WO2021093917A1 - Système de pantographe et procédé de mise en contact et/ou de déconnexion automatique d'un système de pantographe - Google Patents

Système de pantographe et procédé de mise en contact et/ou de déconnexion automatique d'un système de pantographe Download PDF

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Publication number
WO2021093917A1
WO2021093917A1 PCT/DE2020/100957 DE2020100957W WO2021093917A1 WO 2021093917 A1 WO2021093917 A1 WO 2021093917A1 DE 2020100957 W DE2020100957 W DE 2020100957W WO 2021093917 A1 WO2021093917 A1 WO 2021093917A1
Authority
WO
WIPO (PCT)
Prior art keywords
current collector
pantograph
vehicle
contact line
determined
Prior art date
Application number
PCT/DE2020/100957
Other languages
German (de)
English (en)
Inventor
Erik Lenz
Martin Böhm
Georg Stock
Original Assignee
Kiepe Electric Gmbh
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 Kiepe Electric Gmbh filed Critical Kiepe Electric Gmbh
Priority to EP20816888.0A priority Critical patent/EP4058320A1/fr
Publication of WO2021093917A1 publication Critical patent/WO2021093917A1/fr

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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
    • B60L5/04—Current collectors for power supply lines of electrically-propelled vehicles using rollers or sliding shoes in contact with trolley wire
    • B60L5/045—Current collectors for power supply lines of electrically-propelled vehicles using rollers or sliding shoes in contact with trolley wire with trolley wire finders
    • 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
    • B60L5/04—Current collectors for power supply lines of electrically-propelled vehicles using rollers or sliding shoes in contact with trolley wire
    • B60L5/10—Devices preventing the collector from jumping off
    • 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
    • B60L5/04—Current collectors for power supply lines of electrically-propelled vehicles using rollers or sliding shoes in contact with trolley wire
    • B60L5/12—Structural features of poles or their bases
    • B60L5/14—Devices for automatic lowering of a jumped-off 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
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/04—Current collectors for power supply lines of electrically-propelled vehicles using rollers or sliding shoes in contact with trolley wire
    • B60L5/12—Structural features of poles or their bases
    • B60L5/16—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
    • 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
    • B60L5/19—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire using arrangements for effecting collector movement transverse to the direction of vehicle motion
    • 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

Definitions

  • the present invention relates to a pantograph system for arrangement on a roof of a vehicle, in particular a trolleybus, with at least one pivotable pantograph.
  • the invention also relates to a method for automatically connecting and / or disconnecting a current collector system.
  • Corresponding current collector systems can be used in non-rail-bound or rail-bound vehicles which draw the energy required for operation at least in some areas from a contact line.
  • These can, for example, be trolleybuses, also referred to as trolleybuses, electric trucks or other electrically powered vehicles.
  • Corresponding vehicles are usually supplied with energy primarily via two-pole contact line systems.
  • a pantograph system can be provided on the roof of the vehicle, which can be pivoted back and forth between a rest position in which the pantograph system is not connected to the contact line and a removal position in which the pantograph system is connected to the contact line.
  • the current collector In the wired position of the current collector system and to establish the electrical connection, the current collector, and in particular the current collector head, is pressed against the contact line with a predetermined contact force.
  • the vehicle In the disconnected state, the vehicle can in turn be powered from other energy sources, such as a battery.
  • Such vehicles have the advantage over those that are operated with internal combustion engines, for example, that they can be operated with little noise and locally emission-free.
  • the pantograph system can be connected to the contact lines of a contact line network, the contact lines being in variable positions with regard to the height and the lateral position and therefore usually not exactly in the middle are arranged over a lane.
  • the contact lines are generally designed with two poles and carry direct current, with two contact lines running parallel to each other. Each pantograph of the pantograph system can then be wired to a contact wire.
  • pantographs In known pantograph systems, both the wiring and the connection of the pantographs are carried out manually. Flierzu, for example by the driver, with the help of an auxiliary rod carried along or with ropes attached to the ends of the pantograph rods, the pantographs are brought up to the contact line or removed from it. When lowered, the pantographs are locked in brackets in the rear roof area.
  • semi-automatic systems are also known in which the wire-up process can be supported by so-called threading funnels arranged at certain points in the network.
  • the pantographs can also be automatic, i. H. can be created from the driver's seat, provided, however, that the contact lines are exactly in the middle above the vehicle in this case.
  • pantograph system In order to be able to connect and / or disconnect the current collector system in known vehicles, the driver must intervene. In addition, the pantograph system can usually only be wired to certain positions in the contact line system. However, these types of connection and disconnection processes are not always possible without problems and, moreover, not at every position.
  • the invention has the object of specifying a power collection system for arrangement on a roof of a vehicle, by means of which an automatic connection and / or disconnection is not only possible while the vehicle is stationary and in particular not only at predetermined positions.
  • this object is achieved in a pantograph system of the type mentioned in that the pantograph movements, in particular in horizontal and / or vertical direction, can be actively controlled by means of at least one actuator system.
