Direct current collector for a rail vehicle

Abstract

The invention relates to a direct current collector (100) for a rail vehicle (1). The direct current collector (100) for a rail vehicle (1) comprises a base (110), a lever device (11) which is arranged on the base (110) and has a pivot and translation function, and a contact arm (120). The contact arm (120) is pivotally coupled to the lever device (11) and comprises a positively polarized contact element (122) for collecting current and a negatively polarized contact element (123) for delivering current, the negatively polarized contact element being offset in the longitudinal direction in relation to the positively polarized contact element (122) and oriented in parallel therewith. The contact arm (120) and the lever device (11) have parallel horizontal pivot axes which extend transversely to the longitudinal direction of the contact arm (120). The invention also relates to a rail vehicle (1). The invention further relates to a conductor rail (200). In addition, the invention relates to a charging system (30). The invention further relates to a method for establishing and interrupting contact with a conductor rail (200) by a rail vehicle (1). In addition, the invention relates to a method for carrying out a charging process for a rail vehicle (1) using a stationary charging system (30).

Description

[0001] Description

[0002] DC pantograph for a rail vehicle

[0003] The invention relates to a DC current collector for a rail vehicle. The DC current collector is used to contact a conductor rail, which is electrically connected to a charging device, for a charging process for charging a traction battery of a rail vehicle. Furthermore, the invention also relates to a rail vehicle with a DC current collector according to the invention. The invention also relates to a conductor rail, which is likewise used in such a charging process. Furthermore, the invention relates to a stationary charging system. In addition, the invention relates to a method for contacting or decontacting a conductor rail. Furthermore, the invention relates to a method for carrying out a charging process for a rail vehicle with a stationary charging system.

[0004] Diesel-powered locomotives, which are not particularly environmentally friendly, are often used for operations on non-electrified rail sections. For environmental reasons in particular, there are considerations to use rail vehicles equipped with accumulators on non-electrified lines.

[0005] Accumulators, also referred to below as traction batteries or traction accumulators, must be electrically charged from time to time. This charging process preferably takes place when a rail vehicle is stationary. For the charging process, the rail vehicle contacts a power supply line via a pantograph, which is electrically connected to a stationary DC voltage source. Such a scenario is shown in FIG. 1.

[0006] Due to the high charging power, strong DC currents are used for the charging process. However, these strong currents cause problems at all contact points, which is further exacerbated by the fact that the rail vehicle is stationary during the charging process. Because the vehicle does not move, a significant increase in temperature occurs at the contact points between the pantograph and the power supply line, between the earth contacts and the wheelset axles, and at the wheel-rail transition. This temperature increase can lead to increased wear on the affected components, necessitating more intensive maintenance.

[0007] A second problematic phenomenon is that the strong DC currents cause unacceptably high DC magnetic fields in areas where the incoming current is not compensated by a parallel conductor carrying the return current. This poses a particular risk to people with electrically operated implants, such as pacemakers. Therefore, areas where such people might be present should be free of such strong magnetic fields. These magnetic fields generated by individual conductors can only be shielded over large areas with immense effort.FIG 2 shows a schematic representation of a charging circuit, wherein it can be seen that in a conventional arrangement a current conductor for a charging current forms a very extensive conductor loop, within which the personnel controlling the rail vehicle are also located and could therefore possibly be affected by the magnetic fields occurring in this area.

[0008] Traditionally, low limit values ​​for charging currents are specified for charging when the vehicle is stationary in order to avoid strong magnetic fields. In this way, regular power transmission elements of an electric rail vehicle can be used for this purpose. With conventional power supply, power is supplied via an overhead line or a third rail or a conductor rail and is derived or earthed via the wheels to the running rails. However, the low limit values ​​mentioned for the charging currents are a fraction of the currents that can be transmitted when the vehicle is in motion. This type of energy transfer is therefore also restricted to a fraction of the maximum traction power of a rail vehicle. Charging a traction battery of a rail vehicle while observing such limitations takes a very long time.

