ELECTRANT DEVICE FOR THE ON-DEMAND SUPPLY OF ELECTRICAL ENERGY TO A PARKED WAGON OR TO A PARKED GROUP OF COUPLED WAGONS

Abstract

The invention relates to a power supply device (1) for the on-demand external supply, in particular of electrical energy, to a parked wagon (2) or to a parked group of coupled wagons (2), wherein the wagon (2) is preferably a freight wagon equipped with a coupling (3), and in particular with a digital automatic coupling (3). The power supply device (1) has a mechanical interface device (4) which is designed to establish a detachable mechanical connection with the coupling (3) of the wagon (2) as required. The power supply device (1) further has an electrical contact terminal device (5) which is designed to establish a detachable galvanic connection with at least one electrical terminal, in particular an electrical contact coupling (6) of the coupling (3) of the wagon (2), or with at least one electrical terminal of the wagon (2).

Description

[0001] The present invention relates generally to the field of track-guided vehicles, and in particular to rail vehicles. In particular, the invention relates to solutions for simplified upgrading and / or simplified upgrading of freight wagons. One aspect of the invention is particularly directed to solutions for accelerating train preparation for freight wagons in the context of the introduction of digital automatic coupling (DAK).

[0002] Screw couplings have been used almost exclusively in rail freight transport in Europe for more than 100 years. To connect freight cars, a shackle weighing approximately 20 kg is placed on the hook of the coupling of a neighboring freight car. The coupling is then tightened by turning a screw thread behind the shackle. Until now, this process was performed manually. The air line for the freight car brakes was also connected manually.

[0003] The term "freight wagon" used herein refers specifically to track- and generally rail-bound wagons used for the transport of goods, primarily in freight trains. They represent by far the largest group of rail vehicles on the railways. According to the DIN 25003 standard, standard freight wagons are versatile wagons without special features. They are used for the transport of packaged, unpackaged, or palletized goods. This group includes simple open and covered freight wagons, as well as flat wagons and tank wagons.

[0004] Special-purpose freight wagons are single- or multi-purpose wagons that are usually equipped with additional features for the transport of specific cargo. Examples of vehicles in this group include special truck and car transport wagons, as well as self-unloading wagons with saddle-shaped or one-sided sloping floors.

[0005] Special-purpose freight wagons are generally single-purpose wagons designed to transport only one type of goods. Their design depends on the type of cargo, its loading, and its transport. An example of vehicles in this group are ladle wagons for hot liquid goods.

[0006] To achieve a modal shift to rail, freight transport must be made more efficient and competitive. In particular, system speed must be increased to ensure that more freight can be transported more quickly and on time.

[0007] The basis for this is the digital automatic coupling, and in particular the digital automatic Scharfenberg coupling, which is a key component in ensuring that freight trains get onto the track and reach their destinations faster. The digital automatic coupling automatically connects and disconnects freight wagons, air and power supply lines, and signal and data connections.

[0008] In particular, to accelerate system speed, train preparation must be accelerated. The goal here is to at least partially automate the previously manual and time-consuming work steps in order to reduce the time until a train can finally enter the track.

[0009] The present invention particularly relates to the problem of accelerating the necessary train preparation.

[0010] In particular, there is a need to implement a system for freight wagons that performs diagnostic and, in particular, upgrade and preparation services, preferably automatically. There is a need for freight wagons to also perform various tasks independently, such as: • automatic wake-up process • automatic brake test and leak test (pneumatics); • Functional diagnosis while driving; and / or • Maintenance diagnostics (predictive maintenance)

[0011] The present invention is particularly intended to enable the implementation of a system for freight wagons that prepares the freight wagon for its next deployment. This includes upgrading the freight wagon and performing a functional check of the various subsystems (“health check”), depending on the expansion stage, as well as performing a brake test (with brake calculation if necessary).

[0012] In this context, the term "upgrading a freight car" refers to the work required before a deployment begins. The official term in this field is "preparatory service."