  • At least one current collector and in particular two current collectors in the manner of a two-rod system can be arranged on the roof of the vehicle.
  • the current collectors can be placed on the roof of the vehicle in such a way that they can be pivoted about a predetermined fastening point in the vertical and horizontal directions, so that the lateral position and the flea position can be varied relative to the vehicle.
  • At least one actuator can be provided for pivoting, by means of which the current collectors can be actuated. Active control of the pantograph movements by means of the actuator makes it possible to specify the pantograph movements in such a way that automatic connection and / or disconnection at any position and without manual intervention by an additional person is possible.
  • pantograph systems in which the pantograph movements based on a knowledge-based system as well as location-specific data and / or error compensations can be controlled along a predetermined movement path can be understood as actively controllable within the meaning of the present invention.
  • the contact line height can be measured initially and / or continuously at certain points in the driving network, such as at bus stop positions, assigned to the specific position and stored in a database.
  • the data determined in this way can be used for further connection processes and taken into account in the active control of the pantograph. Precise control and, in particular, a precise wire-up process are possible in this way.
  • the pantograph system can thus have a certain intelligence that can be used to actively control the pantograph movements.
  • targeted activation can be carried out, with individual positions in particular being specifically controllable and / or approachable. The accuracy can be increased further and any specific position can be approached.
  • An advantageous embodiment of the invention provides that the current collector can be moved one after the other or at the same time in the horizontal and vertical directions.
  • the pantograph movements and in particular the position of the pantograph can be controlled as desired and a freely selectable position can be precisely controlled.
  • a movement in the horizontal and vertical directions one after the other could, for example, initially result in an alignment in a vertical, then in a horizontal and then again in a vertical direction. The movements can then be controlled more specifically. With a simultaneous movement there is the advantage that a predetermined path can be maintained and a gradual alignment can be avoided.
  • An embodiment advantageous in this context therefore provides that the current collector, and in particular a current collector rod of the current collector, can be moved along a predetermined trajectory.
  • the current collector rod of the current collector can be actively controlled and precisely moved along a previously defined deflection curve. It is particularly advantageous if the ambient conditions, such as the vehicle position, the contact line position and the like, are taken into account when specifying the trajectory. Accidents or damage to the pantograph can be counteracted in this way. In addition, the desired end position can be reached as quickly as possible.
  • the movements of the pantograph can be controlled via a control unit, in particular continuously.
  • a control unit By providing a control unit, the active control of the pantograph movements can be carried out individually adapted to the respective situation.
  • data can be stored in the control unit, which can be used to determine and / or carry out the movements of the pantograph.
  • data relating to the position of the vehicle and / or the contact line and / or folding point information can be stored in the control unit.
  • a driver can enter additional information into the control unit.
  • the control unit can also be activated manually by the driver.
  • the control unit can include, in particular, a stationary data memory which stores determined and / or transmitted data and information and can make them available if required.
  • the data can preferably be updated continuously.
  • the current collector can be prepositioned for connection via the control unit.
  • the pantograph can initially be brought into a position in the vicinity of the contact line without the pantograph touching the contact line.
  • the information available from the knowledge-based system can be used for control and regulation.
  • the final contact, in particular the final wire-up process can then take place on the basis of the prepositioning.
  • Pre-positioning of the pantograph offers the particular advantage that the contact line can be approached with a comparatively fast movement, whereas the connection process itself can then take place, for example, more slowly. For example, loud wiring, for example by hitting a funnel, can be avoided.
  • positioning errors can preferably be compensated for.
  • the current collector can be moved by means of an actuating device, in particular a hydraulic and / or motorized and / or pneumatic actuating device. It is particularly preferred if the actuating device is designed as a servopneumatic actuating device, in particular with different air pressures in the air chambers of the pneumatic cylinder.
  • the actuating device can in particular be part of the actuator system.
  • the actuation device can, for example, take place pneumatically by means of a proportional element or also with an electric servomotor.
  • the current collectors are actuated by pneumatically operated cylinders and / or a spring system.
  • the use of single and / or double-acting pneumatic cylinders has proven to be particularly advantageous.
  • the pantograph can be raised, lowered or pivoted as required.
  • further actuating devices can also be provided, for example in order to decouple the horizontal and vertical movement of the pantograph from one another.
  • the current collector can be automatically connected and / or disconnected while the vehicle is moving and / or when the vehicle is standing.
  • the current collector system can be wired on and / or off at any desired position.
  • the connection and / or disconnection process it is no longer necessary for the connection and / or disconnection process to be carried out manually, for example by a driver.
  • the flexibility and usability of a corresponding vehicle can be increased in this way.
  • the active control of the pantograph can simplify the connection and / or disconnection process.
  • the current collector can be wired on and / or disconnected at any position, for example after an overtaking process or at folds.
  • the position and / or orientation of the vehicle and / or the contact line can be determined for automatic connection and / or disconnection.
  • the control process of the pantograph movements can preferably be carried out on the basis of the determined data, in particular via the control unit as a function of the position and / or orientation of the vehicle and / or or the contact line.