[0009] There are also charging systems that use a special type of plug-in connection. When a plug-in connection is used, similar to the charging systems for road vehicles, charging plugs with cables are used that have circular inner conductors, peripheral insulators, concentric return lines around the insulators and water cooling around the cable system in order to be able to dissipate large amounts of heat and conduct high currents. With a design like this, magnetic fields are limited by the paired arrangement of the supply line and return line and contact reliability is also ensured. However, the area of ​​application for these plug-in connections lies more in the area of ​​maintenance facilities for rail vehicles. Ongoing railway operations with regular charging phases during scheduled stops in stations or...However, such plug-in connections are not realistically suitable for use in train stations, as this design is complex and requires the charging plug to be plugged in and out of a socket installed on the rail vehicle, making it difficult to handle during ongoing operations. For example, a train driver must get out of their rail vehicle and plug the plug into their rail vehicle's socket before charging, and then remove it from the rail vehicle's socket again once charging is complete. If the train driver forgets to remove the charging plug, the charging system may be damaged when the train sets off.

[0010] The problem of strong magnetic fields in rail vehicles can be solved by consistently routing the current input and output lines in parallel, keeping the separation as short as possible. Such an arrangement requires a current collector with at least two poles, which not only collects the charging current but also returns the return current to the overhead line. This leaves the problem of reliably and wear-resistant contact with the overhead line using a current collector with at least two poles on a rail vehicle, whereby the contact should also be possible regardless of the direction of travel.

[0011] The task is therefore to enable reliable and low-wear charging of a traction battery of a rail vehicle with at least a two-pole pantograph.

[0012] This object is achieved by a DC current collector for a rail vehicle according to patent claim 1, a rail vehicle according to patent claim 11, a conductor rail according to patent claim 12, a stationary charging system according to patent claim 13, a method for contacting or decontacting a conductor rail according to patent claim 14 and a method for carrying out a charging process for a rail vehicle with a stationary charging system according to patent claim 15.

[0013] The DC current collector according to the invention for a rail vehicle, hereinafter also often referred to as "current collector" for short, has a base. The base serves to fasten the DC current collector to the roof of a rail vehicle. In particular, the base is firmly or immovably connected to the rail vehicle. Such a base preferably comprises a frame, particularly preferably a metal frame, to which the other components of the DC current collector are connected.

[0014] The DC current collector according to the invention further comprises a lever device arranged on the base with a pivoting and translation function. As explained in more detail later, the lever device has a plurality of levers pivotally connected to the base.

[0015] Finally, the DC current collector according to the invention has a contact arm which is pivotably coupled to the lever device and has a positively polarized contact element for current absorption and a negatively polarized contact element for current output, which is offset from the positively polarized contact element in the longitudinal direction of the contact arm and oriented parallel to the positively polarized contact element. The contact arm and the lever device have mutually parallel horizontal pivot axes which run transversely to the longitudinal direction of the contact arm. The contact elements are preferably aligned such that their contact surfaces are aligned transversely to the pivot plane of the contact arm, preferably perpendicular to the pivot plane of the contact arm.

[0016] When the DC current collector is not in use, the contact arm is arranged horizontally, transversely to the longitudinal axis of the rail vehicle. Furthermore, when arranged as intended on the roof of a rail vehicle, the contact arm is designed so that it can pivot about an axis oriented parallel to the longitudinal axis of the rail vehicle. The contact elements are arranged next to one another on the contact arm, or distributed at a predetermined distance in the longitudinal direction of the contact arm, and when arranged as intended, or when contacting a conductor rail, they are aligned horizontally, transversely to the longitudinal axis of the rail vehicle. The two differently polarized contact elements of the DC current collector are arranged on the contact arm of the DC current collector so that they are electrically insulated from one another, in order to avoid a short circuit between the two contact elements.

[0017] In contrast to the contact arms of conventional pantographs, the contact arm of the DC current collector, when properly positioned on the roof of a rail vehicle, is not oriented longitudinally but transversely. As explained in more detail later, this new arrangement offers several advantages.