[0013] The term “upgraded parking” refers to the operating state of freight wagons in which they are parked, i.e. not in use, but are nevertheless upgraded, i.e. the power supply is switched on and additional devices, such as a battery management system or telemetry devices for monitoring a freight cold chain, are active.

[0014] An upgraded stabling system offers particular advantages in terms of accelerating train preparation.

[0015] "Train preparation service" refers to the measures and activities required to prepare railway vehicles for regular operation. Train preparation service is performed recurringly and, depending on the complexity, at a corresponding interval before the start of regular operation. For locomotives and multiple units, the term "preparing" is also commonly used, although different preparation states can be distinguished, such as the "prepared and parked" state, which is particularly relevant for train preparation service.

[0016] An important feature of the train preparation service is the supply of the railway vehicle with external energy.

[0017] For electrically powered railway vehicles, this is usually a so-called "external electrical feed," which is provided by the railway infrastructure, usually from the power grid (400V, three-phase AC network (3AC)). The external electrical feed primarily serves to maintain the charge level of the on-board battery to ensure vehicle functions. Furthermore, the train heating systems are supplied electrically, especially during winter operation.

[0018] In addition to external electrical power supply, an external supply of compressed air is also possible, especially in cases where the respective railway vehicle itself does not have its own electrically operated units (e.g. air compressor).

[0019] Furthermore, the train preparation service includes automatically triggered functional tests, such as the automatic brake test and the leak test of the pneumatic system.

[0020] With the Europe-wide introduction of digital automatic train coupling (DAC) in rail freight transport, train preparation services remain essential to ensure reliable operations. This is crucial for the commercial success of future sustainable rail freight transport, not least in view of competition with road freight transport.

[0021] The introduction of digital automatic train coupling involves the continuous supply of electrical power and a communications system to the future freight train, with the electrical power being provided centrally by the locomotive. On the car side, electrical energy is stored in a central car battery to enable the car to operate autonomously for a limited period of time without a locomotive.

[0022] Now, a variety of applications are conceivable in which parked cars or a group of cars must be supplied with electrical energy via an external power supply. Examples include: • Train preparation service in the sense of safeguarding and ensuring the relevant wagon functions before the wagon or group of wagons is included in a larger train formation; • Maintaining the battery charge level, e.g. for telemetry “proof of cold chain”; • Service and repair of a car; and / or • Commissioning / putting into operation of a vehicle.

[0023] To implement an external electrical supply, various approaches are conceivable. In locomotives or multiple units, for example, this is achieved using so-called CEE plugs (3AC, 400V) in conjunction with a CEE coupling / extension cable for connection to the public power grid.

[0024] For individual wagons, especially freight wagons, such solutions are also conceivable, but are complex to implement if the problem of, for example, accidental multiple feeds has to be taken into account / considered against the background of electrical safety.

[0025] Furthermore, the resulting costs are rather disadvantageous if each individual car requires additional equipment and the necessary safety protection. It's also possible that the external power supply may be forgotten, which inevitably leads to damage to the car itself and further electrical safety issues when the car is moved.

[0026] Last but not least, the approach of additional equipment for individual wagons seems absurd, if not nonsensical, given the following background: A coupled group of wagons is to be supplied with energy together, for which each individual wagon must then be connected to the power supply network with a separate extension cable.

[0027] Based on the overall situation presented here, there is a need to present a coherent concept that can solve the problems discussed above and avoid the disadvantages described. In particular, a solution is to be provided that allows train preparation services for parked wagons, especially freight wagons, to be carried out as automatically as possible, ultimately accelerating the system speed and at least partially automating the previously manual and time-consuming work steps.

[0028] This object is achieved in particular by the subject matter of independent patent claim 1, wherein advantageous developments of the present invention are specified in the dependent claims.

[0029] In particular, the invention relates to an electrant device for the on-demand external supply, in particular of electrical energy, to a parked wagon or to a parked group of coupled wagons, wherein the wagon is preferably a freight wagon. The wagon is preferably equipped with a coupling, in particular with a digital automatic coupling, in particular with a preferably digital automatic Scharfenberg coupling.

