Device for compensating for a change in length of a conductor rail

Abstract

The invention relates to a device (13) for compensating for a change in length (12) of a conductor rail (7) which extends in a direction of travel (3) of a rail vehicle and is composed of a front conductor rail part (8) as viewed in the direction of travel and a rear conductor rail part (9) as viewed in the direction of travel, behind the front conductor rail part (8), comprising:- a first slide (32), which is connectable to the front conductor rail part (8) and has a guide slot side (37), in which there is formed a guide slot (39) extending in the longitudinal direction (3),- a second slide (32), which is connectable to the rear conductor rail part (9) and, as viewed in a transverse direction (4) at right angles to the direction of travel (3), is arranged next to the first slide (32) and has a guide slot side (37) placed against the guide slot side (37) of the first slide (32), characterised in that a guide slot (39) extending in the direction of travel (3) is likewise formed in the guide slot side (37) of the second slide (32), wherein, as viewed in the direction of travel (3), a rear form-fit element (40) adjoins a front form-fit element (40) after the guide slot (3) of the first slide (32) and before the guide slot (39) of the second slide (32), which form-fit elements each engage interlockingly in the guide slot (39) of the other slide (32) in the transverse direction (4).

Description

DEVICE FOR COMPENSATING FOR A CHANGE IN LENGTH OF A CONDUCTOR RAIL Description The present invention relates to a device for compensating for a change in length of a conductor rail. A device pursuant to the preamble of the valid claim 1 is known from EP 3 260 326 Al. It is object of the invention to improve the known device. The task is fulfilled by the characteristics of the independent claims. Preferred embodiments are the subject matter of the dependent claims. According to one aspect of the invention, a device for compensating for a change in length of a conductor rail extending in a direction of travel of a rail vehicle, and comprising a front conductor rail part as viewed in the direction of travel and a rear conductor rail part behind the front conductor rail part as viewed in the direction of travel, comprises a first carriage connectable to the front conductor rail part and having a guide slot side in which a guide slot extending in the longitudinal direction is formed, and a second carriage which can be connected to the rear conductor rail part and is arranged next to the first carriage, as seen in a transverse direction at right angles to the direction of travel, and has a guide slot side which rests against the guide slot side of the first carriage, wherein a guide slot extending in the guide direction is also formed in the guide slot side of the second carriage, and wherein, viewed in the direction of travel, a rear positive locking element adjoins behind the guide slot of the first carriage and a front positive locking element adjoins in front of the guide slot of the second carriage, which positive locking elements engage in the guide slot of the respective other carriage in the transverse direction. Compared to the device mentioned at the beginning, the device specified is based on the idea that the two carriages can separate if pulled sufficiently far apart from each other. To avoid this, the positive locking elements are used not only for positive locking in the transverse direction but also for mutual positive locking in the direction of travel. In this way, the relative movement path of the two carriages to each other is limited, and an unintentional detachment from each other is effectively avoided. In an embodiment of the specified device, the positive locking elements are arranged at opposite ends of the carriages as seen in the longitudinal direction. In this way, the maximum path for length change compensation is available before the two carriages abut against each other. In a further embodiment of the specified device, the positive locking elements are designed as sliding guide elements held positively in the guide slots in the transverse direction. In this way, the positive locking elements can be manufactured independently of the rest of the carriages without undercuts necessitating complex manufacturing processes. In a particular embodiment of the specified device, the rear sliding guide element is held immovably in the guide slot of the first carriage, and the front sliding guide element is held immovably in the guide slot of the second carriage in the longitudinal direction. This can be achieved in a materially locking manner, for example, by welding or gluing, in a frictionally locking manner, for example, by wedging, in a form-fitting manner, for example, by a blocker pin or a combination thereof. In a preferred embodiment