[0018] The DC current collector according to the invention is designed for electrically charging a traction accumulator of a rail vehicle when the rail vehicle is at rest. A traction accumulator is to be understood as a rechargeable electrical energy storage device which is used in conjunction with a traction converter device and in particular a traction intermediate circuit of a rail vehicle for the mains-independent supply of traction units and preferably the other electrical functional units of a rail vehicle. Such a traction accumulator has a large number of accumulator cells connected together in parallel and in series and is designed as a high-voltage battery and for the provision of strong electrical currents in order to be able to provide sufficient power for the traction of the rail vehicle.Electrical voltages of 400 volts to 1000 volts are typical nominal battery voltages for powering heavy vehicles, such as rail vehicles. A traction accumulator typically also features a so-called battery management system, which prevents overloading of individual cells during energy extraction. The traction units comprise electric motors for driving the drive wheels of the rail vehicle. To supply the traction units with electrical current at a suitable voltage, the traction converter device comprises the aforementioned traction intermediate circuit.

[0019] A traction intermediate circuit is part of a traction converter system and provides direct current for different units of a rail vehicle. Such a traction intermediate circuit usually also has a drive pulse inverter for traction. Such a drive pulse inverter converts the direct current of the traction intermediate circuit into the three-phase current required by a traction motor, usually designed as a three-phase machine, or by several traction motors of the traction units. In traction operation, the drive pulse inverter converts the direct voltage of the intermediate circuit into a three-phase voltage of variable amplitude, frequency and phase for the three-phase machine (asynchronous or synchronous motor) and regulates this in terms of speed and torque.

[0020] As already mentioned, the lever device of the DC current collector according to the invention is mechanically coupled to the contact arm and is designed to actuate the contact arm to perform a combined pivoting and translational movement of the contact arm for contacting the contact arm with a busbar and for decontacting the contact arm from the busbar. The lever device has a plurality of levers with which the position and orientation of the contact arm can be controlled.

[0021] The positively polarized contact element of the DC current collector according to the invention is electrically connected to a current receiving line. The current receiving line is arranged between the positively polarized contact element of the current collector and a current input of the traction converter device of the rail vehicle. The negatively polarized contact element of the DC current collector according to the invention is electrically connected to a current output line. The current output line is connected between the negatively polarized contact element and a current output of the traction converter device of the rail vehicle. The current receiving line and the current output line are arranged and designed in pairs. A paired arrangement of two lines is intended to be an arrangement of these lines spatially close to one another, such that the area spanned by the lines is small in comparison to conventional arrangements of the lines.almost completely disappears. Typical distances for paired cables range from 200 mm to 500 mm.

[0022] The contact elements of the DC current collector according to the invention are preferably designed in such a way that the strong currents occurring during the charging process can be withstood without damage in order to enable charging with higher current intensities, in contrast to conventional rail vehicles.

[0023] The DC current collector is advantageously adapted to a multi-pole, preferably two-pole DC transmission. The paired routing of the power supply avoids critical current transfer at the wheels, rails and earth brushes of a rail vehicle. This improves electromagnetic compatibility. In particular, the paired routing of the power input line and the power output line or earthing line avoids magnetic fields in the area of ​​the driver's cab and on the outside of the rail vehicle. By avoiding earth currents via the wheels and rails, signaling systems are also significantly less disrupted. The paired current routing allows potential-free energy to be fed in. This makes earth fault monitoring in the power circuit possible.A ground fault of a load connected to the traction intermediate circuit does not immediately lead to a short circuit, because the direct current is no longer returned via the wheels, but rather via the negatively polarized contact element on the contact arm of the DC current collector. Avoiding such a short circuit is essential, especially for the safe operation of the traction accumulator.

