WO2024056636A1 - Collecteur de courant doté d'un dispositif de capteur, et procédé de fonctionnement - Google Patents

Collecteur de courant doté d'un dispositif de capteur, et procédé de fonctionnement Download PDF

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Publication number
WO2024056636A1
WO2024056636A1 PCT/EP2023/074972 EP2023074972W WO2024056636A1 WO 2024056636 A1 WO2024056636 A1 WO 2024056636A1 EP 2023074972 W EP2023074972 W EP 2023074972W WO 2024056636 A1 WO2024056636 A1 WO 2024056636A1
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WO
WIPO (PCT)
Prior art keywords
contact
measured values
sensor
contact strip
rail vehicle
Prior art date
Application number
PCT/EP2023/074972
Other languages
German (de)
English (en)
Inventor
Dominik Pascal ARNOLD
Erich Berghammer
Original Assignee
Schunk Transit Systems 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 Schunk Transit Systems Gmbh filed Critical Schunk Transit Systems Gmbh
Publication of WO2024056636A1 publication Critical patent/WO2024056636A1/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
    • B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
    • B60L5/20—Details of contact bow
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/12—Trolley lines; Accessories therefor
    • B60M1/28—Manufacturing or repairing trolley lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/662—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/665—Light intensity
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/70—Interactions with external data bases, e.g. traffic centres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle

Definitions

  • the invention relates to a pantograph and a method for operating a pantograph that can be arranged on a roof of a rail vehicle for transmitting energy from a contact wire of an overhead line to the rail vehicle, the pantograph comprising a positioning device with a contact strip arranged thereon, the contact strip being positioned relative to the contact strip by means of the positioning device
  • Contact wire is movable and can be pressed against the contact wire in a sliding contact position to form a sliding contact with a pressure force, the pressure force being able to be formed on the contact strip by means of a drive device and a spring device of the positioning device.
  • Carbon contact strips are regularly used to power rail-bound and non-rail-bound vehicles via a contact wire. Such contact strips are always subject to wear due to abrasion of the carbon material. When using such contact strips, for example on train locomotives, it is necessary to remove them before they reach a point the final wear limit in order to avoid dangerous operating conditions, defects or breakdowns.
  • An emergency switch-off function is regularly integrated into contact strips, which causes the contact strip to be lowered when a final degree of wear is reached, or beforehand if the contact strip is damaged, for example a break, with another power supply being triggered after such an emergency switch-off and thus another However, operation of the vehicle is no longer possible using this contact strip. To avoid such situations, contact strips are regularly inspected with regard to their degree of wear.
  • the positioning device can regularly have a rocker arm, a
  • the spring device can be formed by an air bellows, tension and/or compression springs. Within the scope of the invention, it is also conceivable that an air bellows forms the drive and spring device.
  • the spring device also compensates for movements of the rail vehicle and a changing course of the contact wire. Depending on a relative distance from a track of the rail vehicle to the contact wire and a speed of the rail vehicle, strongly changing forces can act on the contact strip, as a result of which the contact strip is heavily stressed.
  • the contact strip itself or the positioning device can also be caused to oscillate.
  • the present invention is therefore based on the object of proposing a method for operating a current collector, a current collector and a monitoring system with a current collector, which enables improved operation, in particular energy-autonomous monitoring, of the current collector.
  • a method for operating a pantograph that can be arranged on a roof of a rail vehicle for transmitting energy from a contact wire of an overhead line to the rail vehicle can be carried out with a pantograph, the pantograph comprising a positioning device with a contact strip arranged thereon, the contact strip being relative to the positioning device the contact wire can be moved and can be pressed against the contact wire in a sliding contact position to form a sliding contact with a pressure force, the pressure force being able to be formed on the contact strip by means of a drive device and / or a spring device of the positioning device, the current collector being an energy supply unit arranged on the positioning device and a measuring unit with a measuring device, wherein at least two sensors of a sensor device of the measuring device are arranged on the positioning device and
  • the measured values can be processed by means of a processing device of the measuring device, it being conceivable that the processing device can relate the measured values to one another and determine a characteristic value describing the operating status of the pantograph and/or the overhead line.
  • the contact strip comprises a contact element, usually made of carbon, which rests on a contact wire and can thereby establish an electrical connection with it.
  • This contact element is held by a contact strip carrier, which in turn is attached to a joint device, which can be designed as a so-called pantograph or as a rocker.
  • This pantograph or the rocker together with a base frame, forms a positioning Device for the contact strip and thus a so-called current collector together with the contact strip.
  • This is then mounted on a roof of a vehicle, preferably via the base frame, in order to contact the contact wire located above the vehicle.
  • the positioning device can preferably have a base frame, a joint device and a rocker device.
  • the base frame can be arranged on the rail vehicle.
  • the rocker device can carry the contact strip.
  • the joint device can be arranged between the base frame and the rocker device and can be articulated to the base frame and/or the rocker device.
  • the joint device can preferably have an upper arm and a forearm, which are connected to one another in an articulated manner.
  • the upper arm and forearm can also be designed as upper scissors and lower scissors.
  • the upper arm can be articulated to the rocker device and/or the forearm can be articulated to the base frame.
  • the articulated connection point between the upper arm and forearm of the joint device can also be referred to as the knee of the joint device or the positioning device.
  • the contact strip can be pressed against the contact wire and the required pressure force can be applied to form a secure sliding contact.
  • the pressure force can be applied by air bellows, tension and/or compression springs.
  • the pressing force is applied motorically using an electric motor and/or an actuator.
  • at least one sensor for example a current sensor and/or a voltage sensor, is arranged on the electric motor and/or actuator and interacts with it to measure current and/or voltage. Since the electric motor and/or the actuator are regularly arranged at the potential of the rail vehicle, data can be transmitted to an evaluation tunit, a processing device and/or a base unit can be done wirelessly, preferably via Bluetooth.
  • the positioning device can be operated and/or controlled electrically or pneumatically and can be monitored accordingly using voltage and current measurement (electrical) and/or using at least one pressure sensor (pneumatic/hydraulic).
  • the current collector comprises a measuring unit with a measuring device, which in turn has a sensor device with at least two sensors.
  • the sensors can be arranged on the positioning device and/or contact strip, but can also in principle be arranged at any point on the current collector.
  • different measured values of the positioning device and/or the contact strip can be recorded in the sliding contact position. These measured values are physical measured variables that have a direct interaction with the positioning device, the contact strip or the overhead line and can change during operation of the pantograph.
  • the processing device By means of the processing device, the measured values or the measured variables measured with the sensors can be processed and a characteristic value can be determined which is suitable for describing an operating state of the pantograph and/or the overhead line.
  • the base unit can include a processing device.
  • the processing device can advantageously relate the respective measured values of the sensors to one another. This makes it possible to obtain further information in the form of the characteristic value about an operating state of the pantograph and/or the overhead line.
  • the processing device can carry out a calculation with at least two measured values from at least two sensors.
  • the measured values can vary depending on the Type of sensors can be measured values of the same or different types. For example, a vertical movement of the positioning device can be measured with a first sensor and a vertical movement of the contact strip can be measured with a second sensor.
  • the processing device then relates both measured values, for example by taking into account a connection between the two measured values by the processing device when calculating the characteristic value, for example an unevenness in a route relative to a flat contact wire or vice versa. If a vertical movement of the contact strip and the positioning device is then identical, the movement is induced by the course of the contact wire and not by the route.
  • the characteristic value can be a parameterized value, a parameter, a key figure or a data record.
  • the characteristic value can also be contained within a data record.
  • it is intended to process the measured values digitally using the processing device in order to obtain a characteristic value that can be further processed digitally.
  • the processing device is therefore formed by at least one digital electronic circuit which can process analog and/or digital signals from the sensor.
  • the processing device can also be, for example, a programmable logic controller (PLC), an integrated circuit (IC) or a computer.
  • the processing device can determine the characteristic value that is suitable for describing the operating state of the pantograph and/or the overhead line, it becomes possible to determine, monitor and/or influence the operating state of the pantograph and/or the overhead line on the operating status of the pantograph.
  • An operating state is understood to be a structural, variable property of the pantograph or overhead line that exists during operation. Since the operating status of the pantograph is also very much dependent on the condition or operating status of the route, it can The characteristic value also describes the operating status of the route.
  • targeted maintenance of the pantograph, the overhead line and the track can be carried out without having to adhere to regular maintenance intervals or carry out test runs with a rail vehicle. Overall, this makes it possible to operate a pantograph or overhead line more cost-effectively, and thus a rail vehicle more economically overall.
  • the energy supply unit obtains the energy required at least to supply the sensors of the sensor device directly at the current collector, so that the measuring unit can be operated in an energy-autonomous manner over a longer period of time, for example several years, and no intervention in the electronics of the rail vehicle is necessary.