of the specified device, the sliding guide element has a double-T profile cross-section. In this way, the two carriages can be constructed uniformly in a symmetrical manner with respect to each other, thus reducing manufacturing costs. In yet another embodiment of the specified device, a form-fitting area for form-fitting with the positive locking element of the respective other carriage is present on each carriage of the guide slots, each form-fitting area having an interruption as viewed in the longitudinal direction. In this way, an opening is created through which impurities accumulating in the guide slots can be carried off. In an additional embodiment of the specified device, the guide slot in each carriage is recessed in the area of the interruption against a height direction transverse to the transverse direction and transverse to the direction of travel. In this way, a remaining residue of the accumulating impurities can accumulate below the slideways of the positive locking elements and thus does not interfere with the sliding guide. In a particularly preferred embodiment of the specified device, the interruption in each carriage is shorter than the positive locking element engaging in the corresponding guide slot in order to prevent unintentional release of the positive locking element from the respective other carriage. In a further embodiment of the specified device, the positive locking elements are mounted so that they can slide in the guide slots. In this way, the device can be provided in a low-maintenance, robust and cost- effective manner. In a still further embodiment of the specified device, each carriage comprises two of the guide slots and two of the positive locking elements arranged one above the other in a height direction transverse to the direction of travel and transverse to the transverse direction. According to a further aspect of the invention, a device for compensating for a change in length of a conductor rail extending in a direction of travel of a rail vehicle, and comprising a front conductor rail part as viewed in the direction of travel and a rear conductor rail part behind the front conductor rail part as viewed in the direction of travel, comprising a first carriage connectable to the front conductor rail part and having a guide slot side in which a guide slot extending in the longitudinal direction is formed, a second carriage connectable to the rear conductor rail part and arranged adjacent to the first carriage as seen in a transverse direction at right angles to the direction of travel, and having a positive locking element, which engages in the guide slot of the first carriage in the transverse direction, a first electrically conductive rod which is placed on the first carriage against a height direction at right angles to the direction of travel and at right angles to the transverse direction and which is electrically conductively connected to the first carriage, a second electrically conductive rod which is placed on the second carriage in the opposite direction to the vertical direction and is connected in an electrically conductive manner to the second carriage, wherein at least one sliding sleeve is placed on the first electrical rod in a sliding and electrically conductive manner in the direction of travel and is connected in an electrically conductive manner to the second electrical rod. According to the invention, the sliding sleeve is loosely mounted on the first carriage in the opposite direction to the height direction via a mechanical contact element. Compared to the device mentioned at the beginning, in which a gap extending in the height direction is recognisably formed between the carriage and the sliding sleeve which moves with respect to the carriage, the specified device closes this gap and thus prevents sparking, which in the long term can damage the device and impair its functionality. In a special embodiment of the specified device, the mechanical contact element consists of an electrical insulation material, and thus prevents an undefined current flow which can lead to thermal distortions and also to an impairment of the functionality. In a preferred embodiment of the specified device, the mechanical contact element is inserted into the sliding sleeve in the direction of travel acting in a positive-locking manner in the vertical direction, and can thus be replaced particularly easily for maintenance purposes. In another embodiment of the specified device, the mechanical contact element is convex towards the sliding sleeve, and thus ensures a low mechanical contact resistance and approximates the function of the device at the gap of the device mentioned at the beginning. The above-described properties, features and advantages of this invention, as well as the manner in which they are achieved, will become clearer in connection with the following