[0024] The conductor rails to be contacted by the DC current collector during charging can be designed with an additional length in the longitudinal direction. This makes it easy to position a rail vehicle in the direction of travel without additional equipment. If the ends of the charging area and thus the ends of the conductor rails are accidentally driven over, no damage occurs, which is particularly advantageous compared to the conventional use of a plug-in device or the conventional use of fixed current collectors. By arranging the different poles of the current collector next to one another, the correct polarity for the contact between the current collector and the conductor rail is always specified, regardless of the direction of travel. This eliminates the need for detection devices or switching devices in the rail vehicle.The conductor rails contacted by the DC current collector can be permanently energized because they are located above the rail vehicle and can only be reached by the rail vehicle starting up and the pantograph extending. This means that communication between the rail vehicle and a stationary charging device is not necessary to switch on the charging device. The specific arrangement of the contact elements and the ability of the contact arm to pivot transversely to the direction of travel and the longitudinal direction enable an arrangement of conductor rail elements of different polarity that is symmetrical to the longitudinally oriented vertical center plane of the rail vehicle. The direction of travel of the rail vehicle is irrelevant for the contacting of these elements.Due to the symmetrical arrangement, two DC current collectors can be used simultaneously, which contact the conductor rail elements from different sides. This means that the charging current can be doubled compared to using just one DC current collector if the DC current collectors are arranged as a mirror image to the vertical center plane of the vehicle's longitudinal axis and are preferably slightly offset in the longitudinal direction, so that the conductor rail is thus accessible from two sides. In addition, the space required by the DC current collector according to the invention in the longitudinal direction of the rail vehicle is reduced compared to conventional current collectors which are arranged oriented in the longitudinal direction. The rail vehicle according to the invention has the DC current collector according to the invention.The DC current collector according to the invention is arranged transversely to the longitudinal axis of the rail vehicle in such a way that the pivot axes of the DC current collector are oriented parallel to the longitudinal axis of the rail vehicle.

[0025] Furthermore, the rail vehicle according to the invention comprises a traction converter device and a current receiving line and a current output line. The current receiving line and the current output line are arranged in pairs and connected between the DC current collector and the traction converter device. In detail, the current receiving line is connected between a positively polarized contact element of the current collector and an input of the traction converter device. The current output line is connected between a negatively polarized contact element of the current collector and an output of the traction converter device. Advantageously, the paired arrangement of the current receiving line and the current output line avoids an extensive conductor loop in the rail vehicle and thus prevents strong magnetic fields.Furthermore, the provision of a current output line and its return to the DC current collector allows the current to be returned via the DC current collector to a charging device and the traction converter device to be earthed via the current collector of the rail vehicle according to the invention, whereby temperature-related wear on the earth contacts and the wheelset shafts and at the wheel-rail transition can be avoided.

[0026] The conductor rail according to the invention has a mast which is preferably mounted on a base. Such a base can be arranged, for example, on the floor or a wall. The conductor rail according to the invention also comprises a conductor rail holder which is arranged on the mast. In addition, the conductor rail according to the invention has at least one first conductor rail element arranged at a first height position on the conductor rail holder and at least one second conductor rail element which is arranged at a second height position, which is different from the first height position, on the conductor rail holder. The conductor rail elements are arranged like an overhead line at a suitable height position which is located above a rail vehicle in the longitudinal vertical center plane of the rail vehicle or slightly offset to the right and left of the vertical center plane.

[0027] The busbar according to the invention preferably has precisely two busbar elements arranged opposite one another at a first height position on the busbar holder for contacting a contact element of a current collector with a first polarity, and precisely two second busbar elements arranged opposite one another at a second height position on the busbar holder for contacting a contact element of a current collector with a second polarity. Because the first and second busbar elements are arranged at different height positions, they can be contacted simultaneously from the side with the DC current collector according to the invention.If the first and second conductor rail elements are each double and oriented transversely opposite one another, two DC current collectors can be simultaneously contacted with one conductor rail, thus allowing double the amount of current to be transmitted during charging compared to using only one current collector. Furthermore, with a double design of the conductor rail elements, traction batteries of rail vehicles approaching the conductor rail according to the invention from different directions can also be electrically charged via one and the same conductor rail.

[0028] The stationary charging system according to the invention comprises a stationary two-pole or bipolar charger with a positive pole and a negatively polarized ground connection, and a power supply line system with a positively polarized power supply line and a negatively polarized ground line. Furthermore, the stationary charging system according to the invention comprises a busbar according to the invention, which is electrically connected to the stationary bipolar charger.

[0029] The two lines of the power supply line system are positioned such that the positively polarized power supply line of the charging system is electrically connected to a positively polarized contact element of the busbar according to the invention and the negatively polarized earthing line can be contacted with a negatively polarized contact element of the rail vehicle for power output of the rail vehicle.