  • the energy supply unit preferably obtains the energy required to supply energy to the complete measuring unit, at least consisting of a measuring device and a processing device. It is conceivable that the processing device additionally comprises a data concentrator device and an evaluation unit and a control device are also integrated into the measuring unit.
  • the energy supply unit preferably also generates the energy required for the operation of the evaluation unit, control device and/or data concentrator device.
  • the energy supply unit preferably has at least one energy supply device.
  • a large number of characteristic values or a group of characteristic values can be determined from the measured values of at least two sensors. For example, by evaluating a group of characteristic values, a model of the route traveled by the rail vehicle can be determined, and/or a fingerprint dependent on the recorded measured values can be assigned to the route section. Determining the fingerprint of the route traveled is based on the fact that the overhead line has an individual profile at each point, which can be recorded using sensors. In order to be able to reliably assign the individual profile to a geographical position at any point, a position sensor, such as a GPS sensor, can be provided, the data of which can be linked to the profile of the overhead line.
  • a position sensor such as a GPS sensor
  • typical components of the overhead line infrastructure can influence and/or create a characteristic fingerprint of the overhead line or the rail network.
  • a characteristic fingerprint of an overhead line section or a route section can be generated when driving on this route section or overhead line section.
  • a defect in the overhead line can be assigned to a location of the defect after the fingerprint of the overhead line has been recorded.
  • the characteristic value that can be determined using the method according to the invention describes a degree of wear of the contact strip, such as regular wear during operation and / or unwanted or unplanned wear, such as breakouts on the contact element. Furthermore, contact pressure, lifting Times and/or lowering times of the pantograph can be determined. It is also conceivable that the state of individual components of the current collector, in particular the positioning device, can be described by a characteristic value. According to one embodiment, the characteristic value can describe the operating state of a rocker arm, a rocker, an articulated guide, a pantograph and/or a spring device.
  • the characteristic value describing the operating state of the pantograph and/or the overhead line is determined from measured values of the current and/or voltage that drops across the pantograph. These measured values can be supplied to the processing device, related to one another by the processing device and thus a characteristic value describing an operating state of the pantograph and/or the overhead line can be determined.
  • the measuring unit can be operated independently of the rail vehicle, with the measuring unit preferably using wireless data transmission to transmit measured values and / or characteristic values.
  • the measuring unit and energy supply unit can therefore also be subsequently arranged or retrofitted on a current collector in an advantageous manner and can be operated independently of information and electrical supply from the rail vehicle.
  • the elementary functions of a pantograph are therefore not influenced by the measuring unit and the energy supply unit and intervention in other components of the rail vehicle is not necessary.
  • the energy supply unit obtains at least the energy required to operate the sensors of the sensor device, preferably the energy required to operate the entire measuring unit.
  • the Measuring unit on average approx. 0.5 to 5 watts, preferably on average only approx. 1 watt, electrical power. This low power consumption is negligible compared to the power transferred by the current collector.
  • the electrical energy required at least to supply energy to the sensors of the sensor device can be obtained by means of a first energy supply device from an alternating current applied to the current collector and/or can be obtained by means of a second energy supply device based on a direct current applied to the current collector.
  • the current collector preferably has a first and a second energy supply device. Then, independently of the type of power supply to the rail vehicle, for example this can be via an alternating current network or via a direct current network, the energy self-sufficient operation of the measuring unit can be guaranteed.
  • the first energy supply device When operating the current collector in an alternating current network, the first energy supply device can be used, which is also referred to as an alternating current energy supply device in the context of the invention, and when operating the Current collector in a direct current network, the second energy supply device, which is also referred to as a direct current energy supply device in the context of the invention, can be used to obtain at least the electrical energy required to supply the sensors of the sensor device.
  • the energy supply unit can comprise two energy supply devices based on different principles and arranged on the current collector.
  • a direct current energy supply device (DC energy harvester) and an alternating current energy supply device (AC energy harvester) are preferably arranged on the current collector.
  • the current collector is operated in an alternating current network, that is to say that alternating voltage is present at the current collector, the alternating current is used within the energy supply device to induce an alternating current in a toroidal core coil, which is converted into a for the by means of the energy supply unit and/or in a base unit of the measuring unit Measuring unit usable DC voltage is converted.
  • the pantograph can have at least one current band, preferably four current bands, in a known manner.
  • a bolt is arranged on the base frame, over which a toroidal core coil is pushed and the , for example by means of a cable lug, can be connected to the power strip.
  • the alternating current thus flows through the bolt and also induces an alternating current in the toroidal core coil, which can be converted into a direct voltage that can be used by the measuring unit.
  • the bolt is preferably designed in such a way that the current flows through the current bands from the overhead line to the rail vehicle are not affected.
  • an alternating current power supply device is connected to each of the current bands of a current collector.
  • a current collector can have four current bands and four AC power supply devices, each of the AC power supply devices being assigned to a current band of the current collector.
  • the generation of energy when operating a pantograph in DC networks using the DC energy supply device is based on a voltage drop due to the resistance of the current bands of the pantograph.
  • the current collector in particular the current bands of the current collector, have a resistance of only a few milliohms (mQ).
  • mQ milliohms
  • a voltage drops across this resistor depending on the current strength due to the resistance of the current collector. This voltage can be, for example, a few hundred millivolts (mV).
  • the voltage dropped on the current collector or the current bands due to the resistance of the current collector or the current bands can be tapped and used to supply energy to the measuring unit.
  • the direct current energy supply device comprises an electrical line which is laid along the current collector, in particular along the joint device of the current collector from the rocker device to the base frame of the current collector.
  • This first electrical line can be referred to as a bypass line and can end, for example, in a base unit arranged on the base frame.
  • the base unit can be contacted again with a section of a current strip located on the base frame of the current collector via a further, second electrical line.
  • the power supply unit can have a voltage converter, such as a boost converter and/or a buck converter.
  • the energy supply unit can have an energy storage device that enables a time-delayed energy release depending on the needs of the measuring unit.
  • the device according to the invention enables self-sufficient and high-quality monitoring of the interaction between the pantograph and the overhead line or contact wire of the overhead line as well as their states, which can be output as a characteristic value, with low hardware costs.
  • an angular position of the positioning device can be an acceleration, a speed, a rotation, a frequency, a temperature, an illuminance, a force, a current, a voltage, an electrical resistance, a distance, a mass, an air pressure, a sound , wear and/or a location position can be recorded and processed continuously or discontinuously. Acceleration can be easily measured with a gyro sensor. With the angular position of the positioning device, a deflection of a rocker device or a pantograph can be measured relative to the rail vehicle at a pivot point of the rocker device or the pantograph.
  • a rotary potentiometer at the pivot point or another suitable sensor for example a gyro sensor for measuring an angle of inclination or rotation
  • a temperature can be measured with a temperature sensor on the positioning device, or on a rocker device or a pantograph, or the contact strip, so that, for example, it can be determined whether there is a risk of the contact wire icing up.
  • the measurement of a Illuminance can be achieved using an optical sensor or a camera, which then forms the sensor. This makes it possible, for example, to detect irregularities on a surface of the contact wire or arcs.
  • a force can be determined using a strain gauge, a force sensor, a pressure sensor or the like.
  • a pressure force can then be measured as a function of an air pressure of a cylinder of the positioning device.
  • a current strength or a voltage can be measured with an ammeter or with a voltmeter as a sensor.
  • a resistance can be determined from current and voltage and can be a measure of contact quality and provide information about the state of wear of the contact piece. For example, the quality of an energy transmission between the contact piece and the contact wire can then be determined.
  • the mass can also be determined using a force sensor.
  • Air pressure can be measured using an air bellows or a pressure cylinder to apply the pressure force.
  • a location position of the pantograph can be easily determined using a satellite navigation system, for example GPS.
  • a sound can be measured through a microphone so that noises can be evaluated as measured values.
  • Wear can be measured using a sensor with which the height or thickness of a contact strip can be measured. The measured values can be determined and processed continuously or continuously. It is also possible to record and process the measured values discontinuously, for example at fixed times or on certain
  • At least one acceleration sensor is used as a sensor, which can be arranged on the contact strip and/or the positioning device.
  • the sensor can be a rotational or translational acceleration sensor or vibration sensor, which can be used to measure a movement or acceleration of the positioning device and/or the contact strip.
  • a movement of the Contact strip can be detected on the contact wire, and conclusions can then be drawn from the movement about the shape of the contact wire and / or the contact strip.
  • a shoulder in the course of the contact wire which can cause the contact strip to lift off the contact wire, can be easily determined. Special measurement drives or on-site inspections of the overhead line to identify such defects are then no longer necessary.