[0030] The term “electrifier” used herein generally refers to a device for extracting, in particular, electrical energy.

[0031] The electrifying device according to the invention is, for example, a service component of the local railway infrastructure. However, it is also conceivable that the electrifying device according to the invention could be used as part of the safety measures for railway tunnels.

[0032] Alternatively or additionally, the use of the electrant device according to the invention is also conceivable in areas where a decentralized connection to the power grid is desired.

[0033] The electrant device according to the invention serves in particular to supply electrical energy for operating a car, for example in the course of train preparation service, wherein the electrant device replaces a non-existent locomotive or a non-existent railcar.

[0034] The electrant device according to the invention has a mechanical interface device which is designed to establish a detachable mechanical connection with the coupling of the wagon / freight wagon as required.

[0035] In addition, the electrant device comprises an electrical contact terminal device which is designed to establish a detachable galvanic connection, if required, with at least one electrical terminal, in particular an electrical contact coupling of the coupling of the carriage or with at least one electrical terminal of the carriage.

[0036] The electrant device according to the invention is designed in particular for a digital automatic coupling and in particular a digital automatic coupling of the Scharfenberg type, in which an electrically coupled equipment and thus a standardized interface is already included on each side of the car.

[0037] For the external power supply of the wagon or a group of wagons, a coupling-compatible external device in the form of the inventive Elektrant device is required, which assumes the function of an external charging terminal. The Elektrant device is designed to establish the electrical connection via the wagon-side electrical coupling (DAK-EKU).

[0038] According to preferred implementations of the electrifying device according to the invention, it is provided that the electrifying device has an electrical connection device via which the electrifying device can be connected to an external power source in order to supply the electrical contact terminal device of the electrifying device with electrical energy.

[0039] In this context, it is conceivable that the electrical connection device of the electrifying device has a CEE connector terminal 400 V / 36 A or a CEE connector terminal 400 V / 125 A.

[0040] Alternatively or additionally, the electrical connection device can be designed to supply the electrifying device and in particular the electrical contact terminal device of the electrifying device with current at the voltage of a train busbar, in particular 1000 V, 16.7 Hz alternating current, single-phase.

[0041] In other words, the electrical connection device of the electrifying device can be designed to supply the wagon or wagon group connected to the electrifying device with electrical energy, taking the necessary electrical energy either from the railway power supply network or from the public medium-voltage network and feeding it to a transformer via a medium-voltage switchgear, in particular consisting of a disconnector and a circuit breaker. The transformer supplies the electrical connection device of the electrifying device with the voltage to which the electrical contact terminal device of the electrifying device, and in particular the at least one electrical terminal of the electrical contact terminal device of the electrifying device, is connected.

[0042] The electrant device is particularly designed to supply the wagon or wagon group with electrical energy in such a way that a train preparation service is ensured, in particular in the sense of safeguarding and / or ensuring preferably all relevant wagon functions before the wagon or wagon group is included in a larger train formation, without the need for a corresponding traction vehicle, in particular a locomotive.

[0043] The relevant wagon functions concern in particular the maintenance of a battery charge level of a battery assigned to the wagon or wagon group.

[0044] In particular, the electrant device according to the invention can also assume the function of an electric train preheating system, which is a stationary device that serves to supply parked trains or wagons with electricity at the voltage of the train busbar without the need for a traction vehicle.

[0045] In other words, according to embodiments, the Elektrant device can also be used to preheat or air-condition the parked wagons so that they are available at the correct temperature for the next use. If wagons or groups of wagons are parked for an extended period in winter, such as over a weekend, a control device, preferably associated with the Elektrant device, ensures that the temperature in the wagons does not fall below freezing, for example, and maintains it at a constant level of approximately 5°C. If frost-free conditions cannot be guaranteed, the wagons would have to be drained and refilled before the next use.

