pantograph and vehicle with such a pantograph

Abstract

The invention relates to a pantograph (2) for an electrically or hybrid-electrically powered vehicle (1), in particular a road vehicle or rail vehicle, for supplying traction energy from an overhead line system (3) having at least one contact wire (5) installed along the track. The pantograph (2) comprises a support frame (8) which can be supported on the vehicle (1) on the vehicle side and which carries at least one contact strip (14) on the contact wire side, wherein the at least one contact strip (14) has an elongated contact piece (18) made of graphite and a contact piece holder (19) on which the contact piece (18) is attached.According to the invention, the pantograph (2) comprises an adjustable removal profile (24) for mechanically removing an ice layer (E) adhering to at least one contact wire (5), a controllable positioning device (25) for adjusting the position of the removal profile (24) as required between a working position in which the removal profile (24) together with the contact strip (18) rests against the at least one contact wire (5), and a rest position in which the removal profile (24) is spaced away from the contact wire (5) with the contact strip (18) resting against it, and a control device (27) for controlling the positioning device (24) depending on a detected de-icing requirement. This allows the removal profile to be carried in its rest position without use, depending on the weather, or to be moved into its working position when ice (E) is present on the contact wire (5).

Description

[0001] The invention relates to a pantograph according to the preamble of claim 1. The invention also relates to a vehicle equipped with such a pantograph.

[0002] Such a pantograph for an electrically or hybrid-electrically powered vehicle, in particular a road vehicle or rail vehicle, for feeding traction energy from an overhead line system having at least one contact wire and installed along the track, comprises a support frame which can be supported on the vehicle side and which carries at least one contact strip on the contact wire side, wherein the at least one contact strip has an elongated contact piece made of graphite and a contact piece holder on which the contact piece is attached.

[0003] The contact strip typically consists of carbon in the form of sintered graphite, because this, together with the copper contact wire, ensures optimal mechanical wear characteristics during grinding due to its low coefficient of friction, while simultaneously maintaining high electrical conductivity. Under certain climatic conditions—depending on temperature, wind speed, humidity, and the like—ice layers or even ice buildup can form on the contact wire, acting as an electrical insulator between the copper wire and the carbon contact strip. This leads, on the one hand, to highly fluctuating ohmic contact resistances, resulting in arcing and increased electrical wear, and on the other hand, to increased mechanical wear of the contact strip.Common wear patterns include uneven wear, chipping, flaking, and grooves on the contact surfaces of the contact strips, which lead to reduced service life of the contact strips and thus reduced availability of the pantograph. Grooving, in particular, poses the risk that the vehicle may become stuck in a groove during lateral movements relative to the contact wire. This can transmit forces to the overhead line system, potentially leading to damage to the clearance gauge laterally at the hanger clamps. Numerous approaches for removing and preventing ice buildup on contact wires are known in the prior art.

[0004] German patent application DE 2 324 387 A discloses a de-icing device for a contact wire, via which current is supplied to an electric vehicle, for example a trolleybus or an electric locomotive, via a pantograph. An electromagnetic inductor is arranged in an upper part of the pantograph, which generates intermittent pulses of an electromagnetic field to cause a corresponding elastic deformation in the surface of the contact wire for surface de-icing.

[0005] German patent application DE 103 37 937 A1 discloses a method for preventing or removing icing on a section of a contact wire running along a railway line. In this method, an electric heating current is passed through the contact wire, which, by heating it, prevents the formation of an ice layer or removes an existing ice layer.

[0006] Patent DE 10 2004 045 904 B4 discloses a device for applying antifreeze to a contact wire from which an electrically powered vehicle draws electrical energy via a pantograph. The antifreeze is applied precisely to the contact wire by detecting its position and controlling a spraying device so that the antifreeze hits the contact wire with high accuracy in every driving situation.

[0007] EP 2 792 533 A2 discloses a heated current collector for establishing electrical contact between a current-carrying line and an electric vehicle. The current collector comprises a sliding contact rail with a bore in which an electrically operated, elongated heating element is secured by means of a clamping device. A switching and control device for switching the heating current on and off and for controlling the intensity of the heating current supplied to the heating element is arranged in the electric vehicle. Switching on the heating current heats the sliding contact rail, thus melting any ice or frost layer that may have formed on the sliding contact rail or preventing its formation. Through contact between the sliding contact rail and the line, heat energy generated by the heating element can also propagate into the line and contribute to the removal of any ice or frost layer that may have formed on the line.