  • a change in the contact strip as a result of wear or abrasion causes a geometric change in the contact strip. This can result in a difference between a new and a worn sanding strip. Since the contact strip is regularly contacted with the contact wire while the rail vehicle is traveling and is coated by it, the processing device can derive a change in the contact strip from a movement of the contact strip together with a further measured value, for example a movement of the positioning device. It can also be provided that movement profiles of new and worn contact strips are stored in the processing device, whereby the processing device can carry out a comparison and determine a state of wear or consumption of the contact strip. This wear can then also be output in the form of the characteristic value. In addition, a break or deformation of the contact strip as well as damage to the overhead line can be easily identified.
  • At least one sensor can be used, which can be arranged within the contact strip, on the contact strip, on a fastening bearing of the contact strip or on a rocker device of the positioning device that holds the contact strip. Consequently, the sensor can be arranged, for example, in a recess in the contact strip or in a contact element of the contact strip. Furthermore, the sensor can also be attached directly to the contact strip or a contact strip holder of the contact strip. Additionally or alternatively, the sensor can be designed as a vibration sensor and attached to the attachment. be arranged in the contact strip bearing.
  • the contact strip can, for example, have two fastening bearings, by means of which the contact strip is attached to the positioning device.
  • a further contact strip can be arranged on the rocker device, which also has a sensor, so that this contact strip can also be monitored by means of the measuring unit.
  • the sensor device can comprise more than two sensors, which are arranged at the aforementioned points, in order to be able to determine the characteristic value even more precisely.
  • recesses made in the contact strip, in particular in the contact element of the contact strip, such as bores can be detected using an abrasion sensor system.
  • the abrasion sensor system can have an acceleration sensor. Parallel to the direction of travel, at least three recesses can be made at a horizontal distance in the contact element of the contact strip, preferably passing through the contact element of the contact strip, at the level of a wear limit. These recesses are exposed when the wear limit is reached and, due to contact with the overhead line, cause characteristic vibrations, taking the train speed into account. These vibrations can be detected, for example, with at least one acceleration sensor.
  • the recesses preferably have a diameter of 2 to 5 mm. More preferably, the recesses have a diameter of 3 mm.
  • the positioning device can have a rocker device holding the contact strip and a base frame arranged on the rail vehicle and a joint device arranged between the base frame and the rocker device.
  • at least one sensor arranged on the rocker device and at least one energy supply device arranged on the joint device and/or the base frame can be used.
  • Measured values can be recorded near the contact element and the contact wire of the overhead line, for example using an acceleration or vibration sensor.
  • a first electrical line of a direct current energy supply device is arranged on the joint device and an alternating current energy supply device is arranged on the base frame of the positioning device.
  • the electricity obtained by a first and/or second energy supply device for example an AC energy supply device and a DC energy supply device, can be directed to a base unit, preferably attached to the base frame, and converted and/or further distributed there.
  • the positioning device can have a rocker device holding the contact strip and a base frame arranged on the rail vehicle and a joint device arranged between the base frame and the rocker device.
  • the measured values of at least two sensors can then be transmitted to a data concentrator device arranged on the joint device and/or the rocker device for data concentration.
  • the transmission is preferably wired.
  • the tree structure can be formed using simple and symmetrical cabling and has significantly increased flexibility compared to linear cabling.
  • the amount of data can also be concentrated or reduced by using data concentrator devices, so that only selected and/or already further processed data need to be transmitted. This reduces the effort involved in data transfer essential.
  • a data concentrator device can be provided on a rocker device and/or a contact strip or a contact element.
  • two data concentrator devices can be provided for each rocker device.
  • a data concentrator device can be provided on the joint device, in particular in the area of the knee of the joint device, i.e. in the area of the joint between the upper arm and forearm.
  • a first data concentration can therefore take place directly on the rocker device and a further data concentration can take place on the joint device.
  • the data concentrator device has an acceleration sensor, a gyroscope and/or a rotation sensor.
  • a knee data concentrator device provided on the knee of the joint device can determine the height of the rocker device relative to the rail vehicle via at least one gyroscope and an acceleration sensor as well as via the analytics of the measurement of the angle at the knee.
  • the data concentrator device arranged on the knee can record information about a lateral deflection of the joint device and thus of the current collector.
  • the data concentrator device on the knee of the joint device can also be used to activate a measuring unit.
  • the data concentrator device can be used to determine whether the contact strip is in contact with the contact wire due to the distance between the rocker device and the rail vehicle and/or whether the train is moving.
  • the measuring unit can be activated when the train moves and/or the contact strip is in contact with the contact wire of the overhead line. Alternatively or additionally, activation can also take place by means of a pressure sensor arranged on a spring device of the positioning device or a voltage sensor on an electric motor-operated drive device of the positioning device.
  • the voltage and/or the current applied to an electrical line of the current collector can Strength in an electrical line of the current collector can be measured by means of at least one sensor of a base unit of the measuring unit arranged on the base frame.
  • the electrical line is preferably formed from a metal profile, a busbar and/or a current strip through which and/or through which the current required by the rail vehicle flows from the contact strip to the rail vehicle.
  • vibrations and/or tilts of the train can, for example, be detected and/or calculated.
  • the recording of measured values on the base unit arranged on the base frame can advantageously make the assignment of error patterns and/or the determination of characteristic values more precise.
  • the measurement values determined by the base unit arranged on the base frame connected to the rail vehicle can allow a conclusion to be drawn as to the extent to which errors or anomalies can be attributed to the rail vehicle itself, the condition of the tracks on which the rail vehicle is traveling, or actually to the pantograph and/or the contact wire.
  • the pressure of a pressure line of the positioning device can be measured using a pressure sensor arranged on the base frame.
  • the pressure of a pressure line of the positioning device is preferably measured by means of at least one pressure sensor, which is connected to the base unit of the measuring unit arranged on the base frame.
  • a pressure line of the positioning device is preferably monitored by means of the pressure sensor in air current collectors, which are typically used in long-distance transport (heavy rail and high-speed). The static contact pressure and/or dynamic fluctuations can be determined from the pressure measurements measured on a pressure line in the positioning device.
  • the pressure sensor or the measured values recorded by the pressure sensor can also be used to put the measuring unit into standby mode and/or to reactivate the measuring unit in the event of movements and/or pressure changes that indicate a travel movement of the rail vehicle. For example, an increase in pressure in the pressure line of the position kidney device a conclusion about the lifting of the rocker device by means of the positioning device and thus about a ferry operation of the rail vehicle.
  • the processing device can carry out an analysis of the measured values while the contact strip is guided along the contact wire. Consequently, the processing device can carry out this analysis while the rail vehicle is traveling.
  • measured values are analyzed during a stop of the rail vehicle, for example at a train station or a stop.
  • characteristic values for an operating state of the overhead line can preferably only be obtained when the contact strip is guided along the contact wire.
  • the processing device can record and store the measured values from sensors and/or the characteristic values at regular intervals, when there is a change or continuously. Accordingly, it can be provided that the measured values and/or the characteristic values are only recorded and stored when the values change in order to keep the amount of data low. Alternatively, it is possible to provide continuous, i.e. ongoing, recording and storage. By storing the measured values and/or characteristic values, it is possible to carry out processing even after recording. For example, measurement values can then be recorded while the rail vehicle is traveling, and the determination of the characteristic value(s) can only be carried out during maintenance of the rail vehicle in a depot. For example, the condition of an overhead line along a route of the rail vehicle can be determined after a journey.
  • the measuring device can have a control device by means of which an actuator for actuating the positioning device can be controlled, the actuation of the positioning device being carried out by means of a control device of the control device according to a measured value and/or can be regulated using a characteristic value.
  • the drive device can include the actuator, which can be connected to a rocker device or rocker device of the positioning device, such that a linear movement of the actuator can cause a movement of the contact strip between the sliding contact layer and a storage layer.
  • the actuator can be designed, for example, by a linear drive, or a pneumatically or hydraulically actuated cylinder or bellows. It can also be provided that the pressure force is changed via the actuator or that the actuator forms the pressure force.
  • the actuator then forms the spring device or is combined with it.
  • the control device can now receive signals or measured values and / or characteristic values from the measuring device and use these by means of the control device to regulate the drive device. If, for example, a break in the contact strip is detected by the processing device, the contact strip can be pivoted into a storage position on the rail vehicle using the actuator. In addition, it is possible to regulate the pressure force via the actuator. In principle, such a control device can also be present as a component of the rail vehicle independently of the measuring device.
  • the pressure force can be regulated by the control device depending on the measured values and/or characteristic values.
  • the pressure force can be designed to be essentially constant, regardless of an angular position and a movement of the positioning device. This means that lifting of the contact strip from the contact wire as a result of unevenness or other influences can be largely prevented.