[0046] In more modern cars, the associated car batteries are no longer charged by an axle generator, but usually by a charger in front of a train busbar. Therefore, such cars generally have only about half the battery capacity of comparable cars powered by generators. These cars must be connected to the Elektrant system when parked for extended periods, as permanent loads would otherwise drain the battery.

[0047] It is also conceivable, in particular, to provide an electrical protective device which monitors the electrifying device and in particular the electrical connection device of the electrifying device and switches off a supply of electrical energy to the electrical connection device of the electrifying device and / or to the at least one electrical terminal of the electrical contact terminal device of the electrifying device in the event of an overload.

[0048] It is also conceivable in principle for the electrifying device according to the invention to be provided with a predetermined breaking point, which is associated in particular with the electrical contact terminal device or the electrical connection device of the electrifying device. Such a predetermined breaking point prevents major damage to the electrifying device or the entire system if the carriage or carriage group is inadvertently moved despite being connected to the electrical contact terminal device, or if the electrifying device with the electrical connection device is moved relative to an external current / voltage source.

[0049] The predetermined breaking point is preferably designed such that a galvanic connection between the at least one electrical terminal of the electrical contact coupling of the coupling of the carriage or between the at least one electrical terminal of the carriage and the electrical contact terminal device is separated as needed in order to avoid at least difficult-to-repair damage to the electrifying device.

[0050] Alternatively or additionally, the predetermined breaking point is designed so that a connection between the electrical connection device and an external current / voltage source is separated as required.

[0051] According to preferred implementations of the electrifying device according to the invention, it is provided that the electrical contact terminal device has an electrical contact carrier which has at least one contact terminal for a galvanic connection with the at least one electrical terminal of the coupling of the carriage or with at least one electrical terminal of the carriage, wherein the electrical contact carrier of the electrical contact terminal device of the electrifying device according to the invention is designed to be displaceable with the at least one contact terminal of the electrical contact terminal device, preferably in the longitudinal direction of the electrical contact terminal device.

[0052] In this context, it is conceivable, for example, that a corresponding triggering device is provided, with which it is advantageously achieved that the electrical contact carrier with the at least one contact terminal of the electrical contact terminal device of the electrifying device is generally only moved from an uncoupled, rear position into a front, ready-to-couple position in the coupling plane when a mechanical connection between the mechanical interface device of the electrifying device and the coupling of the carriage or a coupling head of the carriage has already been completely completed.

[0053] This prevents the contacts of the electrical contact terminal device of the electrifying device from being subjected to (continuous) movement due to a guide play between the mechanical interface device of the electrifying device and a coupling head of the carriage, so that problems, in particular with regard to reduced contact pressure and the formation of arcs, cannot occur.

[0054] In particular, in this context, it can be provided that the electrical contact carrier with the at least one contact terminal of the electrical contact terminal device of the electrifying device according to the invention is in an uncoupled position of a coupling member of a coupling head of the mechanical interface device of the electrifying device, wherein the electrical contact carrier with the at least one contact terminal is displaced into a front, coupling-ready position in the coupling plane after the coupling member of the coupling head of the mechanical interface device has been transferred into the coupled position.

[0055] In this context in particular, it is advisable for the mechanical interface device of the electrant device according to the invention to have a coupling head which is at least partially or regionally compatible with the coupling head of the coupling of the car, which coupling head has a coupling housing and a coupling member, preferably with a locking device.

[0056] In a further development of the last-mentioned aspect, it is provided that the coupling member of the coupling head of the mechanical interface device is designed as a coupling closure and in particular as a rotary closure with a coupling eyelet and a frog, wherein the frog is preferably rotatable about a main axis, in particular between a coupled position and an uncoupled position.

[0057] According to a further aspect of the present invention, the electrant device further comprises a support structure, which supports the mechanical interface device and the electrical contact terminal device. In this context, it is particularly conceivable that the mechanical interface device and / or the electrical contact terminal device are preferably designed to be adjustable in the vertical direction.