description of the embodiments, which are explained in more detail in connection with the drawing, in which: Fig. 1 is a schematic representation of a track section for a rail vehicle with a conductor rail and a device for compensating for a change in length of the conductor rail, Fig. 2 is a perspective view of the conductor rail from Fig. 1, Fig. 3 is a perspective view of a carriage for the device for compensating for the change in length of the conductor rail from Fig. 1, Fig. 4 is a perspective view of a sliding block for the device for compensating for the change in length of the conductor rail from Fig. 1, Fig. 5a is a perspective view of a first part for a sliding sleeve for the device for compensating for the change in length of the conductor rail from Fig. 1, Fig. 5b is a perspective view of a second part for the sliding sleeve for the device for compensating for the change in length of the conductor rail from Fig. 1, Fig. 5c is a perspective view of the two parts of Fig. 5a and 5b assembled to form the sliding sleeve, Fig. 5d is a sectional view of the sliding sleeve for the device for compensating for the change in length of the conductor rail from Fig. 1, Fig. 6 is a perspective view of the device for compensating for a change in length of the conductor rail from Fig. 1, Fig. 7 is a perspective view of a part of the track section from Fig. 1 with the device for compensating for a change in length of the conductor rail from Fig. 6, Fig. 8 shows a part of the track section from Fig. 7 in a sectional view, Fig. 9 is a perspective view of the track section part from Fig. 7 with an alternative device for compensating for a change in length of the conductor rail. In the drawings, the same technical elements are provided with the same reference signs, and are only described once. The drawings are purely schematic and, in particular, do not reflect the actual geometric proportions. Reference is made to Fig. 1, which shows a diagram of a track section 1 for a rail vehicle not to be seen further. The track section 1 comprises a track 2 which extends in and against a direction of travel 3 (also called longitudinal direction) of the rail vehicle and, seen in a transverse direction 4 at right angles to the direction of travel 3, comprises two rails 5 running parallel to each other. Seen at right angles to the direction of travel 3 and at right angles to the transverse direction 4, a conductor rail 7 extends above the track 2 in a vertical direction 6, which, seen against the direction of travel 3, is composed of a first conductor rail part 8, a second conductor rail part 9 and a third conductor rail part 10 arranged in a row. The rail vehicle thus travels guided by the track 2 in or against the direction of travel 3 and takes the electrical energy required for the drive from the conductor rail 7 via a pantograph. For this purpose, the first conductor rail part 8 and the third conductor rail part 10 are connected to an electrical power supply 11. The individual conductor rail parts 8, 9 and 10 of the conductor rail 7 are subject to changes in length due to temperature fluctuations, which are referenced in Fig. 1 with the reference sign 12. To compensate for these length changes 12, the conductor rail 7 comprises a device 13, which will be discussed in detail later. At the location of the device 13 for compensating for the length changes 12, the conductor rail parts 8, 9 are functionally electrically separated from each other to enable the compensation for the length changes 12 with little mechanical stress. In principle, however, the two conductor rail parts 8, 9 could pass electric current between each other at this point. This is not the case with a section isolator 14, which, as seen in Fig. 1 in the direction of travel 3, is arranged in front of the device 13 for compensating for changes in length 12. This is provided, for example, to disconnect the power in an area of the conductor rail 7 for maintenance and repair work, and to ensure the safety of the personnel in this area. At this point, the conductor rail parts 9, 10 involved must therefore not carry any electrical current between them. If a separate electrical power supply 11 for the second conductor rail part 9 is to be avoided, the electrical power transmission must therefore take place at the point of the device 13 for compensating for the change in length, which will also be dealt with in detail at a later point. Beforehand, however, the structure of the conductor rail 7 will be explained in detail on the basis of Fig. 2 with reference to the first conductor rail part 8. The conductor rail 7 is suspended from a support 15, here as an example designed as a tunnel ceiling. The suspension on the support 15 is carried out here as an example via a support plate 16, which is held on the support 15 by means of heavy-duty anchors 17. Seen in the height direction 6, a