  • the processing device can, for example, output a characteristic value to the control device after the contact strip is accelerated away from the contact wire, whereby the control device can then use the control device or the actuator to cause a counterforce on, for example, a rocker device, which prevents lifting. Nevertheless, it is also possible to regulate the pressure force so that there is no excessive wear on the contact strip as a result of an increased pressure force. The pressure force can then also be comparatively reduced if an improved electrical contact can be formed with the contact wire.
  • the measuring device can transmit the measured values and/or characteristic values to an evaluation unit, wherein the measured values and/or characteristic values can be stored in a database of the evaluation unit and/or further processed by means of an evaluation device of the evaluation unit.
  • the evaluation unit can therefore include the database and the evaluation device.
  • the evaluation unit can therefore be used to collect and further process the measured values and/or characteristic values and can be designed by a computer.
  • the evaluation unit can be a computing device that is located at a distance from the measuring unit and/or the rail vehicle and which, for example, enables a cloud service.
  • the measurement values and/or characteristic values can be transmitted automatically and/or at the request of the evaluation unit.
  • the evaluation device can be used to display or output a result of an evaluation by an operator.
  • the evaluation unit can have a range of functions that goes beyond the range of functions of the processing device. By combining the measured values and/or characteristic values of several measuring units, the evaluation unit can increase the quality of the statements about the condition of the monitored components of the pantograph and particularly clearly assign causes of damage to the overhead line or pantograph and their effects, for example certain characteristic values, since j
  • several characteristic values and/or several measured values for example from several measuring units and/or measuring devices in the sense of a swarm intelligence, can be brought together and processed.
  • “Virtual sensors” can also be generated by combining different sensor types. The swarm effect is within the scope of Invention should be understood as a combination of the data from different sensors and/or different sensor devices and/or different measuring devices and/or different measuring units and/or different monitoring systems.
  • Such an evaluation unit can also be present as a component of the rail vehicle independently of the pantograph.
  • the measuring device can have a transmission device by means of which the measured values and/or characteristic values of the measuring device can be transmitted to the evaluation unit and/or the control device via a data connection, the evaluation unit and/or the control device being arranged at a spatial distance from the measuring unit or in the measuring unit can be integrated. If the control device or the evaluation unit is integrated in the measuring unit, the data connection can simply be formed by a line connection. It is then also possible to install parts of the measuring device, such as the processing device and the control device as well as the evaluation unit, elsewhere on the rail vehicle. When transmitting the measured values and/or characteristic values, data can be exchanged, for example based on a transmission protocol. The data connection can be established continuously, at regular intervals or event-based. Overall, this makes it possible to collect and evaluate data collected by the measuring device. A variety of evaluation options then open up an analysis of certain states and events, which can be used to optimize the operation of the pantograph and the overhead line or the rail vehicle.
  • the data connection can be formed via an external data network.
  • the data connection can be via a mobile network, WLAN, a satellite connection, the Internet or another Any radio standard can be designed alone or in combination.
  • the evaluation unit and/or the control device is arranged at a spatial distance from the measuring unit, it can also be arranged stationary outside the rail vehicle, far away from the rail vehicle, for example in a building. In particular, this makes it possible to monitor and/or control a function of the pantograph on the rail vehicle without this task having to be carried out by a person on the rail vehicle itself.
  • the evaluation unit can process measured values and/or characteristic values from measuring units of several pantographs.
  • the evaluation unit can thus process measured values and/or characteristic values from several pantographs arranged on a single rail vehicle.
  • the accuracy of a measurement or monitoring can be further increased.
  • the evaluation unit can be used to process characteristics of pantographs that are arranged on different rail vehicles. This can also significantly improve the accuracy of measurements and monitoring of the rail vehicles or the respective overhead line.
  • a current and constantly changing picture of the status of a route network and the rail vehicles running on it can be obtained.
  • the resulting optimization of an operating state can significantly reduce operating costs. Regular and frequent inspection of the infrastructure and rail vehicles is no longer completely necessary and vehicle safety during operation is significantly increased. There is also no need to carry out special measurement runs.
  • a data connection to the evaluation unit and/or the measuring unit can be established, with the measured values and/or characteristic values being transmitted to the user unit and output.
  • the measured values and/or characteristic values as well as the results of the evaluations of the measured values and/or characteristic values can be made available to an end user via the user unit.
  • the user unit can be a computer that is independent of the evaluation unit and/or the measuring unit.
  • This computer can be a stationary computer, a mobile radio device or the like, with which a further data connection can be established for data exchange with the evaluation unit and/or the measuring unit.
  • the data exchange can take place, for example, via an external data network, such as the Internet.
  • Data prepared with the evaluation unit or measured values and/or characteristic values further processed with the evaluation device could thus be made available to a wider group of users.
  • the measured values and/or characteristic values or the results of the evaluations of the measured values and/or characteristic values can be made available individually to an end user via the user unit.
  • the evaluation unit can be designed, for example, by a server with software that transmits the information contained in the database of the evaluation unit to the user unit. This transmission can consist of providing a website with selected information, for example the current state of wear of the contact piece. Such a website or web interface can be provided to make data visually accessible to the end user.
  • the website or web interface can be tailored to the end user and their use cases.
  • the evaluation unit, the measuring unit and/or the user unit can transmit data to a wide variety of end user systems, for example. to existing systems of an end user, such as a rail network operator. Alerts and/or warning messages and/or information messages can also be sent and/or output via an evaluation unit and/or user unit.
  • the processing device or the evaluation unit can evaluate a time course of the measured values and/or characteristic values and determine a state of wear of the pantograph and/or the overhead line, taking into account a time-dependent component relevant to the wear and/or a measured variable-dependent component. In this way, not only can a statement be made about the current state of wear, but it can also be approximately determined at which point in time, for example, a contact strip or a contact wire is likely to be worn out. This makes it possible to precisely define a maintenance interval for the pantograph and/or the overhead line and to optimize it in terms of time, for example by adapting it to the actual condition of the pantograph and/or the overhead line.
  • the time course can also be used to determine at what point in time certain events occurred. If events occur repeatedly, a system can be derived from this. For example, poorer electrical contact or increased wear can be detected when driving along a certain section of the route.
  • a vibration of the contact strip can be detected, whereby the processing device or the evaluation unit can determine a state of wear of the contact strip and/or the overhead line. If the contact strip wears out, a shape, in particular a height, of the contact strip can be changed, whereby the change in shape can also change the vibration behavior of the contact strip.
  • the processing device can also be used to determine a natural frequency and/or a resonance frequency of the contact strip and/or the positioning device as a vibration. Using the processing device, a degree of wear on the contact strip, the positioning device and/or the overhead line can be determined from the vibration.
  • vibration behavior changes with increasing abrasion of the material of the contact strip or a component of the positioning device or the contact wire
  • this change can be used to draw conclusions about the degree of wear of the contact strip, the positioning device and/or the contact wire. For example, it can be determined not only whether the contact strip is new or completely worn, but also to what extent the contact strip is worn out.
  • the shape of the contact strip is essentially determined by abrasion of the carbon material of the contact element on the contact strip. This can essentially result in a difference in the height of the contact strip or the contact element between a new and a worn contact strip.
  • the contact strip is regularly contacted or coated by the contact wire along a length of the contact strip in a continuous alternation during a rail vehicle journey, wear of the contact strip can occur unevenly, based on a length of the contact strip. This means that abrasion of the grinding strip can be more severe in the middle of the grinding strip than at its edges. Depending on the condition of the overhead line, grooves can also form on the contact strip. A height of the contact strip can therefore change unevenly depending on use, which influences the shape of the contact strip. Furthermore, while a rail vehicle is traveling, the continuous, regular change of the contact wire along the length of the contact strip can be recorded, and a condition of the contact strip can also be determined from this.
  • the processing device can calculate the shape using the finite element method. For example, it can be provided that the processing device uses a calculation model based on the finite element method to calculate a possible shape of the contact strip from the vibration behavior of the contact strip. In particular, the previously described possible abrasion of the contact strip can be taken into account here. This makes it possible to determine the wear condition of the contact strip even more precisely.
  • the processing device or the evaluation unit can generate an arc on the contact strip and/or the contact strip from an operating state Determine the contact wire, a zigzag course of the contact wire, icing on the contact wire and/or defects in the contact wire.
  • the term “imperfections in the contact wire” can include, in addition to damage and/or defects in the contact wire, incorrect laying and/or positioning of the contact wire.
  • the arc can be determined, for example, by measuring a current transmitted to the contact strip.
  • an illuminance or luminance can be measured in the area of the contact wire, so that the presence of an arc can be determined with a high degree of certainty from both measured values if measuring peaks occur at the same time.
  • this zigzag course of the contact wire can then also be determined. For example, using acceleration sensors and/or inductive sensors. This then makes it possible to create a profile of the overhead line along the route.