[0058] The support structure can be designed as a mobile system and in particular as a track-guided and preferably as a rail-bound system.

[0059] Alternatively, it is conceivable that the support structure is designed as a stationary system, for example as part of a buffer stop or as a component in a terminal track section.

[0060] According to further developments of the electrant device according to the invention, it is provided that it further comprises a compressed air terminal which is designed to establish a fluid connection with a hydraulic terminal of the coupling of the carriage or of the carriage, if required.

[0061] With this refinement, the electrifying device thus has a dual function: On the one hand, the electrifying device serves to supply electrical energy to a parked car or a parked group of coupled cars as needed. On the other hand, the electrifying device can also be used to supply compressed air to the parked car or group of cars.

[0062] Alternatively or in addition to the last-mentioned aspect, according to embodiment variants of the electrifying device according to the invention, it is provided that the electrifying device further comprises a communication or data bus interface which is designed to establish a data connection with a communication or data bus interface of the coupling of the carriage or of the carriage, if required.

[0063] An exemplary embodiment of the solution according to the invention is described in more detail below with reference to the accompanying drawings.

[0064] They show: Fig. 1 schematically shows an exemplary embodiment of the electrant device according to the invention, in a state in which the mechanical interface device and the electrical contact terminal device of the electrant device are not yet connected to the coupling or electrical contact coupling of a wagon, in particular a freight wagon; and Fig. 2 schematically shows the exemplary embodiment of the electrant device according to the invention according to Fig. 1, in a state in which the mechanical interface device and the electrical contact terminal device of the electrant device are connected to a mechanical coupling of the carriage and an electrical contact coupling of the carriage.

[0065] The exemplary embodiment of the electrant device 1 according to the invention shown in the drawings serves for the external feeding, as required, in particular of electrical energy into a parked wagon 2 or into a parked group of coupled wagons 2, wherein the wagon 2 is preferably a freight wagon.

[0066] As shown in the drawings, the wagon / freight wagon 2 is equipped with a coupling 3, which is in particular a digital automatic coupling 3, which in addition to a mechanical coupling head also comprises an electrical contact coupling 6.

[0067] The exemplary embodiment of the electrant device 1 according to the invention shown in the drawings comprises a mechanical interface device 4 which is designed to establish a detachable mechanical connection with the (mechanical) coupling 3 of the carriage 2, if required.

[0068] For this purpose, the mechanical interface device 4 of the electrifying device 1 is provided in particular with a coupling head 7 which is at least partially or regionally compatible with the coupling head of the coupling 3 of the carriage 2 and which has a coupling housing and a coupling member not shown in the drawings, preferably with a locking mechanism.

[0069] It is also not apparent from the drawings that the coupling member of the coupling head 7 of the mechanical interface device 4 of the electrant device 1 can be designed in particular as a rotary closure with a coupling eyelet and a frog, wherein the frog is preferably rotatable about a main axis, in particular between a coupled position and an uncoupled position.

[0070] With regard to the electrical contact terminal device 5 of the electrifying device 1, it should be summarized that it is designed to establish a detachable galvanic connection with an electrical terminal, in particular an electrical contact coupling 6 of the coupling 3 of the carriage 2, if required.

[0071] The electrical contact terminal device 5 is designed in particular to supply the car 2 or the car group with electrical energy in such a way that a train preparation service is ensured, in particular in the sense of securing and / or ensuring preferably all relevant car functions before the car 2 or the car group is included in a larger train formation, without the need for a traction vehicle.

[0072] With regard to the relevant wagon functions mentioned above, particular mention should be made in this context of maintaining the battery charge level of a battery assigned to wagon 2 or the wagon group. Of course, other wagon functions are also possible.

[0073] Although not shown in the drawings, it is fundamentally conceivable that the electrical contact terminal device 5 comprises an electrical contact carrier which has at least one contact terminal for a galvanic connection with the at least one electrical terminal of the coupling 3 of the carriage 2 and in particular with an electrical terminal of the electrical contact coupling 6 of the carriage 2.