  • the connection and / or disconnection process can be simplified in this way.
  • the current position of the vehicle can be determined within the contact line system and / or the relative orientation of the vehicle, for example to a curb or to the contact line, can be determined. This information can be taken into account when controlling the pantograph movements.
  • the fleas between the vehicle and the contact line can also be taken into account.
  • the position and / or alignment of the vehicle and / or the contact line is determined by means of sensors, for example by means of GPS sensors, sensors on the vehicle, sensors in the vehicle environment or otherwise Vehicle information, can be determined.
  • sensors for example, inductive sensors, magnetic sensors, optical sensors, cameras, infrared sensors or the like can be used as sensors.
  • the sensors can be arranged on the vehicle, for example on the roof, on the side or on the underside, at a stop, in the roadway or the like.
  • corresponding counter-elements can particularly preferably be used, such as magnets or the like arranged in the roadway.
  • the position of the vehicle can be determined, in particular by means of a GPS sensor, and stored continuously in the control unit. Particularly preferably, the position of the vehicle can thus be determined at any point in time in the overhead line network and this can be related to other data. For example, it can also be determined whether the vehicle is approaching a stop, has stopped there, or the like.
  • the angle between the outer contour of the vehicle and, for example, a curb, a lane marking or the catenary can be determined. In this way, knowledge can be obtained about the orientation of the vehicle and, in particular, also how the pantograph is oriented. This can then be taken into account when controlling the pantograph movements.
  • the pantograph movement can be controlled as a function of the determined positions and / or orientations of the vehicle and / or the contact line.
  • the movements can be adapted according to the current conditions and the pantographs can be controlled as required. As far as can the current status is always taken into account and reliable connection and / or disconnection can be carried out.
  • the position and / or orientation data are continuously determined and stored in the control unit.
  • a data record can be created which always contains the current position and / or orientation data, in particular of the contact line system.
  • the pantograph movements can then be additionally controlled based on this information.
  • the data determined in this way can also be transmitted to other control units of other vehicles, for example wirelessly, so that the recorded information is also available in these vehicles.
  • an existing data record can also be used. For example, information about the stop and / or the like can also be stored in the control unit.
  • connection process can preferably be carried out using a funnel or without a funnel.
  • connection process by means of a funnel offers the advantage that the current collector can be brought up to the contact line by means of a guided movement and the current collector head can be pressed against the contact line by means of a predetermined directed force so that electrical contact can be established.
  • the use of funnels can further simplify wiring, especially at critical points.
  • the connection process can be designed to be less complex, and so automatic connection can take place over the entire route, for example in the case of double or multiple cable routing, on routes with two-way or multi-lane operation. In this case, it is not necessary to provide funnels at a large number of positions which enable a wire-on process.
  • the contact line height can be determined and assigned to a position, in particular a stop, for the connection.
  • the height of the contact line can be determined by means of sensors and stored in the control unit.
  • the determined contact line height can also be assigned to a specific position and in particular to a stop.
  • This information can also preferably be determined by means of a location system, such as GPS sensors, sensors on the pantograph head, sensors in the vehicle environment or through passenger information, and stored in the control unit if required.
  • a precise correlation can then be established by comparing the vehicle position with the position of the measured contact line height.
  • the pantograph movements can then be initiated at the corresponding position and controlled according to the determined contact line height.
  • the data determined in this way can then be used as part of the knowledge-based system for future wiring processes and, in particular, the current collector movements can be actively controlled accordingly.
  • the determined contact line height, and thus the funnel height can be compared with the vehicle position by means of the control unit and the pantograph position can be determined therefrom.
  • the pantograph can preferably be prepositioned while the vehicle is in motion.
  • connection process can be accelerated by pantograph movements so that it is no longer necessary, for example, for passengers to wait for the connection process at the bus stop.
  • the height of the contact line can be determined initially and / or continuously and stored in the control unit.
  • the height of the contact line can be assigned to a specific position, such as a stop, from which information for future wiring processes can be derived.
  • the current collector rods are advantageously accelerated quickly in a first step and braked before the end position is reached.
  • the pantograph can be accelerated as quickly as possible by dynamic regulation and active control of the pantograph movements and braked before the contact line is reached.
  • the pantographs can then move slowly and quietly to the contact line, in particular to the funnel, and brought into contact with the contact line.
  • reliable and low-noise wiring is possible, even when using funnels.
  • a funnel-free connection can also be used.
  • the height of the contact line can be set in relation to the vehicle position, thus bringing about a reliable connection process.
  • the tilt angle can be calculated and / or measured to compensate for an inclined position of the vehicle and the current collector can be aligned in particular horizontally and / or vertically.
  • the inclined position of the bus can be taken into account when controlling the pantograph movements.
  • kneeling can be understood as the process in which the entry side of the vehicle is lowered so that passengers, for example wheelchair users, strollers or the like, can get on at ground level. In this way, reliable connection and / or disconnection can be guaranteed, regardless of whether the vehicle is currently kneeling or not.
  • the inclined position of the roof and thus of the pantograph system caused by the kneeling can be compensated.