long rod insulator 18 is connected below the support plate 16, at the end of which opposite the support 15 a further support plate 19 is connected, on which in turn the conductor rail part 8 to be described is held. The attachment of a conductor rail to a support is well known and can be seen in detail, for example, in WO 2019 / 097 325 Al. For the sake of brevity, a more detailed description will therefore be omitted. The conductor rail part 8 discussed in Fig. 2 is constructed like the other conductor rail parts 9, 10, and is symmetrical with respect to a symmetry plane 20 extending in the height direction 6. Seen in the height direction 6, the upper side of the conductor rail part 8 has a transverse arm 21 which is connected to stretching arms 22 running in the opposite direction to the height direction 6. Fishplates 23 can be attached to the stretching arms 22 on their sides facing each other in order to align individual conductor rail parts exactly with each other in the height direction 6. This alignment can be supported by a positive fit acting in the height direction 6, for example by means of springs 24 and grooves 25. For permanent fastening, the fishplates 23 are screwed to the stretching arms 22 by means of screws 26. The alignment support by means of springs 24 and grooves 25 is described in DE 20 2004 009 420 U1 and can be viewed there in detail. On a side of the stretching arms 22 opposite the transverse arm 21, each stretching arm 22 has a track 27 on which an assembly vehicle, not shown further, can move, which pulls the stretching arms 22 apart for inserting a contact wire 28 carrying the electrical energy for the rail vehicle. In the assembled state, the contact wire 28 is then held positively and non-positively by two clamping arms 29, which extend from the stretching arms 22 towards each other towards the contact wire 28. The conductor rail part 8 shown in Fig. 2 is followed by the device 13 for compensating for the changes in length 12 of the conductor rail 7 schematically indicated in Fig. 1. This is explained in detail below with reference to Figs. 3 to 6. The device 13 has a first carriage 30 and a second carriage 31 of the same design as the first carriage 30, both of which are shown in Figs. 6 to 8. In Fig. 3, the second carriage 31 is shown in isolation and is explained in more detail below as an example for both carriages 30, 31. The second carriage 31 has a carriage base body 32, which is bounded by a front end face 33 and a rear end face 34 opposite to it, as seen in the direction of travel 3. In the height direction 6, the carriage base body 32 is bounded by a cover side 35 and a base side 36 opposite the cover side 35. In the transverse direction 4, the carriage base body 32 is bounded by a contact side 37 and an outer side 38 opposite the contact side 37. Two guide slots 39 are formed in the contact side 37 of the carriage base body 32, which extend in the direction of travel 3. Each guide slot 39 is open towards the rear end face 34, and closed towards the front end face 33, with a positive locking element 40 projecting from the contact side 37 in the transverse direction 4 in the area of this closure. In principle, this positive locking element 40 can be formed integrally with the carriage base body 32. However, in the present embodiment, the positive locking element 40 is designed as an independent sliding block which can be inserted both into the guide slot 39 of the one carriage 31 and into the guide slot 39 of the other carriage 30. This will be described in more detail later. The positive locking element 40 is therefore referred to in the following as the sliding block 40. Each guide slot 39 is in the shape of a T-slot. This means that two guide walls 41 are formed at the opening of each guide slot 39 which are directed towards each other in the height direction 6, and which can guide the sliding block 40 in and against the transverse direction 4 in a form-fitting manner in the guide slot 39. The lower guide walls 41 of each guide slot 39, seen in the height direction 6, have cleaning interruptions 42. If the sliding block 40 is pushed through the guide slot 39 and pushes foreign bodies in front of it, these foreign bodies can leave the guide slot 39 via the cleaning interruptions 42. To further improve this cleaning effect, the guide slots 39 can have a cleaning recess 43 in the area of the cleaning interruptions 42 in the opposite direction to the height direction 6, which is not indicated with a reference sign at all cleaning interruptions 42 in Fig. 4 for the sake of clarity. The cleaning interruptions 42 ensure that impurities do not shorten the sliding path of the sliding block 40 in the guide slot 39 in the assembled device 13. In addition to the cleaning interruptions 42, the guide walls 41 can also have fastening interruptions 44, via which fastening means such as