[0008] German patent application DE 10 2016 013 065 A1 discloses a conventional pantograph for drawing current from an overhead line for rail vehicles and / or overhead line vehicles, in whose guide rail an auxiliary pantograph is integrated. The auxiliary pantograph has two contact arms, a guide frame, and a joint integrated between them. The contact arms are partially pyramidal at the contact point to make lateral contact with the overhead line for current collection. An infrared lamp for warming the overhead line is integrated into a frame of the conventional pantograph. For more effective current collection, the two contact arms are brought into contact with an overhead line covered with ice. In the case of a double line, only one of the overhead lines is used for current collection.If there is no ice on the overhead line, the two contact arms are retracted into the guide frame by means of the joint, so that only the conventional pantograph is in contact with the overhead line for current collection.

[0009] The known solutions are either disadvantageous due to their consumption of energy and resources for vibration generation, heating or antifreeze, or costly due to the provision of an additional pantograph in case of icy contact wire.

[0010] The Schunk Group publishes a contact strip for a pantograph on its website https: / / www.schunk-group.com / transitsystems / de / produkte / ersatzteile / eiskratzer-schleifstueck-p6372. This contact strip has a copper or brass scraper bar permanently integrated into it for clearing ice from the overhead contact line. The contact strip is mounted on a reusable aluminum carrier, which can also be equipped with a heating element. This contact strip is intended only for use on vehicles operating on icy contact wires, meaning that the pantograph must be manually fitted with either a contact strip with or without a scraper bar, depending on the weather conditions.

[0011] The invention is therefore based on the objective of providing a pantograph of the generic type that overcomes the described disadvantages of the prior art. The invention is further based on the objective of providing a vehicle equipped with such a pantograph.

[0012] The problem is solved by a pantograph of the type mentioned above, having the features specified in the characterizing part of claim 1. The problem is further solved by a vehicle according to claim 12.

[0013] The invention relates to a current collector for an electrically or hybrid-electrically powered vehicle, which has an electric or hybrid-electric traction drive and optionally an energy storage device for traction energy. The vehicle can be a road vehicle, such as a trolleybus, a trolley truck, or a mining vehicle. The vehicle can also be a rail vehicle, such as a multiple unit train, a locomotive, or a tram. By means of the current collector, which can be arranged in the roof area of ​​the vehicle, electrical traction energy is fed into the vehicle from an overhead electrical line system installed along the track and supplied either to the traction drive or to an on-board energy storage device.The overhead contact line system can be single-pole with one contact wire, particularly for rail vehicles, or double-pole with two parallel contact wires, particularly for road vehicles. The pantograph comprises a support arm with a vehicle-side end where it pivots on the vehicle and a contact wire-side end where it carries at least one contact strip. The support arm can be pantograph-type, either as a scissor or half-scissor mechanism, or simply as a rod or pair of rods. One or two contact strips, arranged one behind the other in the direction of travel of the vehicle, can be resiliently mounted on a rocker arm for each overhead line pole and pivotally supported on the support arm. A lifting device, such as an air bellows, can be coupled to the support arm and generate a torque that raises the support arm.This allows the contact strip(s) to be raised and lowered between a lower parking position and an upper contact position in order to establish, maintain, or break an electrical contact between the contact strip and the contact wire. The at least one contact strip has an elongated graphite contact piece and a contact piece holder on which the contact piece is mounted. The elongated contact strips are preferably mounted horizontally and transversely to a longitudinal axis of the vehicle on the support frame. During operation, an electrical sliding contact is formed between the contact piece and the contact wire in the contact position, through which electrical energy from the overhead line system is fed into the vehicle.