  • the current collector position can be corrected by the tilt angle.
  • the vertical alignment of the pantograph position can be corrected by the control unit by the tilt angle. In this way, a vertical alignment of the current collector can be achieved and thus a reliable connection process can be guaranteed.
  • the current collector can be guided vertically upwards, regardless of the inclined position of the vehicle.
  • the tilt angle can be determined by means of a sensor.
  • the pantograph can be guided vertically upwards, regardless of the lateral inclination of the vehicle.
  • the measurement can particularly preferably be determined using an inclination sensor or a direction sensor.
  • sensors already present in the vehicle are used to determine the tilt angle, which sensors additionally transmit the determined data to the control unit.
  • control of the tilt angle for kneeling the vehicle by a driver can also be used as an additional useful signal for controlling the pantograph in the control unit.
  • the control loop of the control unit can be further enlarged and additional information for pantograph control can be used.
  • the wiring process can be further improved.
  • a setpoint value for the vertical and / or horizontal deflection of the pantograph can be determined by means of the tilt angle determined and / or predetermined by the driver and the inclined position of the vehicle can thus be compensated.
  • the wiring process can take place reliably regardless of the respective orientation of the vehicle.
  • configurations are conceivable in which the funnels can also be arranged at an angle in order to further simplify the wiring process.
  • a preferred embodiment also provides that the current collector can be guided vertically and / or horizontally in the direction of the contact line. In this way, reliable connection can be guaranteed, regardless of whether the vehicle is in an inclined position or not.
  • a preferred embodiment further provides that the pantograph can be actively carried along while driving in order to avoid derailments, in particular dewiring.
  • the control unit can be designed in such a way that problem areas can be identified and predetermined, in particular location-specific, countermeasures can be initiated.
  • Corresponding countermeasures, which can be initiated as required can particularly preferably be stored in the control unit for this purpose. In this way, in particular through the data stored in the control unit, corresponding derailment problems can be foreseen and avoided from the outset, whereby the attractiveness and reliability of the use of the vehicle can be increased.
  • data stored in the control unit in particular vehicle, route and / or contact line data
  • the analysis of this data can identify problem areas and derailment risks, e.g. B. can be determined as a function of the vehicle speed.
  • standardized countermeasures can be programmed and called up if necessary. The evaluated data can then be used in particular as input signals for controlling the pantograph movements.
  • the current collector can be controlled in such a way that centrifugal forces that occur can be compensated for.
  • the pantograph is pressed towards the outside of the curve by centrifugal force, which increases quadratically with the speed.
  • the pantograph can preferably be controlled in such a way that these centrifugal forces are counteracted in order to minimize the risk of derailment.
  • the pantograph in order to adapt the movements of the pantograph to the contact line, can be actively carried along and / or is pushable.
  • the pantograph in contact lines with large changes in direction, z. B. switches, the pantograph are actively carried and / or pushed forward so that the movements of the pantograph are optimally adapted to the contact line.
  • fleas differences in the catenary suspension as can be the case with bridges or underpasses, for example, can be supported by an active and, in particular, vertical pantograph control.
  • pantograph movements can be controlled in the vertical direction in order to compensate for differences in fleas between the vehicle and the contact line.
  • the change in direction of the horizontal angle of the pantograph can be checked for plausibility with the steering angle of the front wheels of the vehicle. In this way, an incorrectly set switch could be detected at an early stage and automatic wiring suggested to the driver. In this way, derailments or problem areas can be counteracted reliably.
  • the pressure force between the pantograph, and in particular the pantograph head of the pantograph, and the contact wire can be adjusted while driving.
  • the pressing force with which the current collector head of the current collector is pressed against the contact wire can be varied. For example, it is possible to drive at critical points with a higher pressure force and / or at uncritical points with a lower pressure force. In this way, the pressing force can always be set to the locally required value and the wear on the pantograph head and on the contact wire caused by the pressing force can be minimized.
  • the current collector can be pre-positioned manually by the driver, in particular to compensate for position errors. For example, if the vehicle is in an incorrect position, for example, it has parked too far from the curb or the road position does not allow correct positioning due to the weather conditions, this misalignment is compensated and, in particular, taken into account when activating the pantograph. In such cases it is no longer necessary to carry out manual wiring. Rather, the driver can compensate for the incorrect position of the vehicle through automatic pre-positioning and active control of the pantograph.
  • the current collector can be prepositioned on the contact line for connection with the aid of a funnel.
  • the position of the current collector can be prepositioned in predefined deflection steps.
  • the current collector can be deflected either automatically by the control unit or manually by the driver, continuously or in predefined deflections, in particular laterally.
  • pre-positioning in steps of, for example, 25 cm, i.e. H. particularly preferably by 25 cm, 50 cm, 75 cm and / or 100 cm, are deflected.
  • the pantograph can be deflected to the right for right-hand traffic and to the left of the pantograph for countries with left-hand traffic.
  • the contact line position can be determined, so that excessive deflection of the pantograph is limited and tilting of the pantograph head, for example in the funnel, can be prevented.