screws can be easily inserted into the guide slots 39. On the cover side 35 of the carriage base body 32, each carriage 31 has two mounting surfaces 45 on which sliding sleeves 46, explained later in Figs. 5a to 5c, can be supported and secured. In the area of the rear end face 34, the carriage base body 32 is designed as a connecting piece 47 which can be inserted between the stretching arms 22 like the fishplates 23 shown in Fig. 2 in order to fasten the device 13 to one of the conductor rail parts 8, 9, 10. On the base side 36, the carriage base body 32 has a mounting wall 48. Clamps 49 can be screwed onto the mounting wall 48, between which the contact wire 28 can be clamped. The clamps 49 have the same function as the clamping arms 22 in Fig. 2. For the sake of clarity, not all of these clamps 49 are given reference signs in Fig. 3. In the following, Fig. 4 explains the sliding block 40, which has a sliding block base body 50 extending in the direction of travel 3. A groove 51 extending in the direction of travel 3 is moulded into the sliding block base body 50 on the upper and lower sides as seen in the direction of height 6. Each groove 51 has a groove width 52 which is selected in such a way that one guide wall 41 of each carriage 30, 31 can be accommodated side by side in the groove 51, so that both guide walls 41 have as little tolerance play as possible in the groove in the transverse direction. Between the grooves 51, two mounting holes 53 penetrate the centre of the sliding block base body 50, each of which can be optionally designed with an internal thread, which is not shown further. A fastener such as a screw can be inserted into these mounting holes 53 to fasten the sliding block 40 in the guide slots 39. The aforementioned sliding sleeves 46 are described below with reference to Figs. 5a to 5d. Their function is to mechanically hold an electrically conductive rod 55 shown in Fig. 6 on one of the carriages 30, 31, and to tap electrical energy from an electrically conductive rod 55 of the adjacent carriage 31, 30 so that a transfer of electrical energy can take place between the two carriages 30, 31. From a technical point of view, the sliding sleeves 46 have basically the same construction and differ only in a few points. The sliding sleeve 46 shown in Figs. 5a to 5d is discussed here as a reference example. Differences from other sliding sleeves 46 in the device 13 will be discussed in the text. Each sliding sleeve 46 has a sleeve-shaped sleeve body 56, which is penetrated by a guiding hole 57, into which the conductive rod 55 can be inserted. All sliding sleeves 46 have in common that the sleeve-shaped sleeve body 56 is held on a base plate 58. In the base plate 58, viewed from below in the height direction 6, there are mounting holes 59 into which fasteners, such as screws or rivets, can be inserted in order to fasten the sliding sleeve 46 to the mounting surface 45 shown in Fig. 4. The sleeve-shaped sleeve body 56 receives the aforementioned electrically conductive rod 55 in a fixed position and serves as a fixed bearing. This can be achieved in various ways, for example by a press fit of the electrically conductive rod 55 in the sleeve body 56, a material closure of the electrically conductive rod 55 in the sleeve body 56, or by a blocking pin guided through the electrically conductive rod 55 and a pin receptacle 60 in the sleeve body 56. Some of the sliding sleeves 46, such as the sliding sleeve 46 shown in Figs. 5a to 5d, have a further sleeve-shaped sleeve body 56' when viewed in the transverse direction 4, both sleeve-shaped sleeve bodies 56, 56' being held together side by side but spaced apart on the base plate 58. The further sleeve-shaped sleeve body 56' serves as a floating bearing which allows the conductive rod 55 the direction of travel 3 as a degree of freedom of movement, but supports it in the height direction 6 and in the transverse direction 4. In this way, the further sleeve-shaped sleeve body 56' is guided on the electrically conductive rod 55 in the direction of travel 3. In order to support the freedom of movement of the further sleeve-shaped sleeve body 56' on the electrically conductive rod 55, bearing elements 61 in the form of sliding or rolling bearing elements can be arranged in the guiding hole 57 of the further sleeve-shaped sleeve body 56', which can, if necessary, also be supplemented by sliding agents such as a lubricating grease. To protect the bearing elements 61 from external contamination, the guiding hole 57 of the further sleeve- shaped sleeve body 56' can be closed off at the beginning and at the end with seals 62, as seen in the direction of travel 3. For holding the bearing elements 61 and the seals 62, corresponding form-fitting retaining joints 63 can be formed in the guiding holes 57 of the further sleeve- shaped sleeve body 56'. Finally, electrical contact