[0014] According to the invention, the pantograph comprises an adjustable removal profile for mechanically removing an ice layer adhering to at least one of the contact wires. Furthermore, the pantograph comprises a controllable positioning device for adjusting the position of the removal profile as needed between a working position, in which the removal profile, together with the contact strip, rests against the at least one contact wire, and a rest position, in which the removal profile, with the contact strip resting against the contact wire, is spaced away from it. The removal profile can be designed by selecting a specific shape and material such that, in the working position, it rests against the contact wire and, when pressed against it during operation, removes an ice layer or ice buildup from the contact wire. The pantograph also includes a control device for controlling the positioning device depending on a detected de-icing requirement.The removal profile can be activated by manual or sensor-based control of the actuator when necessary for de-icing the contact wire and remains deactivated otherwise. De-icing a contact wire requires neither energy for heating or vibration generation nor the use of antifreeze. An additional current collector for lateral contact with the contact wire is also unnecessary. Furthermore, the current collector according to the invention can be used year-round, and a vehicle equipped with it only needs to be brought in to replace a contact strip whose contact point has reached its wear limit. Depending on the weather, the removal profile can either be carried in its rest position without use or, if there is ice on the contact wire, moved into its working position.

[0015] In an advantageous embodiment, the pantograph according to the invention further comprises a measuring device for acquiring current and / or voltage measurements when traction energy is supplied during operation and for transmitting the acquired current and / or voltage measurements to the control unit. It has been shown that a measurement profile of the electrical current flowing during energy transmission allows conclusions to be drawn as to whether a layer of hoarfrost or ice, or even an advanced ice buildup, adheres to the contact wire. The thicker the ice layer, the greater the associated insulation resistance, so that when traversing an icy contact wire, the measured current and / or voltage fluctuates more than when traveling over an ice-free contact wire.By recording a series of measured values ​​of at least one of the aforementioned electrical parameters using a measuring device arranged in the pantograph or in the vehicle and evaluating them in the control unit, the actuating device for the removal profile can be controlled as required.

[0016] In a further advantageous embodiment of the current collector according to the invention, the control unit is configured to compare fluctuations in the current and / or voltage measurements acquired over a predefined period with a predefined threshold value and, if the threshold value is exceeded or fallen below, to send an activation or deactivation signal to the actuator. To determine the extent of a fluctuation in the measured values, the control unit can calculate a mean value and a standard deviation from the measured values ​​over a predefined period. The standard deviation can then be compared with a predefined threshold value. If the threshold value is exceeded for the first time during operation, the control unit sends an activation signal to the actuator to move the wear profile from its rest position to the working position.If the standard deviation falls permanently below the threshold value, the control unit sends a deactivation signal to the actuator to reset the cutting profile to its rest position.

[0017] In a further advantageous embodiment of the current collector according to the invention, the control unit is configured to send a deactivation signal to the actuator only after a preset minimum activation period has elapsed. This prevents an undesirable series of rapid activations and deactivations of the actuator. Only when the preset minimum activation period has expired without the threshold being exceeded is the actuator actually deactivated.

[0018] In a further advantageous embodiment of the current collector according to the invention, the actuating device comprises a pneumatic actuator, the pressurization of which exerts an actuating force on the cutting profile in the direction of the working position, and a mechanical spring device, which exerts a spring-elastic restoring force on the cutting profile in the direction of the rest position. The pneumatic actuator can be designed as a pneumatic cylinder or as a pneumatic muscle. When the actuating device is deactivated, the spring device holds the cutting profile in its rest position. Upon receiving an activation signal, the pneumatic actuator moves the cutting profile into its working position by means of the actuating force exerted against the restoring force of the spring device. As long as the actuating force acts on the cutting profile by means of pressurization, it remains in the working position.Upon receiving a deactivation signal, the pneumatic actuator is relieved of pressure, so that the cutting profile is returned to its rest position by the restoring force.

[0019] In a further advantageous embodiment of the current collector according to the invention, the contact strip has a test channel pressurized via a compressed air line, which leaks if the contact strip breaks or is damaged. The pneumatic actuator can be supplied with compressed air from the compressed air line via a controllable valve, and the controllable valve can be actuated by the control unit. In this way, the pneumatic actuator can advantageously be supplied with compressed air from the compressed air line of the test channel of an automatic lowering device of the current collector. A separate compressed air supply for the pneumatic actuator can thus be eliminated.

[0020] In a further advantageous embodiment of the current collector according to the invention, the positioning device comprises an electromagnetic actuator by means of which the cutting profile can be adjusted between the rest position and the working position. Alternatively to the pneumatic actuator, the cutting profile can be formed by an electromagnetic actuator designed as a servo motor. In this case, the control device sends activation and deactivation signals to the electromagnetic actuator.