  • the profile of the overhead line can be stored in the evaluation unit in the form of a map of the overhead line or the course of the contact wire. Any defects detected on the overhead line or on the contact wire can then be precisely assigned to a clearly specifiable point on the overhead line. Icing of the contact wire can also be easily determined by a plurality of sensors or measured values, for example by measuring the outside temperature and measuring the air humidity in the area of the contact wire.
  • the processing device or the evaluation unit can carry out a pattern analysis or statistical evaluation of the measured values and/or characteristic values stored over a period of time and derive a key figure from the pattern analysis or the statistical evaluation.
  • Causal connections can regularly be derived from interrelationships. Correlations found through the pattern analysis can be used in the simplest embodiment of the method to determine causal relationships, the knowledge of which can in turn be used to optimize the operation of rail vehicles. For example, the occurrence of a fault in a section of an overhead line can correlate with a specific type of rail vehicle or pantograph.
  • the processing device or the evaluation unit can relate the measured values of different sensors and/or characteristic values to one another and derive functional dependencies of the measured values and/or characteristic values using artificial intelligence. Provision can also be made to carry out the pattern analysis using artificial intelligence. Artificial intelligence can be used, for example, in the context of machine learning or deep learning or data classification.
  • statistical models can be created using machine learning (ML).
  • the determined characteristic values can be used in machine learning as so-called features or training data, whereby patterns and/or regularities can be recognized in the training data.
  • Functional dependencies between the sensors can also be examined.
  • a transmitted current can be related to a temperature and possibly determined that a contact wire is icy.
  • a pattern analysis of the measured values and/or characteristic values can be used to identify a thinner part of a contact wire compared to an intact or new contact wire and thus draw conclusions about potential sources of error and/or failure.
  • a number of other operating states and events can also be recognized and interpreted as a result of functional dependencies, for example changes along a contact wire and their relative position, a gradient and number, a lifting of the contact strip from the contact wire and, if necessary, the formation of sparks or arcs Wear of the contact strip as a result of mechanical friction on the contact wire or electrical erosion as a result of a contact pressure or the pressure force, in particular an averaged wear over a route, sections of the route with particularly high or particularly low wear, a wear rate depending on driving behavior, such as for example acceleration or standstill current load, damage and/or position deviations from the overhead line or the vehicle wire, a current load, such as short-term overcurrent, short-circuit current, tripping of a protective fuse or a short-circuiter in the event of a fault, a condition of wear components of the current collector, such as bearings, joints, structural elements, a break in the contact strip, for example as a result of an impact on an obstacle, a position, speed, acceleration and
  • the processing device or the evaluation unit relates signals or measured values from sensors and/or characteristic values not belonging to the current collector to signals or measured values from the sensors and/or characteristic values belonging to the current collector. For example, by additionally taking signals or measured values and/or characteristic values from sensors of a grounding contact, flange lubrication, shaft grounding, etc. into account. In principle, it is possible with the processing device to process all signals or measured values that can be determined on the rail vehicle in this way.
  • a local position of the pantograph can be determined, wherein the local position can be assigned to the characteristic values or the measured values of a further sensor of the sensor device, whereby the evaluation unit can determine a state of the overhead line.
  • the position sensor can, for example, determine a position of the pantograph and thus of the vehicle via satellite navigation. Among other things, it can be determined at which point on a route a specific measured value from another sensor of the sensor device was recorded. This allows the relevant location position to be assigned to an event or measured value.
  • the evaluation unit can determine the condition of the overhead line, for example by evaluating vibrations of the pantograph or a rocker device along the overhead line.
  • the rocker device can have a changed vibration behavior if the contact wire is heavily worn. Steps, interruptions and ramps on the contact wire can also be determined and assigned to a position on the route. This can be used to influence the speed of the rail vehicle in the travel sections of the route located in this way.
  • the evaluation unit can create a data model of the overhead line along at least one section of a route of the rail vehicle, wherein the data model can include a plurality of different location positions of the route section, each with assigned measured values and / or characteristic values.
  • the data model can be stored in the evaluation unit and include data or files describing a course of the overhead line.
  • the data model can be a graphical representation or mapping of the course of the overhead line along the route or, in a simpler embodiment, a list that includes, for example, components of the overhead line.
  • the data model can have the large number of different locations of the relevant section or route as data sets, so that the structural properties of the overhead line are reflected by the data model. Measured values and/or characteristic values can each be assigned to the location positions or data sets.
  • the data model can include information about a zigzag course of the contact wire with a length of the straight sections of the contact wire.
  • This zigzag course can be assigned a location position or a route length of the route, based on a reference point. If measured values are now determined using sensors or characteristic values are determined using the processing device, these can be assigned to a local position of the relevant section of the route if the local position is known for the relevant measurement or is determined. In this way, any events or defects in connection with the overhead line can be documented and, using knowledge of the location, can be precisely located on site if necessary, for example for repairs.
  • the data model can be adapted by continuously and repeatedly recording measured values and/or characteristic values as the rail vehicle travels along the route section. It can thus be provided that a route is repeatedly traveled on with one or more of these pantographs on one or different rail vehicles. If measurement values and/or characteristic values are recorded in each case, the data model stored in the evaluation unit can be improved through continuous comparison. For example, events that occur once are recognized as such and can be ignored, whereby recurring events indicate a special property or a problem with the overhead line or the pantograph or the rail vehicle at a certain location. By continuously adapting the data model, usage intensity and the associated wear and tear can also be documented, which enables improved planning of maintenance measures and servicing.
  • the continuous adaptation of the data model can also be used to determine the location position, such that the location position of a pantograph is determined by the data obtained from the pantograph during a trip and their comparison with the data model.
  • a measuring unit can be used that is designed on the pantograph independently of the rail vehicle.
  • the measuring unit can then be arranged or integrated locally and/or functionally independently of the rail vehicle on the pantograph.
  • a connection between the measuring unit and the rail vehicle is therefore not absolutely necessary.
  • the measuring unit must then also not be connected to a low-voltage network on the rail vehicle.
  • the measuring unit and thus the pantograph can be used regardless of the type of rail vehicle and without any special certification from a manufacturer of the rail vehicle. Nevertheless, it can optionally be provided that the measuring unit is connected to the rail vehicle, for example to a control station of the rail vehicle, in order to signal measured values and/or characteristic values to a vehicle driver.
  • a bidirectional data exchange can take place between the measuring unit and the rail vehicle.
  • wear can be signaled in a control station or measured values of the rail vehicle available in the control station, such as speed, can be processed by the measuring unit.
  • the measuring unit can preferably be used independently of the rail vehicle.
  • the characteristic value can be determined during ferry operation of the rail vehicle when the contact strip is in contact with the contact wire, alternatively or additionally, the characteristic value can be determined during stationary operation of the rail vehicle, wherein the contact strip can be positioned in a rest position or between a contact position can be moved on the contact wire and the rest position on the rail vehicle. The characteristic value can then only be determined on the basis of the measured values that can be recorded in the rest position.
  • the contact strip is released from the contact wire or when the contact strip moves from the rest position on the rail vehicle in the direction of the contact wire, the contact strip is stimulated to oscillate, whereby the contact strip can then oscillate essentially unaffected by external influences. This makes it possible, for example, to use the vibration of the contact strip to determine the state of wear.
  • the pantograph can be arranged on a roof of a rail vehicle and is used to transmit energy from a contact wire on an overhead line on the rail vehicle, wherein the current collector comprises a positioning device with a contact strip arranged thereon, the positioning device being designed such that the contact strip can be moved relative to the contact wire by means of the positioning device and can be pressed against the contact wire with a pressure force in a sliding contact position to form a sliding contact is, wherein the positioning device has a drive device and / or a spring device, by means of which the pressure force on the contact strip can be formed.
  • the current collector has an energy supply unit and a measuring unit with a measuring device, wherein at least two sensors of a sensor device of the measuring device are arranged in the positioning device and / or the contact strip, and wherein the energy supply unit generates at least the electrical energy required to supply the sensors of the sensor device with energy, and wherein measured values can be recorded in the sliding contact position by means of the sensors, the measured values being able to be processed by means of a processing device of the measuring device, the measured values being able to be related to one another by means of the processing device and a characteristic value describing an operating state of the pantograph and/or the overhead line being able to be determined is.
  • the positioning device of the current collector can have a rocker device holding the contact strip and a base frame arranged on the rail vehicle and a rocker device arranged between the base frame and the rocker device Have joint device.
  • at least one sensor can be arranged in the rocker device and at least one energy supply device on the joint device and/or on the base frame.
  • a first and a second energy supply device are preferably arranged on the joint device and/or on the base frame, with a first energy supply device generating energy when the current collector is operated in an AC network and a second energy supply device being designed to generate energy when the current collector is operated in a DC network.