  • the current collector head of the current collector can be aligned in the direction of the contact line before the wiring is carried out. In this way, a larger work area can be realized.
  • the contact line position can be determined by means of sensors and the current collector can be prepositioned accordingly.
  • these data can be made available on the one hand to the control unit and on the other hand to the bus driver.
  • the bus driver can receive this information and in particular, for example by pressing a button, confirm this suggestion for prepositioning or correct the positioning.
  • the wiring process can be further simplified.
  • the height of the contact line can be measured in relation to the position, in particular continuously, and can be stored in the control unit. In this way, the position of the contact line is known at all times and can be used accordingly to control the pantograph. In this respect, fully automatic wiring can also be carried out without a funnel.
  • the contact line position and / or alignment can be determined by means of sensors for measuring the angle of the pantograph rods and / or a cable drum speed detection.
  • angle sensors that are already present for the vertical and / or horizontal deflection of the pantograph can be used to determine the contact line position and / or alignment.
  • the position of the contact line can also be detected using previously measured and / or stored data with regard to the height of the contact line. In particular, the data acquisition and / or storage can take place as a function of the position.
  • the height of the contact line can be determined and stored as a function of the temperature. In this way, the factors that influence the height of the contact line and thus also the connection and / or disconnection process can be taken into account when activating the pantograph. In this way, a reliable connection can be made at any position while neglecting external influences. Flea differences caused by temperature fluctuations can be compensated in this way.
  • the height of the contact line can be determined and stored as a function of whether the current collector is wired and is pressed against the contact wire with a pressure force. By knowing this dependency, it can be determined whether the height of the contact line generally corresponds to this fleas or whether it is held up, for example by the pantograph. This can then also be taken into account during automatic connection. In particular, not inconsiderable flea variances, which are caused by the pantograph itself, are compensated. Particularly preferably, a correction factor can be determined and stored, which takes the current collector state into account. The quotient from the difference between the angles in the connected state and the non-wired state can be used particularly advantageously as a correction factor. Balancing effects can also be taken into account.
  • suspension height of the contact line on a line can vary. Because of this, it can be provided that changes in height are considered and taken into account in relation to the position and in particular with regard to the position accuracy. In particular, height variances can be determined from this.
  • connection and / or disconnection process can take place in particular at positions which are suitable for this. This can be, for example, switches, transitions from contact lines or transitions to areas without contact lines.
  • An automatic connection and / or disconnection process can also take place, for example, during overtaking maneuvers or multi-lane lanes.
  • a control current can be used to determine whether the connection process has been successfully completed.
  • it can be determined whether the current collector head of the current collector has come into correct contact with the contact line and thus energy can be absorbed via the contact line.
  • correct contacting can be determined, for example also via sensors.
  • a further embodiment of the invention provides that the vehicle position and / or orientation can be determined by means of magnets arranged in the roadway and magnetic sensors arranged on the vehicle. In this way, the vehicle position and / or orientation can be reliably detected and stored in relation to the vehicle surroundings. In this respect, it is possible to know the exact position and orientation of the vehicle and this during the active one Control of pantograph movements to be considered. In particular, a contactless and thus also weather-independent detection can take place.
  • the angle between the vehicle, in particular the outside of the vehicle, and the edge of the road, in particular the curb edge can be determined.
  • additional information for the active pole control can be obtained and this can be taken into account in the pantograph control.
  • the vehicle position and / or orientation can also be detected by means of other sensors, such as cameras, laser scanners or the like, which can particularly preferably be arranged on the vehicle or on the edge of the vehicle.
  • sensors such as cameras, laser scanners or the like, which can particularly preferably be arranged on the vehicle or on the edge of the vehicle.
  • the vehicle position and / or orientation can be determined by means of sensors arranged at a stop, in particular by means of a camera.
  • a further embodiment provides that the current collector, in particular the upper end of the current collector rod of the current collector, has signal lighting by means of which a current collector movement can be displayed during connection and / or disconnection.
  • a current collector movement can be displayed during connection and / or disconnection.
  • it can be visually indicated to following traffic, such as buses and vehicles with high superstructures, that the pantograph poles are in motion.
  • traffic such as buses and vehicles with high superstructures
  • the pantograph poles are in motion.
  • it can be identified in this way that the rods move away from the contact wire, for example during the wire-up process, or move towards the contact wire, for example during the wire-up process. In this way, security can be further increased.
  • the signal lighting can be activated if the pantograph rods are exposed at a large angle (lateral offset to the contact wire) and if the pantograph rods derail.
  • the object is achieved in that the current collector movements, in particular in the horizontal and / or vertical direction, are actively controlled by means of a drive.
  • a preferred embodiment of the method provides that the positions and / or orientations of the vehicle and / or the contact line are determined for automatic connection and / or disconnection and the movements of the pantograph are controlled as a function thereof. In this way it is possible to carry out an automatic connection and / or disconnection at any position and with any orientation of the vehicle, independently of the contact line. To this extent, it is not necessary to provide a large number of funnels or the like. By actively controlling the movements of the pantograph, a dynamic movement can be achieved and thus a reliable connection and / or disconnection process can be carried out.