[0030] Advantageously, a rail vehicle with a multi-pole pantograph can be supplied with electrical current and the return current can be diverted via the power supply line system. This ensures that charging and the return of the charging current within the rail vehicle can take place via paired power lines, thus avoiding a large-area conductor loop and the corresponding strong magnetic fields. Furthermore, in a stationary state during a charging process, a return current from a traction converter device of a rail vehicle supplied with charging current is diverted back via the pantographs, thus protecting the earth contacts of the protective earthing and the wheelset axles and the wheel-rail transition during a charging process.Furthermore, the use of a busbar with busbar contact elements arranged vertically offset from one another allows contacting of the busbar of the charging system according to the invention regardless of the direction of travel of the rail vehicle in question. Furthermore, the charging system according to the invention also has the advantages of the busbar according to the invention.

[0031] In the method according to the invention for contacting or de-contacting a busbar using a DC current collector, a lever device of the DC current collector according to the invention, which is mechanically coupled to a contact arm of the DC current collector according to the invention, is actuated. Furthermore, a combined pivoting and translational movement is carried out by the contact arm for contacting the contact arm with a busbar or for de-contacting the contact arm from the busbar by actuating the lever device.

[0032] During the contacting process, the contact arm is moved from a substantially horizontal position on the base of the DC current collector to a vertical position at the height of the busbar, so that the two contact elements of the DC current collector are brought into electrical contact with the two busbar elements of the busbar.

[0033] During the decontacting process, a reverse movement occurs, i.e., the contact arm is moved from a vertical position on the conductor rail to a substantially horizontal position on the base of the DC current collector. Advantageously, contacting a conductor rail can be performed virtually during ongoing operation and, with appropriate design of the conductor rail, from different directions of travel, without any additional action by the train driver. Decontacting can also be performed automatically, for example, when the rail vehicle starts moving, whereby the process can take place without human intervention.

[0034] In the method according to the invention for carrying out a charging process for a rail vehicle with a stationary charging system, the method according to the invention for contacting or decontacting a conductor rail is carried out by the rail vehicle or by an inventive DC current collector of the rail vehicle. Furthermore, a traction battery of the rail vehicle is charged by a charging current which flows via an electrical contact between the DC current collector of the rail vehicle and the conductor rail of the stationary charging system. Finally, the current collector is decontacted from the conductor rail by applying the method according to the invention for contacting or decontacting a conductor rail to decontact the DC current collector of the rail vehicle from the conductor rail of the stationary charging system.The charging process according to the invention takes place stationary and advantageously without the activities of additional personnel, so that the charging process can be carried out particularly efficiently during regular stop times.

[0035] The dependent claims and the following description each contain particularly advantageous embodiments and developments of the invention. In particular, the claims of one claim category can also be developed analogously to the dependent claims of another claim category and their description parts. Furthermore, within the scope of the invention, the various features of different embodiments and claims can also be combined to form new embodiments.

[0036] In a variant of the DC current collector according to the invention, the contact elements each have:

[0037] - an insulator,

[0038] - a spring element,

[0039] - a contact plate.

[0040] The insulator prevents the contact elements from short-circuiting with one another or the charging current from jumping to mechanical components of the DC current collector. The spring elements enable tolerances to be compensated for when contacting a busbar. The contact plates are preferably made from a particularly conductive material and are designed to be as large as possible and to correspond to the surface of the busbar elements in order to enable low-loss electrical contact between the DC current collector and a busbar and to enable the transmission of strong electrical currents between the DC current collector and the busbar. The contact arm of the DC current collector according to the invention preferably comprises a contact arm frame which has a supporting structure for the contact elements and contact arm cabling for the contact elements.The contact arm cabling supplies the charging current collected via the contact elements to the rail vehicle and the return current from the rail vehicle to the contact elements. The arrangement and design of the contact arm frame and the arrangement of the contact elements on the contact arm frame allow precise positioning of the contact elements relative to the corresponding conductor rail elements, thus enabling the transmission of a charging current between a conductor rail and a rail vehicle.

[0041] Furthermore, the DC current collector according to the invention preferably comprises a pivot bearing on the contact arm side between the contact arm and the lever device. The pivot bearing on the contact arm side allows the contact arm to be pivoted and the height and orientation of the contact arm to be adjusted to the positions and orientations of the busbar elements to be contacted.

[0042] The DC current collector according to the invention also preferably has a contact piece for current transmission via the first pivot bearing. The contact piece is used to bridge the contact arm-side pivot bearing with the charging current or the return current. Such a contact piece is particularly effective in the case of pronounced angular changes between components of the lever device and the contact arm.