  • a data concentrator device can be arranged on the joint device and/or the rocker device of the positioning device. Data and/or measured values can be processed and/or bundled in the data concentrator device in order to reduce the amount of data to be forwarded.
  • a data concentrator device can be connected to at least two sensors and/or measuring devices.
  • a data concentrator device can be connected to a plurality of further data concentrator devices, whereby the amount of data from several upstream data concentrator devices can be further reduced by means of a data concentrator device.
  • a tree-like structure of the connection between the components of a measuring unit or a monitoring system can be created.
  • the data transmission between measuring units, sensors and data concentrator devices is preferably carried out by cable, so that a tree-like cabling structure also results.
  • At least one data concentrator device can be connected to a base unit.
  • four sensors can be arranged on the rocker device, with two sensors preferably being assigned to a contact strip, with two sensors each being assigned to a data concentrator device. In other words, this means that there are two data concentrator devices on the rocker device. devices are arranged, which are each connected to two sensors and reduce their data volumes.
  • a further data concentrator device can be arranged at the knee of the joint device. This data concentrator device arranged at the knee of the joint device is connected to the base unit by cable, with the data or measured values arriving at the base unit being further processed, reduced and/or forwarded in the base unit.
  • the forwarding of data from the base unit is preferably wireless.
  • the base unit of the measuring unit has a pressure sensor, a current sensor and/or a voltage sensor.
  • the base unit can also be used to record data regarding pressure, voltage and current.
  • a pressure sensor, a current sensor and/or a voltage sensor are arranged on the base frame and/or the positioning device and their measured values are transmitted to the base unit for evaluation and/or forwarding.
  • a monitoring system can include a plurality of rail vehicles, each with at least one pantograph, the monitoring system comprising an evaluation unit for processing measured values and/or characteristic values of the measuring units of several pantographs.
  • the monitoring system comprising an evaluation unit for processing measured values and/or characteristic values of the measuring units of several pantographs.
  • each pantograph has an evaluation unit.
  • the rail vehicles can also each have a plurality of pantographs. Overall, this makes it possible to use the monitoring system to collect and evaluate data sets from the pantographs, regardless of the type of data connection.
  • the monitoring system can also be one of the pantographs or the Rail vehicles have a spatially spaced evaluation unit, which can be arranged stationary away from a rail vehicle, for example in a building.
  • the data then stored in the evaluation unit can then, for example, result in correlations between a local position, a detection time and, if necessary, determined errors in the pantograph. For example, a season or a route can then show comparatively increased wear or a specific error on the pantograph or the Catenary can be assigned.
  • the monitoring system may include one or a plurality of user units that are spatially spaced from one another.
  • the data connection or data connections to the respective user units can be formed via an external data network.
  • the user device can be a computer that is independent of the monitoring system. This computer can be a stationary computer, a mobile device or the like, with which the data connection for data exchange with the monitoring system can be established.
  • the data exchange can take place, for example, via an external data network, such as the Internet.
  • the output device can, for example, be designed by a server with a software application that transmits the results calculated by the evaluation unit and the information contained in the database to the respective user unit.
  • This transmission can be carried out by providing a website with selected information, for example a current overview of an inventory of pantographs, overhead lines and rail vehicles.
  • the information can be made available to companies operating rail vehicles in an individually tailored manner. Further advantageous embodiments of a monitoring system result from the feature descriptions of the method.
  • Fig. 1 shows a pantograph on a rail vehicle in a side view
  • Fig. 2a is a front view of an unused contact strip
  • Fig. 2b is a front view of the worn contact strip
  • Fig. 3 is a schematic representation of a sectional course of a contact wire
  • FIG. 4 shows a schematic representation of a monitoring system with a rail vehicle
  • FIG. 5 shows a schematic representation of a first embodiment of a measuring unit
  • FIG. 6 shows a schematic representation of a second embodiment of a measuring unit
  • FIG. 7 shows a schematic representation of another monitoring system
  • FIG. 9 shows the current collector according to FIG. 8 in a side view
  • FIG. 10 shows the current collector according to FIG. 8 in a front view
  • 11 shows the pantograph according to FIG. 8 in a top view
  • 12 shows the current collector according to FIG. 8 in a further perspective view
  • Fig. 13 shows the base frame of the pantograph according to Fig. 8;
  • Fig. 14 shows a section of the joint device of the current collector according to Fig. 8;
  • Fig. 15 shows a section of the rocker device of the pantograph according to Fig. 8 in a perspective view from below;
  • Fig. 16 shows a section of the rocker device of the pantograph according to Fig. 8 in a perspective view from above;
  • FIG. 17 shows a perspective view of a data concentrator device arranged on the joint device of the current collector according to FIG. 8;
  • Fig. 18 is a schematic representation of a direct current power supply device
  • FIG. 19 shows a perspective view of an alternating current power supply device arranged on the base frame of the current collector according to FIG. 8;
  • 20 is a schematic representation of a first embodiment of an abrasion sensor system
  • FIG. 21 shows a cross section through a contact strip with a second embodiment of abrasion sensor system
  • FIG. 22 shows a schematic representation of a tree structure of a measuring unit
  • Fig. 24 is a schematic representation of the applications of an external data network.
  • FIG. 1 shows a pantograph 10 on a roof 11 of a rail vehicle, not shown here, with a positioning device 13 designed as a pantograph 12.
  • a positioning device 13 designed as a pantograph 12.
  • two contact strips 14 are arranged on a rocker device 15 transversely to a contact wire 16.
  • the rocker device 15 is arranged on the joint device 72.
  • the base frame 71 connects the positioning device 13 to the roof 11 of the rail vehicle.
  • the rail vehicle moves at a speed VF relative to the contact wire 16, with the contact strips 14 being pressed against the contact wire 16 with a pressure force FA transversely or orthogonally to the contact wire 16.
  • the contact strip 14 is formed from a contact element made of carbon, not shown here, and a contact strip holder, with the movement of the contact strip 14 on the contact wire 16 described here causing abrasion of the carbon material.
  • FIGS. 2a to 2b shows a contact strip 17 in different views and states of wear.
  • the contact strip 17 is essentially formed from a contact element 18, which consists of carbon or graphite, and a contact strip holder 19.
  • the contact strip holder 19 has a profile 20, which regularly consists of aluminum, on which the contact element 18 is attached. Fastening bearings 21 are formed on the profile 20 and serve to connect the contact strip 17 to a positioning device, not shown here.
  • FIG. 2a shows the contact strip 17 in a new, i.e. unused, state, so that a height HCN of the contact element 18 or HTN of the contact strip 17 in the area of a center 22 of the contact strip 17 is unchanged or has a maximum value.
  • Acceleration sensors of a sensor device of a measuring system which cannot be seen in more detail, are attached to the fastening bearing 21 and the center 22.
  • FIG. 2b shows the contact strip 17 in a worn-out state, so that a height HCW of the contact element 18 or a height HTW of the contact strip 17 in the area of the middle 22 is significantly reduced due to abrasion of a surface 23 of the contact element 18.
  • abrasion of the contact element 18 is strongest here, since a contact wire, not shown here, is designed in a zigzag pattern and while the rail vehicle is moving, the contact strip 17 on the surface 23 alternates between outer ends 24 of the Contact element 18 or the surface 23 is coated.
  • FIG 3 shows a schematic representation of a contact wire 25 relative to a track 26 and contact strips 27 of a pantograph of a rail vehicle, not shown here.
  • the contact wire 25 shown here in sections forms a zigzag course relative to the route 26.
  • An overhead line, not shown here, is designed in such a way that the contact wire is held at fastening points 28 of the overhead line. Between the attachment points 28, the contact wire 26 runs in essentially straight sections 29.
  • the current collector is here equipped with a measuring unit with a measuring device and with at least two sensors of a sensor device of the measuring device.
  • vibrations of the contact strips 27 can be detected and these measured values can be processed and related to one another using a processing device of the measuring device.
  • the processing facility can from this determine or calculate an operating state of the overhead line or a zigzag course of the contact wire 25.
  • the monitoring system 30 comprises a plurality of measuring units 36 on the current collectors 33, each with a processing device 37 and a measuring device 38.
  • the monitoring system further comprises an evaluation unit 39 which receives, stores and processes data sets from the measuring units 36.
  • the evaluation unit 39 can analyze the data sets and output a result of the analysis.
  • the measuring units 36 are connected to the evaluation unit 39 via an external data network 41 via data connections 40, by means of which data sets are transmitted via radio signals. A bidirectional transmission of the data sets can also take place.
  • the processing devices 37 record measured values from the measuring unit 36 or sensors (not shown here) on the pantographs 33, relate them to one another and determine an operating state of the pantographs 33 or the contact wire 35 as a result. This result is transmitted to the evaluation unit 39, as described above.