  • a warning is output and / or an automatic wire-off process is initiated.
  • damage and / or injuries for example to people in the vicinity of the vehicle, can be counteracted.
  • the driver has the option of actively influencing the pantograph system and thus counteracting problems.
  • Fig. 1 is a schematic representation of a vehicle with a
  • 3a, b are schematic representations of a vehicle and the pantograph with and without kneeling.
  • FIG. 1 shows a schematic view of a vehicle 1 with a pantograph system 2 according to the invention, which is arranged on the roof 3 of the vehicle 1, preferably a trolley bus.
  • An electrical connection between the vehicle 1 and a contact line 4 can be established via the pantograph system 2.
  • the current collector system 2 has two current collectors 5, which are attached to the roof 3 of the vehicle 1 so that they can pivot and rotate.
  • Each current collector 5 has a current collector rod 6, a current collector head 7 and an actuator 8, in particular a drive, for the lifting and / or pivoting movements of the current collectors 5.
  • the current collector heads 6 are designed in the manner of sliding shoes, on which guide devices can be provided laterally to facilitate the connection of the current collector rods 6 to the contact line 4.
  • the actuator system 8 comprises an actuating device that actuates the current collector 5, in particular a hydraulic and / or motorized and / or pneumatic actuating device, which can be actuated pneumatically by means of a proportional element or also with an electric servomotor, for example.
  • the actuator system 8 and, in particular, the actuating device are designed as a combination of pneumatically acting cylinders and a spring system.
  • the use of single and / or double-acting pneumatic cylinders has proven to be particularly advantageous.
  • the pantograph 5 can be raised, lowered or pivoted as required.
  • further actuation devices can also be provided, for example in order to decouple the horizontal and vertical movement of the current collector 5 from one another.
  • the current collectors 5, in particular the current collector rods 6, can on the one hand be rotated about a vertical axis in order to be able to carry out a lifting movement.
  • the current collectors 5, in particular the current collector rods 6, are arranged to be pivotable in the horizontal direction in order to be able to carry out a pivoting movement.
  • the current collectors 5 can be connected to the roof 3 of the vehicle 1, for example by means of a joint.
  • the current collectors 5 can be moved one after the other or simultaneously in the horizontal and vertical directions. The movement takes place via the actuator 8.
  • a lifting movement it is possible firstly for a lifting movement to take place, then a lateral pivoting movement and a renewed lifting movement in order to then press against the contact line 4.
  • these movements can also be carried out simultaneously and the current collectors 5 can be moved, for example along a predetermined trajectory.
  • the movements of the current collectors 5, in particular in the horizontal and / or vertical direction can be actively controlled.
  • an automatic connection and / or disconnection process can take place independently of the current position of the vehicle 1 and / or the contact line 4.
  • a control unit 9 is provided, by means of which the movements of the current collectors 5, in particular continuously, are controlled.
  • data can be stored in the control unit 9 which contain information about the vehicle position, the vehicle orientation and / or contact line position and / or orientation.
  • the data stored in the control unit 9 can be continuously determined and stored.
  • in the control unit 9 for example also danger spots or the like, be stored, so that when corresponding positions P are reached, predetermined actions can be carried out and, for example, an automatic wire-off process can be initiated.
  • the data stored in this way in the control unit 9 can be used to check the relationship between the individual characteristic values and a specific movement of the pantographs 5 can be derived therefrom.
  • pantograph systems 2 in which the pantograph movements based on a knowledge-based system as well as location-specific data and / or error compensations can be controlled along a predetermined trajectory can be understood as actively controllable within the meaning of the present invention.
  • the contact line height F1 can be measured initially and / or continuously at certain points in the driving network, for example at folding point positions, assigned to the specific position P and stored in a database.
  • the data determined in this way can be used for further connection processes and taken into account in the active control of the pantographs 5. Precise control and, in particular, a precise wire-up process are possible in this way.
  • the pantograph system 2 can thus have a certain intelligence which can be used for the active control of the pantograph movements.
  • targeted activation can be carried out, with individual positions P in particular being able to be controlled and / or approached in a targeted manner. The accuracy can thus be further increased and any specific position P can be approached.
  • the position and / or orientation of the vehicle 1 and / or the contact line 4 can be determined with the aid of sensors 10.
  • sensors 10 in particular can be provided, for example GPS sensors, sensors 10 on vehicle 1, sensors 10 in the vehicle environment or other vehicle information, such as folding point information, by means of which the position P and / or orientation a of vehicle 1 and / or the contact line 4 is possible.
  • the pantograph movements can then as a function of the determined positions P and / or orientations a of the vehicle 1 and / or the contact line 4 are controlled.
  • the position P and orientation at the stop can for example by means of magnets 11 arranged in the roadway and magnetic sensors 10 arranged on the vehicle 1 or, for example, by sensors 10, such as cameras or the like a of a vehicle 1 can be determined.