[0074] In this case, it is advisable that the electrical contact carrier with the at least one contact terminal is designed to be displaceable, preferably in the longitudinal direction of the electrical contact terminal device 5 or in the longitudinal direction of the mechanical interface device 4 of the electrifying device 1.

[0075] As can further be seen from the drawings, the exemplary embodiment of the electrant device 1 according to the invention has a support structure 8, by which the mechanical interface device 4 and the electrical contact terminal device 5 are carried.

[0076] In this context, it is particularly conceivable that the mechanical interface device 4 and / or the electrical contact terminal device 5 of the electrant device 1 are designed to be adjustable in the vertical direction in order to be able to realize a corresponding mechanical or galvanic connection with different couplings of different wagons 2, in particular freight wagons.

[0077] In the embodiment of the electrifying device 1 according to the invention shown in the drawings, the support structure 8 is designed as a mobile system, in particular as a track-guided and preferably rail-bound system. Alternatively, however, it is also conceivable for the electrifying device 1 to be designed as a stationary system, in particular as part of a buffer stop or as a component in a terminal track section.

[0078] The representation in Fig.2 that the electrifying device 1 may comprise an electrical connection device 9 via which the electrifying device 1 may be connected to an external power source in order to supply the electrical contact terminal device 5 of the electrifying device 1 with electrical energy.

[0079] In this context, it is conceivable that the electrical connection device 9 of the electrifying device 1 has at least one CEE connector terminal 400 V / 16 A. Alternatively, CEE connector terminals 400 V / 32 A or 400 V / 125 A are conceivable, depending on the power requirements.

[0080] Alternatively, it is also conceivable that the electrical connection device 9 is designed to supply the electrifying device 1 and in particular the electrical contact terminal device 5 of the electrifying device 1 with current at the voltage of a train busbar, in particular 1,000 V, 16.7 Hz alternating current, single-phase.

[0081] The invention is not limited to the exemplary embodiment of the electrant device 1 shown in the drawings, but results from a synopsis of all features disclosed herein.

[0082] In particular, it is thus also conceivable that the electrifying device 1 further comprises a compressed air terminal which is designed to establish a corresponding fluid connection with a hydraulic terminal of the coupling 3 of the carriage 2 or of the carriage 2, if required.

[0083] This design variant offers a further advantage with regard to train preparation, as it allows for continued inspection of wagon 2. In particular, it allows for the operational readiness of wagon 2 before loading and unloading. This includes, for example, the brakes, couplings, wheels, and axles.

[0084] Furthermore, it is fundamentally conceivable that the electrant device 1 has a communication or data bus interface which is designed to establish a corresponding data connection with a communication or data bus interface of the coupling 3 of the carriage 2 or the electrical contact coupling 6 of the carriage 2 or of the carriage 2, if required.

[0085] This further development makes it possible to perform a pre-departure inspection of car 2, particularly a check of its operational safety. This includes, among other things, checking the brakes and clutch 3.

[0086] Alternatively or in addition to this, documentation is also possible. List of reference symbols 1 electrifying device 2 cars 3 Clutch 4 mechanical interface device of the electrifying device 5 electrical contact terminal device of the electrifying device 6 Electrical contact coupling of the trolley 7 Coupling head / coupling head housing of the mechanical interface device of the electrifying device 8 Support structure 9 electrical connection device