[0021] In a further advantageous embodiment of the current collector according to the invention, the adjusting device is configured to perform a translational or rotational position adjustment of the cutting profile between the working and rest positions. An actuating mechanism of the adjusting device, which can be actuated by the actuator, can mediate a variety of movement sequences of the cutting profile between the rest and working positions. Preferably, the cutting profile can be linearly displaced between a lower rest position and an upper working position. Alternatively, the cutting profile can be rotated or folded between the rest and working positions. For both types of position adjustment, adjusting mechanisms for a profile holder supporting the cutting profile, for example with linear guides or rotary joints, are available.

[0022] In a further advantageous embodiment of the current collector according to the invention, the contact strip consists of an electrically conductive material with a higher wear resistance than graphite. Preferably, the contact strip is made of copper or brass; other metallic materials with high electrical conductivity are also conceivable. In the operating position, the contact strip, along with the contact strip, participates in the electrical energy transfer between the contact wire and the vehicle. Due to the higher wear resistance of the strip material, its wear during the removal of the ice layer from the contact wire is reduced compared to a pure carbon contact strip, which increases the service life of a current collector according to the invention.

[0023] In a further advantageous embodiment of the pantograph according to the invention, the actuating device is designed such that the removal profile is arranged in the working position in front of the contact strip in the direction of travel of the vehicle. Here, the contact strip downstream in the direction of travel is protected by the removal profile during ice removal, and the contact strip can contact the ice-free contact wire. The downstream contact strip can be manufactured as a single piece.

[0024] In a further advantageous embodiment of the current collector according to the invention, the wear profile has an upwardly facing contact surface which, in the working position of the wear profile, is arranged parallel to and at the same height as an upwardly facing contact surface of the contact piece and which has a cutting edge at its leading edge in the direction of travel. In the working position, the contact surface and the contact surface lie in the same plane on which the contact wire rests, with the wear profile resting against the contact piece without a gap. This allows the wear profile and a profile holder to be supported on the contact piece and, if applicable, on the contact piece holder when grinding the contact wire. The cutting edge at the leading edge of the contact surface serves to break up and remove a layer of ice from the contact wire. The cutting edge can have a cutting angle in the range of 80° to 90°, preferably 90°.

[0025] A vehicle according to the invention, in particular a road vehicle or rail vehicle, comprises an electric or hybrid-electric traction drive and a pantograph according to one of the preceding claims. It may also include an electrical energy storage device from which traction energy for propulsion can be drawn when traveling on sections of track without overhead lines.

[0026] Further features and advantages of the invention will become apparent from the following description of an exemplary embodiment with reference to the drawings, in which Fig. 1 a vehicle with pantograph according to the invention in side view, Fig. 2 a rocker arm of the current collector according to the invention made of Fig. 1 in perspective view and Fig. 3. Schematically illustrate a cross-section through a contact strip of the current collector according to the invention.

[0027] According to Fig. 1 and Fig. 2 comprises an electrically or hybrid-electrically powered vehicle 1, for example a semi-trailer truck, and a pantograph 2, through which electrical energy from an overhead line system 3 can be fed into the vehicle 1 even while it is in motion. In the illustrated embodiment, the overhead line system 3 is designed as a two-pole system and comprises a contact wire 5 for each contact pole, stretched over a traffic lane 4. The contact wires 5, designed as forward and return conductors, are each suspended from support cables 7 via hangers 6 and form two longitudinal catenary systems, which are held above the traffic lane 4 by transverse support structures (not shown). The illustrated pantograph 2 is designed as a half-scissor pantograph and comprises an articulated support frame 8 with a lower arm 9 and two upper arms 10, each of which is pivotably connected to the lower arm 9 via a knee joint 11.The upper arms 10 carry, on the contact wire side, two contact rockers 13 arranged side by side in the longitudinal direction X of the vehicle and each supported by a rocker joint 12. Each contact rocker 13 has two contact strips 14, which are arranged parallel to a pivot axis D of the respective rocker joint 13 and one behind the other with respect to the longitudinal direction X of the vehicle. For linking the pantograph 2 to the vehicle 1, the lower arm 9 is pivotably connected to the vehicle 1 on the vehicle side via a base joint 15 and is supported on a linkage base 16. A lifting device 17 is coupled to the support linkage 8 such that the contact rockers 13 can be raised and lowered. The lifting device 17 can be designed as an air spring bellows which, when pressurized via suitable mechanical coupling means, generates a torque in the base joint 15 that raises the contact rockers 13.