  • the orientation a of the vehicle 1 and in particular the angle a between the vehicle 1 and a curb 12 can be determined via the magnets 11 and / or the sensors 10. This information can then be taken into account in the control of the movements of the pantograph 5 and a reliable connection process can thus be carried out.
  • the tilt angle ⁇ for example, which arises from the inclined position of a vehicle 1, can alternatively or additionally be determined for compensation, in order to be able to align the current collector 5 in particular vertically.
  • the pantograph position can be corrected by the tilt angle ⁇ .
  • the tilt angle ⁇ can be determined in particular by means of a sensor 10 or also by means of further vehicle information.
  • the control of the tilt angle ⁇ of the vehicle 1 by a driver can also be used and included as an additional useful signal for controlling the pantograph 5 in the control unit 9.
  • a setpoint is specified which can be used for the vertical and / or horizontal deflection of the pantograph system 2 in order to compensate for the inclined position of the vehicle 1.
  • the pantograph 5 can generally be guided vertically in the direction of the contact line 4.
  • the contact line height Fl and so that the funnel height can be determined and assigned to a specific position P, in particular a stop.
  • the determined contact line height H can also be detected with sensors 10 and stored in the control unit 9. The height of the contact line H can then be compared with the vehicle position P by means of the control unit 9 and the pantograph position can be determined therefrom.
  • the current collectors 5 can also be prepositioned for connection via the current collector control unit 9.
  • the current collector 5 can be accelerated quickly in a first step and braked before reaching the end position.
  • a dynamic regulation for the fastest possible reaching of the contact line 4 with prepositioned pantographs 5 can be achieved.
  • the height of the contact line can be measured and, in particular, assigned to a specific position P.
  • the current collector 5 can also be pre-positioned manually by the driver. This gives the driver the opportunity to compensate for an incorrect position of the vehicle 1, for example if it is too far away from the curb 12 or, for example, due to weather conditions, to compensate for a prepositioning of the pantographs 5.
  • the position of the current collector 5 can be prepositioned in predefined deflection steps, for example in 25 cm steps.
  • the bus driver can manually change the pantograph position continuously or in predefined deflections. For example, it can be prepositioned to the side by 25 cm, 50 cm, 75 cm or 100 cm.
  • a pre-positioning could be calculated by sensors 10 and suggested to the bus driver.
  • the bus driver could then confirm this suggestion or correct the positioning at the push of a button.
  • the current collector 5 can be automatically connected and / or disconnected while the vehicle 1 is in motion and / or when the vehicle 1 is standing.
  • the active pantograph control can also be used.
  • problem areas can be identified and stored. For example, a possible derailment can be foreseen and appropriate countermeasures initiated.
  • data stored in the control unit 9 can be evaluated. The analysis of this data can identify problem areas and derailment risks, e.g. B. can be determined as a function of the vehicle speed.
  • standardized countermeasures can be programmed.
  • data stored in the control unit 9, in particular vehicle, route and / or contact line data can be evaluated for the detection of danger spots.
  • the current collectors 5 can also be controlled in such a way that these forces can be counteracted. This can be helpful, for example, when cornering quickly. Because there the current collectors 5 are pressed with the centrifugal force to the outside of the curve, which increases quadratically with the speed. In order to counteract an impending derailment, the pantographs 5 are controlled in such a way that they compensate for the centrifugal forces, the pantographs 5 being pressed towards the inside of the curve with the same force as the centrifugal force calculated in real time. If cornering speeds at special locations are limited by the physical limits of the pantograph 5, these limits can be extended with the aid of the control unit 9.
  • the movements of the pantograph 5 to the contact line 4 can be carried out in such a way that the pantograph 5 is actively carried along and / or pushed forward.
  • the movements of the pantographs 5 can thus be optimally adapted to the contact line 4.
  • the Pantograph movements can also be controlled in the vertical direction. Steep height differences in the catenary suspension, as is the case with bridges or underpasses, for example, can be supported by the active vertical pantograph control.
  • the control unit 9 could, for example, check the change in direction of the horizontal angles of the current collectors 5 with the steering angle of the front wheels of the vehicle 1 for plausibility. A wrongly set point could be detected early and automatic wiring suggested to the bus driver. Alternatively, automatic wiring could also be initiated.
  • the height of the contact line in relation to position P can in particular be continuously measured and stored in the control unit 9.
  • the contact line position and / or alignment can in particular be determined by means of angle sensors 10 and / or a cable drum speed detection. Since the contact line 4 can expand at high temperatures and thus sag more, this can result in significant differences in height of the contact lines 4. In this respect, it is also provided that the height of the contact line is stored as a function of the outside temperature. In addition, through the continuous measurement of the contact line 4 during passenger operation, the stored contact line height can be continuously updated.
  • the suspension heights of the contact line 4 can also vary on a line, the changes in height can be viewed in relation to the GPS accuracy and the height variances can be determined and stored. Since the current collectors 5 also bend not insignificantly in the wired state, it can be assumed that the measured angle of the angle sensor represents a different height of the current collector head 7 when the wiring has taken place or not. By continuously measuring the contact line 4, it can be taken into account whether the current collector head 7 is wired, the rod 6 is bent and the contact line 4 is pushed upwards. A correction in the assignment of the angle to the catenary height can be made.