Claims

[1] Electrant device (1) for the external supply, as required, in particular of electrical energy into a parked wagon (2) or into a parked group of coupled wagons (2), wherein the wagon (2) is preferably a freight wagon which is equipped with a coupling (3) and in particular with a preferably digital automatic coupling (3), wherein the Electrant device (1) comprises the following: - a mechanical interface device (4) which is designed to establish a detachable mechanical connection with the coupling (3) of the carriage (2) as required; and - an electrical contact terminal device (5) which is designed to establish a detachable galvanic connection, if required, with at least one electrical terminal, in particular an electrical contact coupling (6) of the coupling (3) of the carriage (2) or with at least one electrical terminal of the carriage (2). [2] Electrant device (1) according to claim 1, wherein the electrical contact terminal device (5) is designed to supply the car (2) or the group of cars with electrical energy in such a way that a train preparation service, in particular in the sense of securing and / or ensuring preferably all relevant car functions before the car (2) or the group of cars is included in a larger train, is ensured, without the need for a traction vehicle. [3] Electrant device (1) according to claim 2, wherein the relevant wagon functions relate in particular to maintaining a battery charge level of a battery assigned to the wagon (2) or the wagon group. [4] Electrant device (1) according to one of claims 1 to 3, wherein the electrant device (1) has an electrical connection device (9) via which the electrant device (1) can be connected to an external power source in order to supply the electrical contact terminal device (5) of the electrant device (1) with electrical energy. [5] Electrant device (1) according to claim 4, wherein the electrical connection device (9) of the Electrant device (1) has at least one CEE connector terminal 400 V / 36 A or one CEE connector terminal 400 V / 125 A. [6] Electrant device (1) according to claim 4, wherein the electrical connection device (9) is designed to supply the electrant device (1) and in particular the electrical contact terminal device (5) of the electrant device (1) with current at the voltage of a train busbar, in particular 1000 V, 16.7 Hz alternating current, single-phase. [7] Electrant device (1) according to one of claims 1 to 6, wherein the electrical contact terminal device (5) has an electrical contact carrier which has at least one contact terminal for a galvanic connection with the at least one electrical terminal of the coupling (3) of the carriage (2) or with the at least one electrical terminal of the carriage (2), wherein the electrical contact carrier with the at least one contact terminal is designed to be displaceable, preferably in the longitudinal direction of the electrical contact terminal device (5). [8] Electrant device (1) according to claim 7, wherein the electrical contact carrier with the at least one contact terminal is present in the uncoupled position of the coupling member of a coupling head (7) of the mechanical interface device (4) behind a coupling plane of the coupling head (7) of the mechanical interface device (4), and wherein the electrical contact carrier with the at least one contact terminal is displaced into a front, ready-to-couple position in the coupling plane after the coupling member of the coupling head (7) of the mechanical interface device (4) has been transferred into the coupled position. [9] Electrant device (1) according to one of claims 1 to 8, wherein the mechanical interface device (4) has a coupling head (7) which is at least partially or regionally compatible with the coupling head of the coupling (3) of the carriage (2), which has a coupling housing and a coupling member, preferably with a locking device. [10] Electrant device (1) according to claim 9, wherein the coupling member of the coupling head (7) of the mechanical interface device (4) is designed as a coupling closure and in particular as a rotary closure with a coupling eyelet and a frog, wherein the frog is preferably rotatable about a main axis, in particular between a coupled position and an uncoupled position. [11] Electrant device (1) according to one of claims 1 to 10, wherein the electrant device (1) further comprises a support structure (8) by which the mechanical interface device (4) and the electrical contact terminal device (5) are carried, wherein the mechanical interface device (4) and / or the electrical contact terminal device (5) are preferably designed to be adjustable in the vertical direction. [12] Electrant device (1) according to claim 11, wherein the support structure (8) is designed as a mobile system and in particular as a track-guided and preferably as a rail-bound system; or wherein the support structure (8) is designed as a stationary system, in particular as part of a buffer stop or as a component in an end track section. [13] Electrant device (1) according to one of claims 1 to 12, wherein the electrant device (1) further comprises a compressed air terminal which is designed to establish a fluid connection with a hydraulic terminal of the coupling (3) of the carriage (2) or of the carriage (2), if required. [14] Electrant device (1) according to one of claims 1 to 13, wherein the electrant device (1) further comprises a communication or data bus interface which is designed to establish a data connection with a communication or data bus interface of the coupling (3) of the carriage (2) or of the carriage (2), if required.

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