  • a connection of the measuring units 36 to the external data network 41 via a single data connection is possible and sufficient.
  • the measuring units 36 can also be connected to a control station 42 of the rail vehicle 31, such that the results and/or measured values of the processing device 37 can be displayed to a vehicle driver in the control station 42.
  • 5 is a schematic representation of a first embodiment of a measuring unit 43.
  • the measuring unit 43 is formed from a measuring device 44 and further comprises an evaluation unit 45.
  • the measuring device 44 in turn comprises a sensor device 46 with a plurality of sensors 47, 48 and a Processing device 49.
  • a supply device 50 is provided by means of which the measuring device 44 is supplied with electrical energy.
  • the supply device 50 can be an energy storage device, a generator or an external energy supply, for example via a rail vehicle or a contact wire.
  • the evaluation unit 45 has a database 51 and an evaluation device 52 and receives data or measured values and / or characteristic values from the processing device 49.
  • the processing device 49 receives measured values from the sensors 47, 48 of the sensor device 46 and processes them.
  • the measured values relate to operating parameters or physical measured variables of a pressure device of a current collector, not shown here, in the manner of the current collector shown in the example shaft in FIG.
  • the processing device 49 processes the measured values in such a way that it relates them and a characteristic value describing an operating state of the relevant pantograph and/or an overhead line is determined.
  • the respective determined characteristic values are continuously or successively transmitted from the processing device 49 to the evaluation unit 45 and stored there in the database 51 or further processed or prepared with the evaluation device 52.
  • FIG. 6 shows a further measuring unit 53, in which, in contrast to the measuring unit from FIG. 5, the processing device 49 transmits data to a control device 54.
  • the control device 54 is formed from a control device 55 and a positioning device 56, the control device 55 regulating an actuator of the positioning device 56, not shown here, depending on the transmitted data.
  • a contact force of a contact piece of a current collector, which is the positioning device 56 includes, regulated in such a way that the contact piece is essentially prevented from being lifted off a busbar.
  • FIG. 7 shows a monitoring system 57 with a measuring unit 58.
  • the monitoring system 57 can have a plurality of measuring units 58.
  • the measuring unit 58 has a measuring device 59 which includes a transmission device 60.
  • the transmission device 60 receives data or measured values and/or characteristic values from the processing device 49 and transmits these to the control device 54.
  • An evaluation unit 64 with a database 65 and an evaluation device 66 is connected to the external data network 61 via a further data connection 63 and exchanges data or measured values and/or characteristic values with the transmission device 60 via the external data network 61.
  • a direct data connection 62 bypassing the external data network 61.
  • a user unit 68 is provided, which is connected to the external data network 61 with a further data connection 69.
  • the user unit 69 can thus exchange data with the evaluation unit 64, ie data from the measuring units 58 processed by the evaluation unit 64 can be output or displayed via the user unit 68 and made available for further use.
  • the user unit 68 can also be directly connected to the evaluation unit 64 via a direct data connection 70. Overall, it becomes possible to obtain measured values via sensors 47, 48 attached to current collectors (not shown here) and to use these for direct control or regulation of the respective current collectors by means of the control device 54.
  • this data can be transferred to the evaluation unit 64 for storage and evaluation via the external data network 61, for example the Internet. Function onal connections of the data can be used, evaluated and interpreted. The results of these evaluations can be made available to an end user via the user unit 68.
  • Fig. 8 shows a current collector 10, which is essentially constructed from a base frame 71 of a positioning device 13 and a rocker device 15 holding the contact strips 14.
  • the positioning device 13 includes a joint device 72, which has an upper arm 84 and a lower arm 85, which are connected to one another in an articulated manner.
  • the forearm 85 is connected in an articulated manner to a base frame 71 of the current collector 10, while the upper arm 84 is connected to the rocker device 15.
  • the current collector 10 also has a drive device 73 and a spring device 74 arranged on the base frame.
  • the current tapped from the contact wire by the contact strips 14 is routed via an electrical line 78 designed as a current strip, which runs via the rocker device 15, the upper arm 84, the lower arm 85 and the base support 71 to the rail vehicle to be supplied with energy, not shown here is.
  • the current flowing through the current band 78 or the applied voltage will be used by an energy supply unit 50 to supply energy to the sensors 47 arranged on the current collector 10.
  • the power supply unit 50 may include a first power supply device 75 and a second power supply device 76.
  • the first energy supply device 75 is designed to generate the electrical energy required at least to supply the sensors 47 of the sensor device 46 from an alternating current.
  • the second energy supply device 76 obtains the electrical energy required to supply the sensors 47 of the sensor device 46 using a direct current applied to the current collector 10.
  • the first energy supply device 75 is explained in more detail with reference to FIG. 19, while the second energy supply device 76 is explained in more detail with reference to FIG. 18.
  • the base unit 80 can also be seen, which according to the present exemplary embodiment has at least one connection for a data line 88 coming from the forearm 85 of the positioning device 13, a connection for the energy supply unit 50 and a connection for a data line 88 coming from a pressure sensor 81.
  • the pressure sensor 81 is arranged on a pressure line 79 of the positioning device 13, whereby conclusions about the operation of the positioning device 13 and/or the height of the contact strips 14 connected to the positioning device 13 are possible when pressure changes in the pressure line 79 are detected by the pressure sensor 81.
  • the second energy supply device 76 includes a bypass line 87 connected to the base unit 80.
  • FIGS show in conjunction, in particular also in conjunction with FIG. 8, the structure of a current collector 10 according to the invention.
  • a base unit 80 is arranged.
  • the data line 88 and the bypass line 87 of the second energy supply device 76 run along the joint device 72 over the base frame 71 to the base unit 80.
  • three data concentrator devices 77 which are designed for data concentration, are arranged on the current collector 10 .
  • a data concentrator device 77 is arranged in the area of the joint between the upper arm 84 and forearm 85 of the joint device 72.
  • Two further data concentrator devices 77 are arranged on the rocker device 15.
  • the data from at least two sensors 47 can be concentrated in the data concentrator devices 77, which are arranged on the rocker device 15.
  • the sensors 47 are designed as motion sensors, with two sensors 47 each being arranged on a contact strip.
  • the sensors 47 designed as motion sensors can detect at least accelerations and rotations in three Measure axes.
  • the data concentrator device 77 can also be used to record measured values.
  • the data concentrator device 77 can have a motion sensor that measures accelerations and rotations in three axes.
  • the base unit 80 can also have a motion sensor that measures accelerations and rotations in three axes.
  • the base unit 80 can include the processing device 37, in which the measured values of the measuring unit 36 or the sensors 47 and the data concentrator device 77 are put into operation with one another and an operating state of the pantograph 10 or a contact wire 25, not shown here, is determined.
  • the measuring unit 36 can further include a pressure sensor 81, which is arranged on the base frame 71.
  • the pressure sensor 81 measures the pressure in a pressure line 79 of a drive device 73 or spring device 74 of the current collector 10. The data from the pressure sensor 81 are fed to the base unit 80 via a data line 88.
  • the base unit 80 can forward the measured values or the characteristic values determined by the processing device 37 to an external data network 41 (not shown here) or an evaluation unit 39.
  • the energy supply to the monitoring system in particular the energy supply to the sensors 47 and data concentrator devices 77 included in the measuring unit 36, can take place via the first energy supply device 75 or the second energy supply device 76, depending on the operation of the current collector 10.
  • the first energy supply device 75 is designed as an AC energy supply device and is used when the current collector 10 is operated in an AC network.
  • the first energy supply device 75 is arranged on the base frame 71 and comprises at least one toroidal core coil 93 and a bolt 94. The first energy supply device 75 is described in more detail with reference to Fig. 19.
  • the second energy supply device 76 designed as a direct current energy supply device is used.
  • the second energy supply device 76 includes a bypass line 87 running from the rocker device 15 to the base unit 80.
  • the second energy supply device 76 will be described again with reference to FIG. 18.
  • a data concentrator device 77 is arranged on the forearm 85, in the area of the articulated connection with the upper arm 84 of the joint device 72.
  • the plate-shaped mounting device 90 via which the data concentrator device 77 is connected to the forearm 85, is attached to the forearm 85 by means of clamps 89. 17 shows that a data line 88 coming from the rocker device 15 and guided over the upper arm 84 ends in the data concentrator device 77 and another data line goes off from the data concentrator device 77 in the direction of the base frame 71 (not shown here) and the base unit 80.
  • an electrical line 78 which is designed as a current band, leads from the rocker device 15 to the base frame 71 and from there on to the rail vehicle.
  • This electrical line 78 has a relatively low resistance, preferably in the milliohm range, and during operation, due to this resistance, depending on the current strength of the current flowing through the electrical line 78 Current over this electrical line 78 a voltage of several 100 millivolts drops.