mediators 64 are arranged in the guiding holes 57 of both sleeve-shaped sleeve bodies 56, 56' which increase the electrical contact between the sliding sleeves 54 and the conductive rod 55. These can be springs, for example, which create a high contact surface between the sliding sleeve 54 and the conductive rod 55 by means of mechanical pressure. If the sliding sleeve 54 has two sleeve-shaped sleeve bodies 56, 56', a sliding shoe 65 can be held below the further sleeve-shaped sleeve body 56', in which the conductive rod 55 is loosely mounted, as seen in the height direction 6. The sliding shoe 65 is shown in Fig. 5b, and has a convex underside 66 as seen in the height direction 6. Seen in the height direction 6 above the convex underside 66, insert elements 67 are held on the sliding shoe 65 which can be inserted positively into insert slots 68 on the base plate 58 in the direction of travel 3, so that the sliding shoe 65 is held positively on the base plate 58 in the direction of travel 3. The sliding shoe 65 can in principle be made of any material. In the present embodiment, however, the sliding shoe 65 is made of an electrically insulating material which ensures a sufficient insulating distance between the further sleeve-shaped sleeve body 56' and the respective adjacent carriage 30, 31, so that electric current is conducted exclusively via the electrically conductive rod. This avoids unintentional voltage flashovers between the further sleeve-shaped sleeve body 56' and the respective adjacent carriage 30, 31 which can lead to damage to the sliding surface and impair the function of the device 13. To assemble the device 13, the sliding blocks 40 are first inserted into the guide slots 39 of both carriage base bodies 32 - as shown in Fig. 6 — and fixed to the front end faces 33 of the corresponding carriage base bodies 32 with screws via the mounting hole 53. Then the sliding blocks 40 are inserted into the respective guide slots 39 at the rear end faces 34 of the respective other carriage base body 32, so that both carriages 30, 31 can move guided towards each other in the direction of travel 3. In the next step, two conductive rods 55 are used. One end of each electrically conductive rod 55 is fixed in a sliding sleeve 54 with only one sleeve-shaped sleeve body 56. The further sleeve-shaped sleeve body 56' of each sliding sleeve 54 with two sleeve-shaped sleeve bodies 56, 56' is then pushed onto the other end of each electrically conductive rod 55. The free remaining end of the other electrically conductive rod 55 is then fixed in the first sleeve-shaped sleeve body 56. The base plates 58 of the sliding sleeves 54 in this structure are finally fixed to the cover side 35 of the carriage base bodies 32 in the carriages 30, 31, so that the structure of the device 13 according to Fig. 6 is formed. To install the device 13, for example in the track section 1 according to Fig. 1, the connecting piece 47 is inserted into the corresponding conductor rail part 8, 9 before or after the device 13, as seen in the direction of travel 3, and screwed on via a further fishplate 69 attached from the outside, which can be seen in Fig. 7 and Fig. 8. Before screwing, however, the contact wire 22 is inserted. In the area of the conductor rail parts 8, 9 the contact wire can be inserted by the already mentioned assembly vehicle moving on the track 27. In the area of the device 13, the assembly vehicle can be pulled off the track 27 in the direction of travel 3 or put back on again, because the device 13 does not extend in the transverse direction 4 over the stretching arms 22. The contact wire 22 can then be attached to the device 13 by means of the aforementioned clamps 49. The fishplate 69 attached from the outside guarantees that the contact wire 22 is exactly levelled in the height direction 6, so that the specified device is also suitable for use in high- speed traffic and the pantograph of the rail vehicle does not experience any vibrations at the transition between the conductor rail parts 8, 9 and the device 13 even at speeds of more than 150 km / h. Fig. 9 shows an alternative current conduction for the device 13. In the alternative device, angle profiles 70, 71 are held on the carriage base bodies 32 of the carriages 30, 31, and are electrically connected to a ribbon cable 73. The previously described compensation for the change in length 12 works with the same means and in the same way. Only the transmission of the electrical energy between the carriages is carried out differently. The transmission of the electrical energy is basically only necessary if the section insulator 14 is present and the electrical energy supply on one of the conductor rail parts 8, 9 is not guaranteed. Otherwise, the transmission of electrical energy either with the electrically conductive rod 55 or with the ribbon cable 73 is not required.