[0028] In a lower parking position of the contact rockers 13, the support linkage 8 of the disconnected pantograph 2 is folded, so that the vehicle 1 does not exceed the maximum permissible vehicle dimensions for operation outside electrified lines and the pantograph 2 is in an electrically secured state. To connect the pantograph 2, the lower arm 9 is raised, with connecting and tension rods (not shown) forcing the upper arms 10 to be raised until the contact rockers 13, by being lifted in a vehicle-up direction Z, reach their Fig. The upper contact position shown in Figure 1 has been reached, in which an electrical contact is established between the contact strips 14 and the contact wires 5. For this to occur, the vehicle 1 must be positioned sufficiently centrally within the electrified lane 4 with respect to a transverse direction Y so that the contact points of the contact wires 5 lie within the working area of ​​the contact strips 14. Each contact strip 14 has an elongated contact piece 18 made of graphite and a contact piece holder 19 on which the contact piece 18 is mounted.

[0029] According to Fig. The pantograph 2 is arranged as a module behind a driver's cab 18 of the vehicle 1, which is designed as a semi-trailer tractor, and is supported directly or indirectly on a chassis 19 of the vehicle 1. The vehicle 1 includes an electric traction drive 20, which can be supplied with traction energy from the overhead line system 3 via the pantograph 2 while driving on the electrified lane 4. Away from the electrified lane 4, the traction energy can be provided by a vehicle-mounted energy storage device 21, which can also be charged with electrical energy from the overhead line system 3 via the pantograph 1 while driving on an electrified lane 4, or by a diesel generator (not shown).

[0030] According to Fig. 3. The pantograph 2 includes an adjustable removal profile 24 for the mechanical removal of an ice layer E adhering to the contact wire 5. Furthermore, the pantograph 2 includes a controllable adjusting device 25 for adjusting the position of the removal profile 24 as required between a working position according to Fig. 3, in which the wear profile 24, together with the contact piece 18, rests against the contact wire 5, and a rest position in which the wear profile 24, with the contact piece 18 resting against the contact wire 5, is spaced approximately downwards from the contact wire 5. The wear profile 24 can be designed by a shape and material selection described below such that, in the working position, it rests against the contact wire 5 and, when pressed against the contact wire 5 during travel, removes the ice layer E at least on a downwardly facing contact surface 26 of the contact wire 5. Furthermore, the pantograph 2 includes a control device 27 for controlling the actuating device 25 depending on a detected de-icing requirement.

[0031] The current collector 5 also includes a measuring device 28 for recording current and / or voltage measurements M I / Uwhen supplying traction energy during driving and for transmitting the recorded current and / or voltage measurements M I / U to the control unit 27. It has been shown that a measured value profile of the electric current flowing during energy transmission and / or the applied electric voltage allows conclusions to be drawn as to whether a layer E of hoarfrost or ice, or even an advanced ice buildup, adheres to the ground contact wire 5. The thicker the ice layer, the greater the associated insulation resistance, so that when traversing an iced contact wire 5, the measured current and / or voltage fluctuates more than when traversing an ice-free contact wire. The control unit 27 is designed to detect fluctuations in the current and / or voltage measured values ​​M recorded over a predefined period. I / U with a predefinable threshold value S I / U to compare and, if the threshold value S is exceeded or not reached,I / U to send an activation signal (AS) or deactivation signal (DS) to the actuator 25. To determine the extent of a fluctuation in the measured values ​​M I / U To determine, the control unit 27 is further designed to derive from the measured values ​​M I / U a mean and a standard deviation σ for a given period of time I / U calculated from this. The standard deviation σ I / U can then be used with the respective threshold value S I / U can be compared. If the threshold value S is exceeded during a journey I / U When the standard deviation σ is exceeded for the first time, the control unit 27 sends the activation signal AS to the actuating unit 25 to move the cutting profile 24 from its rest position to the working position. If the standard deviation σ decreases I / U again permanently below the threshold value S I / UThe control unit 27 sends the deactivation signal DS to the actuator 25 to return the cutting profile 24 to its rest position. The control unit is designed to send a deactivation signal DS to the actuator 25 only after a preset minimum activation period has elapsed. This prevents an undesirable series of rapid activations and deactivations of the actuator 25. The deactivation signal DS is only sent when the preset minimum activation period has expired without exceeding the threshold value S. I / U Once this has happened, the actuator 25 will actually be deactivated.

