control signal generated by the detection element (42d) is able to trigger the switching of a switch (11) so as to cut off the current from the supply means (10) before said collector means (52) has completely left said rail (42) to prevent arcing.

Power supply system according to any one of claims 1 to 3, characterized in that each power supply rail element (42, 42 ') is followed by a sensing element (42d) contiguous and electrically isolated from said a power supply rail element (42, 42 ') so that, when the energy collector (52) leaves the feed rail element, said collector (52) establishes electrical continuity between said rail element power supply (42,42 ') and said detecting element (42d) thereby triggering the control signal.

5. Feeding system according to claim 1, characterized in that said protection means (50) is embedded in the vehicle (30).

6. Feeding system according to claim 5, characterized in that the control signal generated by the detection element (55) and the on-board protection means (50) is able to inform the computer (85) so that this computer (85) drives a converter (81) to cut the current from the current collector (52).

7. System according to claim 6, characterized in that the detection element (55) is a small collector means element (52d) placed on the front of the current collector means (52) so that when said collector means ( 52) completely covers a feed rail member (42), there is electrical continuity between the current collector (52) and the small collector means member (52d) and, as soon as the front of said collector means (52d) ) leaves said supply rail (42) no longer electrical continuity, so that the protection means (50) informs the computer (85) to cut the current of the converter (81) before said collecting means (52) has completely left said rail (42) to prevent the formation of an electric arc.

8. System according to claim 6 characterized in that the detection element (55) comprises an encoder (105) capable of delivering by electrical pulses providing information relating to the position of the vehicle (30) along the track ( 20) relative to the rail members (42, 42 ', ...) such that when a portion of the collection means (52) leaves a feed rail member (42, 42'), said protection means (50) informs the computer (85) to cut the converter (81) current before said collector means (52) has completely left the rail (42) to prevent arcing between said rail (42) and said current collector means (52).

9. Feeding system according to any one of the preceding claims, characterized in that said at least two feed means (10, 10 ') are of AC type whose current intensity is canceled periodically.

10. System according to any one of the preceding claims, characterized in that the feed rail elements (42,42 ') are of shorter length than the length of the vehicle (30).

11. System according to any one of the preceding claims, characterized in that the voltage of the supply means is of variable value of alternating or continuous nature, for example continuous 750V, 400V three-phase taken on the home network, 220V. single phase of the home network.

12. System according to any one of the preceding claims characterized in that the vehicles (30) are ground-type electric bus or trolleybus powered by sections of overhead lines or tram-type rowing vehicles.

13. System according to claim 6 characterized in that the sensing element (55) is a current collector means (520) fixed under the vehicle.