Claims

Claims 1. Device (13) for compensating for a change in length (12) of a conductor rail (7) extending in a direction of travel (3) of a rail vehicle and comprising a front conductor rail part (8) as viewed in the direction of travel and a rear conductor rail part (9) behind the front conductor rail part (8) as viewed in the direction of travel, comprising: - a first carriage (30) connectable to the front conductor rail part (8) and having a guide slot side (37) in which a guide slot (39) extending in the longitudinal direction (3) is formed, - a second carriage (31) which can be connected to the rear conductor rail part (9) and is arranged next to the first carriage (30), as seen in a transverse direction (4) at right angles to the direction of travel (3), and has a guide slot side (37) which rests against the guide slot side (37) of the first carriage (30) characterized in that a guide slot (39) extending in the direction of travel (3) is also formed in the guide slot side (37) of the second carriage (31), wherein, viewed in the direction of travel (3), a rear positive locking element (40) adjoins behind the guide slot (39) of the first carriage (30) and a front positive locking element (40) adjoins in front of the guide slot (39) of the second carriage (31), which positive locking elements engage in the guide slot (39) of the respective other carriage (30, 31) in the transverse direction (4).

2. Device (13) according to claim 1, wherein the positive locking elements (40) are arranged at opposite ends (33, 34) of the carriages (30, 31) as seen in the direction of travel (3).

3. Device (13) according to claim 1 or 2, wherein the positive locking elements (40) are designed as sliding guide elements (40) held positively in the guide slots (39) in the transverse direction (4).

4. Device (13) according to claim 3, wherein the rear sliding guide element (40) is held immovably in the guide slot (39) of the first carriage (30), and the front sliding guide element (40) is held immovably in the guide slot (39) of the second carriage (31) in the longitudinal direction (4).

5. Device (13) according to claim 3 or 4, wherein the sliding guide element (40) has a double-T profile cross-section.

6. Device (13) according to one of the preceding claims, wherein on each carriage (30, 31) of the guide slots (39) there is a form-fitting area (41) for form-fitting with the positive locking element (40) of the respective other carriage (31, 30), and wherein each form-fitting area (41) has an interruption (42) as seen in the direction of travel (3).

7. Device (13) according to claim 6, wherein in each carriage (30, 31) the guide slot (39) is recessed (43) in the area of the interruption (42) against a height direction (6) transversely to the transverse direction (4) and transversely to the direction of travel (3).

8. Device (13) according to claim 6 or 7, wherein the interruption (42) in each carriage (30, 31) is shorter than the positive locking element (40) engaging in the corresponding guide slot (39).

9. Device (13) according to any one of the preceding claims, wherein the positive locking elements (40) are slide-mounted in the guide slots (39).

10. Device (13) according to any one of the preceding claims, wherein each carriage (30, 31) comprises, arranged one above the other in a height direction (6) transverse to the direction of travel (3) and transverse to the transverse direction (4), two of the guide slots (39) and two of the positive locking elements (40).

11. Device (13) for compensating for a change in length (12) of a conductor rail (7) extending in a direction of travel (3) of a rail vehicle, and comprising a front conductor rail part (8) as viewed in the direction of travel, and a rear conductor rail part (9) behind the front conductor rail part (8) as viewed in the direction of travel, comprising: - a first carriage (30) connectable to the front conductor rail part (8) and having a guide slot side (37) in which a guide slot (39) extending in the longitudinal direction (3) is formed, - a second carriage (31) which can be connected to the rear conductor rail part (9) and is arranged next to the first carriage (30), as seen in a transverse direction (4) at right angles to the direction of travel (3), and has a positive locking element (40) which engages in the guide slot of the first carriage (30) in the transverse direction (4). - a first electrically conductive rod (55) mounted on the first carriage (30) against a height direction (6) at right angles to the direction of travel (3) and at right angles to the transverse direction (4), which rod is electrically conductively connected to the first carriage (30), - a second electrically conductive rod (55) which is placed on the second carriage (30) in the opposite direction to the vertical direction (6) and is connected in an electrically conductive manner to the second carriage (31), at least one sliding sleeve (54) being placed on the first electrical rod (55) in a sliding and electrically conductive manner in the direction of travel (3), and being connected in an electrically conductive manner to the second electrical rod (55), characterized in that the sliding sleeve (54) is loosely mounted on the first carriage (30) in the opposite direction to the height direction (6) via a mechanical contact element (65).

12. Device (13) of claim 11, wherein the mechanical contact element (65) is made of an electrical insulation material.

13. Device according to claim 11 or 12, wherein the mechanical contact element (65) is inserted into the sliding sleeve (54) in the direction of travel (3) in a form-fitting manner (67) acting in the vertical direction (6).

14. Device according to any one of claims 11 to 13, wherein the mechanical contact element (65) is convex towards the sliding sleeve (54).

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