[0032] The actuator 24 indicates according to Fig.Figure 3 provides a pneumatic actuator 29, the pressurization of which exerts an actuating force on the cutting profile 24 in the direction of the working position, and a mechanical spring device 30, which exerts a spring-elastic restoring force on the cutting profile 24 in the direction of the rest position. The pneumatic actuator 29 is designed as a pneumatic cylinder. When the actuating device 25 is deactivated, the spring device 30 holds the cutting profile 24 in its rest position. Upon receiving an activation signal AS, the pneumatic actuator 29, against the restoring force of the spring device 30, moves the cutting profile 24 into its working position by means of the actuating force it exerts. As long as the actuating force acts on the cutting profile 24 by means of pressurization, it remains in the working position. Upon receiving a deactivation signal DS, the pneumatic actuator 29 is relieved of pressure, so that the cutting profile 24 is returned to its rest position by the restoring force.The contact strip 14 has a test channel 33 pressurized via a compressed air line 31 from a compressed air source 32, which becomes leaky if the contact strip 18 breaks or is damaged. The pneumatic actuator 29 can be supplied with compressed air from the compressed air line 31 via a controllable valve 34. The controllable valve 34 can be controlled by the control device 27. In this way, the pneumatic actuator 29 can advantageously be supplied with compressed air from the compressed air line 31 of the test channel 33 of an automatic lowering device of the current collector 2 (not shown in detail).

[0033] In the illustrated embodiment, the adjusting device 25 is configured to perform a translational position adjustment of the cutting profile 24 in the vehicle's vertical direction Z between the working and rest positions. An adjusting mechanism of the adjusting device 25, which can be actuated by the pneumatic actuator 29 and is not shown in detail, can, instead of linear displacement, mediate a variety of other movements of the cutting profile 24 between the rest and working positions; for example, the cutting profile 24 can be rotated or folded between the rest and working positions. For both types of position adjustment, adjusting mechanisms for a profile holder 35 supporting the cutting profile 24 are available, for example, with linear guides or rotary joints.

[0034] The wear profile 24 consists of an electrically conductive material with a higher wear resistance than graphite. Preferably, the wear profile 24 is made of copper or brass; other metallic materials with high electrical conductivity are also conceivable. In its operating position, the wear profile 24, along with the contact strip 18, participates in the electrical energy transmission between the contact wire 5 and the vehicle 1. Due to the higher wear resistance of the profile material, its wear during the removal of the ice layer E from the contact wire 5 is reduced compared to a pure carbon contact strip, which increases the service life of the pantograph 2.

[0035] The positioning device 25 is designed such that the removal profile 24 is positioned in the working position in the direction of travel V of the vehicle 1 in front of the contact strip 18. In this position, the contact strip 18, located downstream in the direction of travel V, is protected by the removal profile 24 during the removal of ice E, and the contact strip 18 can make uninterrupted contact with the contact wire 5 freed of ice E. The downstream contact strip 18 is a single piece. The removal profile 24 has an upwardly facing contact surface 36, which, in the working position of the removal profile 24, is parallel to and at the same height as an upwardly facing contact surface 37 of the contact strip 18. The removal profile 24 has a cutting edge 38 at a leading edge of the contact surface 36, viewed in the direction of travel V. In the working position, the contact surface 37 and the contact surface 36 lie in a plane on which the contact wire 5 rests, with the removal profile 24 resting against the grinding piece 18 without a gap.This allows the grinding profile 24 and a profile holder 35 to be supported on the grinding piece 18 and, if necessary, on the grinding piece holder 19 when grinding the contact wire 5. The cutting edge 38 at the front edge of the contact surface 36 serves to break up and remove an ice layer E from the contact wire 5. The cutting edge 38 can have a cutting angle in the range of 80° to 90°, preferably 90°. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 2 324 387 A