  • the second energy supply device 76 includes a bypass line 87, which is preferably designed as a cable with a cross section of 16 mm 2 .
  • the bypass line 87 is laid along the joint device 72 from the rocker device 15 to the base unit 80.
  • the toroidal core coil 93 and the bolt 94 of the first energy supply device 75 are attached to the base frame 71 by means of a holding device. The attachment takes place at the point on the base frame at which the current is transferred from the forearm 85 of the joint device 72 to the base frame 71 by means of the electrical line 78 designed as a current band.
  • the toroidal core coil 93 is pushed over the bolt 94 and the electrical line 78 is connected to the bolt 94 by means of a cable lug.
  • each of the electrical lines 78 can be used to supply energy by means of a first energy supply device 75 and/or energy supply device 76. A large number of energy supply devices 75 and/or energy supply devices 76 can thus be provided on the current collector 10. Furthermore, as can be seen from FIG. 19, a data cable 88 for transmitting measured values to the base unit 80 can be provided on the first energy supply device 75.
  • the measuring unit can have an abrasion sensor system 86.
  • the abrasion sensor system 86 can be designed according to FIG. 20 or according to FIG. 21. According to the embodiment of the abrasion sensor system 86 shown in FIG. 20, the forces F and FN acting between the contact wire 16 and the contact element 18 are taken into account, which are different depending on the position of the contact wire 16 and the state of wear of the contact element 18. It was recognized within the scope of the invention that, depending on the position of the contact wire 16 and wear of the contact element 18, characteristic vibrations or accelerations are caused on the contact element 18, which can be detected by means of a sensor 47, which is preferably designed as an acceleration sensor. A state of wear of the contact element 18 can be determined via these characteristic vibrations and/or accelerations.
  • the abrasion sensor system 86 can be used to determine the state of the contact element 18 of a contact strip 14.
  • a recess 95 is made in the contact element 18, the upper edge of which defines the wear limit 96.
  • the recess 95 is open and causes characteristic see vibrations and/or accelerations that can be detected using the sensor 47. Based on these characteristic vibrations and/or accelerations, a characteristic value describing the state of wear can be determined and when the wear limit 96 has been reached, it can be indicated.
  • FIG. 22 shows schematically the tree structure of the cabling of the measuring unit 36 on a current collector 10.
  • the sensors 47 are preferably designed as motion sensors that can detect accelerations and vibrations in three axes.
  • Two of the sensors 47 are connected to a data concentrator device 77.
  • the data concentrator devices 77 can also have motion sensors.
  • the two data concentrator devices 77 connected to the sensors 47 are connected to a further data concentrator device 77 via a data line 88 for further data concentration. This transmits the data to the base unit 80 via a further data line 88.
  • the base unit 80 can have a processing device 37 and/or transmit the data to an evaluation unit 39 or an external data network 41 via a wireless connection 97. Furthermore, the base unit is set up to receive and further process data received from a pressure sensor 81 and/or an electrical measuring sensor system 82 via a data line 88.
  • the electrical measuring sensor system 82 can include a voltage sensor and/or a current sensor, with which the voltage of the current collector applied to the electrical line 78 and/or the current intensity of the current flowing through the electrical line 78 can be measured.
  • the base unit 80 is set up to wirelessly receive and further process data from an abrasion sensor 86.
  • 23 shows a schematic structure of a base unit 80.
  • the base unit has a logic board 99, a power supply board 100 and a circuit board 98 of the power supply unit 50.
  • the base unit 80 further comprises a wireless module.
  • FIG. 24 shows an example of data processing in an external data network 41, which according to FIG. 24 is designed as a cloud service application, in particular as an Internet of Things hub 110.
  • the measured values and/or characteristic values recorded on the current collector 10 by means of the monitoring system 30 are transmitted wirelessly to the external data network 41.
  • messages can be split into measured values or measured values and messages can be linked.
  • the data can be further distributed.
  • copies of a measured value and/or characteristic value can be created for each user.
  • the data can be stored in a step S3 before further processing and/or preparation of the data.
  • the data can be prepared according to the user's requirements and/or managed by the user and/or used in different user-specific applications. This means the user has access to the data and can use it in different applications. For example, multiple users (S8) and/or the data of multiple pantographs, multiple rail vehicles or multiple trains can be managed (S 5). For this purpose, the user can be offered various evaluation, sorting and/or classification suggestions or services as part of so-called asset services (S6). According to a data service (S7), different data models can be made available to the user according to their requirements. The user receives secure access to the applications S5 to S8 via the access gateway 1 1 1.

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

Abstract

L'invention concerne un procédé pour faire fonctionner un collecteur de courant (10, 33), dans lequel : une bande de contact (14, 17, 27) peut être déplacée par rapport au fil de contact et pressée contre le fil de contact avec une pression de contact dans une position de contact coulissant au moyen d'un dispositif de positionnement (13, 56) ; la pression de contact peut être appliquée à la bande de contact au moyen d'un appareil d'entraînement (73) et/ou d'un appareil à ressort (74) du dispositif de positionnement ; le collecteur de courant comprend une unité d'alimentation électrique (50) et une unité de mesure (36, 43, 53, 58) dotée d'un dispositif de mesure (38, 44, 59) ; au moins deux capteurs (47, 48) d'un dispositif de capteur (46) sont inclus ; au moins l'alimentation électrique nécessaire pour fournir de l'énergie au dispositif de capteur est obtenue au moyen de l'unité d'alimentation électrique (50) ; des valeurs mesurées sont collectées au moyen de chacun des capteurs ; les valeurs mesurées sont traitées au moyen d'un dispositif de traitement (37, 49) ; et le dispositif de traitement lie les valeurs mesurées et détermine une valeur caractéristique décrivant un état de fonctionnement du collecteur de courant et/ou de la ligne aérienne. L'invention concerne également un collecteur de courant et un système de surveillance.
PCT/EP2023/074972 2022-09-16 2023-09-12 Collecteur de courant doté d'un dispositif de capteur, et procédé de fonctionnement WO2024056636A1 (fr)

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DE102022123767.2 2022-09-16

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070000744A1 (en) * 2003-10-31 2007-01-04 Martin Craig Monitoring system for electrical vehicles drawing current from conductors
JP2008245496A (ja) * 2007-03-29 2008-10-09 Railway Technical Res Inst パンタグラフ用電源供給装置
WO2014173798A2 (fr) 2013-04-22 2014-10-30 Schunk Bahn- Und Industrietechnik Gmbh Système et procédé de détection d'usure
KR101725198B1 (ko) * 2015-10-08 2017-04-12 한국철도기술연구원 전기 철도 차량의 스마트 미터링 장치의 전원 공급 장치 및 그 방법
US20180208222A1 (en) * 2017-01-23 2018-07-26 Broadsens Corp. Train Pantograph Structural Health Monitoring System
KR20200049916A (ko) * 2018-10-29 2020-05-11 한국철도기술연구원 에너지 하베스팅을 이용한 전기철도차량의 팬터그래프 상태 검측장치 및 이를 위한 전원 공급 장치
US20200369155A1 (en) * 2017-12-12 2020-11-26 Railway Metrics And Dynamics Sweden Ab Detection of maintenance status for a pantograph and/or a contact wire
DE112019007854T5 (de) * 2019-11-04 2022-07-28 Korea Railroad Research Institute Prüfvorrichtung für Stromabnehmer

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070000744A1 (en) * 2003-10-31 2007-01-04 Martin Craig Monitoring system for electrical vehicles drawing current from conductors
JP2008245496A (ja) * 2007-03-29 2008-10-09 Railway Technical Res Inst パンタグラフ用電源供給装置
WO2014173798A2 (fr) 2013-04-22 2014-10-30 Schunk Bahn- Und Industrietechnik Gmbh Système et procédé de détection d'usure
KR101725198B1 (ko) * 2015-10-08 2017-04-12 한국철도기술연구원 전기 철도 차량의 스마트 미터링 장치의 전원 공급 장치 및 그 방법
US20180208222A1 (en) * 2017-01-23 2018-07-26 Broadsens Corp. Train Pantograph Structural Health Monitoring System
US20200369155A1 (en) * 2017-12-12 2020-11-26 Railway Metrics And Dynamics Sweden Ab Detection of maintenance status for a pantograph and/or a contact wire
KR20200049916A (ko) * 2018-10-29 2020-05-11 한국철도기술연구원 에너지 하베스팅을 이용한 전기철도차량의 팬터그래프 상태 검측장치 및 이를 위한 전원 공급 장치
DE112019007854T5 (de) * 2019-11-04 2022-07-28 Korea Railroad Research Institute Prüfvorrichtung für Stromabnehmer

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