  • the height of the contact line can also be measured manually or the setpoint value of the angle of the vertical angle sensor 10 for the suitable height of the current collector head 7 can be determined during connection. Finally, the difference in the angle in the wired state and not wired state can be measured and z. B. its quotient can be used as a correction factor. The length of the guide bracket of the current collector head 7 can also be determined in order to cover height variances.
  • the wiring process can preferably be carried out both while the vehicle is moving and while it is standing.
  • the connection can be prepared while driving, in that the current collectors 5 are pressed down.
  • the pantographs 5 are then raised only when standing.
  • automatic connection and disconnection can take place both while driving and while standing.
  • the automatic connection and / or disconnection process can be carried out at any position. It is therefore no longer necessary to carry out manual connection or disconnection processes or to limit these to a position at which a funnel is provided.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Abstract

La présente invention concerne un système de pantographe (2) et un procédé pour mettre en contact et/ou déconnecter automatiquement un système de pantographe (2) qui est destiné à être disposé sur un toit (3) d'un véhicule (1), en particulier un trolleybus, comprenant au moins un pantographe pivotant (5), les mouvements de pantographe, en particulier dans le sens horizontal et/ou vertical, pouvant être commandés activement par au moins un système actionneur (8).
PCT/DE2020/100957 2019-11-11 2020-11-06 Système de pantographe et procédé de mise en contact et/ou de déconnexion automatique d'un système de pantographe WO2021093917A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20816888.0A EP4058320A1 (fr) 2019-11-11 2020-11-06 Système de pantographe et procédé de mise en contact et/ou de déconnexion automatique d'un système de pantographe

Applications Claiming Priority (2)

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DE102019130349.4A DE102019130349A1 (de) 2019-11-11 2019-11-11 Stromabnehmersystem sowie Verfahren zum automatischen An- und/oder Abdrahten eines Stromabnehmersystems
DE102019130349.4 2019-11-11

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DE102021127387A1 (de) 2021-10-21 2023-04-27 Kiepe Electric Gmbh Verfahren zur automatischen Überführung einer verschwenkbaren Stromabnehmerstange
EP4257411A1 (fr) * 2022-04-06 2023-10-11 Sandvik Mining and Construction Oy Contrôle de la force de contact dans un véhicule minier assisté par chariot

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE470593C (de) * 1927-07-15 1929-01-22 Willy Vollmering Rollenstromabnehmer mit Hilfsstromabnehmer fuer Schienen- und schienenlose Fahrzeuge
DE2456838A1 (de) * 1973-12-04 1975-06-05 Volvo Ab Vorrichtung zur kraftuebertragung von einem ortsfesten elektrischen leiter zu einem fahrzeug
EP0436993A1 (fr) * 1990-01-10 1991-07-17 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Pantographe pour trains à inclinaison variable
DE102012006405A1 (de) * 2012-03-30 2013-10-02 Siemens Aktiengesellschaft Fahrzeug mit einem Stromabnehmer
DE102012205276A1 (de) * 2012-03-30 2013-10-02 Siemens Aktiengesellschaft Nicht schienengebundenes Fahrzeug
DE102014219466A1 (de) * 2014-09-25 2016-03-31 Siemens Aktiengesellschaft Transportsystem mit einem über eine Oberleitungsanlage mit elektrischer Energie versorgbaren, nicht schienengebundenen Fahrzeug
DE102015014486A1 (de) * 2015-11-10 2017-05-11 Westsächsische Hochschule Zwickau Stromabnehmersystem für nicht schienengebundene Fahrzeuge

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE470593C (de) * 1927-07-15 1929-01-22 Willy Vollmering Rollenstromabnehmer mit Hilfsstromabnehmer fuer Schienen- und schienenlose Fahrzeuge
DE2456838A1 (de) * 1973-12-04 1975-06-05 Volvo Ab Vorrichtung zur kraftuebertragung von einem ortsfesten elektrischen leiter zu einem fahrzeug
EP0436993A1 (fr) * 1990-01-10 1991-07-17 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Pantographe pour trains à inclinaison variable
DE102012006405A1 (de) * 2012-03-30 2013-10-02 Siemens Aktiengesellschaft Fahrzeug mit einem Stromabnehmer
DE102012205276A1 (de) * 2012-03-30 2013-10-02 Siemens Aktiengesellschaft Nicht schienengebundenes Fahrzeug
DE102014219466A1 (de) * 2014-09-25 2016-03-31 Siemens Aktiengesellschaft Transportsystem mit einem über eine Oberleitungsanlage mit elektrischer Energie versorgbaren, nicht schienengebundenen Fahrzeug
DE102015014486A1 (de) * 2015-11-10 2017-05-11 Westsächsische Hochschule Zwickau Stromabnehmersystem für nicht schienengebundene Fahrzeuge

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