[0004] DE 103 37 937 A1

[0005] DE 10 2004 045 904 B4

[0006] EP 2 792 533 A2

[0007] DE 10 2016 013 065 A1

[0008] Cited non-patent literature

[0000] https: / / www.schunk-group.com / transitsystems / de / produkte / ersatzteile / eiskratzer-schleifstueck-p6372

[0010]

Claims

[1] Current collector (2) for an electrically or hybrid-electrically powered vehicle (1), in particular a road vehicle or rail vehicle, for supplying traction energy from an overhead line system (3) having at least one contact wire (5) installed along the track, comprising - a support frame (8) which can be supported on the vehicle (1) on the vehicle side and which carries at least one contact strip (14) on the contact wire side, - wherein the at least one grinding strip (14) comprises an elongated grinding piece (18) made of graphite and a grinding piece holder (19) on which the grinding piece (18) is attached, characterized by - an adjustable removal profile (24) for the mechanical removal of an ice layer (E) adhering to the least one contact wire (5), - a controllable positioning device (25) for adjusting the position of the cutting profile (24) as required between a working position in which the cutting profile (24) together with the contact piece (18) rests against at least one contact wire (5) and a rest position in which the cutting profile (24) is spaced away from the contact wire (5) when the contact piece (18) rests against the contact wire (5), and - a control device (27) for controlling the actuator (24) depending on a detected de-icing requirement. [2] Current collector (2) according to claim 1, further comprising - a measuring device (28) for recording current and / or voltage measurements (M I / U ) when supplying traction energy during driving and for transmitting the recorded current and / or voltage measurements (M I / U ) to the control unit (27). [3] Current collector (2) according to claim 2, - wherein the control device (27) is configured to detect fluctuations in the current and / or voltage measurements recorded over a predefinable period (M I / U ) with a predefinable threshold (S I / U ) to compare and, if the threshold is exceeded or not reached (S I / U ) to send an activation (AS) or deactivation (DS) signal to the actuator (25). [4] Current collector (2) according to claim 3, - wherein the control device (27) is configured to send a deactivation signal (DS) to the actuator (25) only after a preset minimum activation period has elapsed. [5] Current collector (2) according to any of the preceding claims, - wherein the actuating device (25) comprises a pneumatic actuator (29) whose pressurization exerts an actuating force on the cutting profile (24) in the direction of the working position, and a mechanical spring device (30) which exerts a spring-elastic restoring force on the cutting profile (24) in the direction of the rest position. [6] Current collector (2) according to claim 5, - wherein the grinding strip (14) has a test channel (33) pressurized via a compressed air line (31), which becomes leaky if the grinding piece (18) breaks or is damaged, - wherein the pneumatic actuator (29) can be supplied with compressed air from the compressed air line (31) via a controllable valve (34), and - wherein the controllable valve (34) can be controlled by the control device (27). [7] Current collector (2) according to any one of claims 1 to 4, - wherein the positioning device (25) comprises an electromagnetic actuator by means of which the cutting profile (24) can be adjusted between the rest position and the working position. [8] Current collector (2) according to any of the preceding claims, - wherein the adjusting device (25) is designed to perform a translational or rotational position adjustment of the cutting profile (24) between working and rest positions. [9] Current collector (2) according to any of the preceding claims, - wherein the removal profile (24) consists of an electrically conductive material with a higher wear resistance than graphite. [10] Current collector (2) according to any of the preceding claims, - wherein the positioning device (25) is designed such that the removal profile (24) is arranged in the working position in the direction of travel (V) of the vehicle (1) in front of the grinding piece (18). [11] Current collector (2) according to any of the preceding claims, - wherein the removal profile (24) has an upwardly facing contact surface (36) which in the working position of the removal profile (24) is arranged parallel and at the same height as an upwardly facing contact surface (37) of the grinding piece (18) and which has a cutting edge (38) at its leading edge as seen in the direction of travel (V). [12] vehicle (1), in particular road vehicle or rail vehicle, comprising - an electric or hybrid-electric traction drive and - a current collector (2) according to any of the preceding claims.

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