[0043] In a preferred variant of the DC current collector according to the invention, the grinding piece has a grinding saddle which is firmly connected to the contact arm, and a grinding disk which is movable relative to the grinding saddle and which is firmly connected to the lever device or a pivot axis of the lever device. The grinding saddle has a smooth surface which is pressed against the grinding disk by means of small spring elements. The grinding disk rotates in the grinding saddle during a change in the angle between components of the lever device and the contact arm and constantly maintains electrical contact with the grinding saddle.

[0044] In a likewise preferred variant of the DC current collector according to the invention, the lever device has an upper lever and a lower lever. The two levers are pivotally connected to the base about an axis oriented parallel to the longitudinal axis of the rail vehicle via pivot bearings at a base-side end of the respective lever and are pivotally connected to the contact arm via pivot bearings at a contact arm-side end of the respective lever. Advantageously, the levers allow different positions and orientations of the contact arm to be realized, and in particular a lower end position of the contact arm for carrying the DC current collector during travel and an upper end position of the contact arm for charging operation, and a change between these end positions can be carried out.

[0045] In one embodiment of the DC current collector according to the invention, the base-side pivot bearing of the upper lever is arranged at a higher level than the base-side pivot bearing of the lower lever. Advantageously, the upper lever can be positioned in an almost horizontal position above the lower lever in the lower end position of the contact arm. This facilitates the "folding in" of the individual mechanical components in the lower end position of the DC current collector.

[0046] In one embodiment of the DC current collector according to the invention, the lower lever has two parallel lower lever arms which are pivotally connected to opposite sides of the base about a longitudinal axis and are pivotally connected to the contact arm about a longitudinal axis by means of a common pivot bearing. The lower lever arms and the upper lever act on different points on the contact arm. Preferably, the contact arm-side end of the lower lever is pivotally connected to the lever-side end of the contact arm and the contact arm-side end of the upper lever is connected to a position on the contact arm which is offset from the lever-side end of the contact arm, so that pivoting of one of the two levers not only changes the position of the contact arm but also “straightens” the contact arm up to a vertical position in the upper end position.Conversely, this also causes the contact arm to "fold in" from the upper end position to the lower end position.

[0047] The lever device of the DC current collector according to the invention is therefore preferably configured to move the contact arm into a vertical position when contacting a busbar, such that the two contact elements contact two busbar elements arranged one above the other. As already mentioned, the vertical arrangement of the busbar elements one above the other has the advantage that the busbar can be contacted on both sides, which enables approach from different directions of travel and simultaneous contact with the busbar from both sides.

[0048] In one embodiment of the DC current collector according to the invention, the contact elements of the DC current collector are designed to be temperature-resistant. The temperature resistance can be achieved on the one hand by the contact elements having a large contact surface, so that the electrical current density in the contact area is reduced. Furthermore, the contact surface of the contact elements can be adapted to the shape of the busbar in order to increase the contact surface and improve the contact. In addition, a material with high electrical conductivity is preferably used for the contact elements in order to reduce dissipation due to the current flow. Finally, a material which has high thermal conductivity is preferably used for the contact elements in order to be able to quickly dissipate the heat generated by the current flow and thus avoid temperature-related damage.

[0049] The rail vehicle according to the invention preferably has a protective earthing of the vehicle structure of the rail vehicle, electrically separated from the traction converter device, via the wheels to the running rails. Advantageously, return currents of the charging current do not flow via the running rails, thus preventing temperature-related wear on the earth contacts and the wheelset axles and at the wheel-rail transition.

[0050] In a variant of the rail vehicle according to the invention, the DC current collector or a control device of the DC current collector is designed to automatically change from the contact position with the power supply line system to a decontacted rest position when the rail vehicle is started, in order to prevent damage to the current collector or the conductor rail.

[0051] The conductor rail is preferably designed as an overhead line. This type of arrangement for the power supply line can be useful because charging can be started automatically by lifting the pantograph and contacting the overhead line, and can be ended by retracting the pantograph without anyone having to connect or disconnect an infrastructure-side charging device from the rail vehicle. An overhead line also offers a high level of safety for staff and passengers because they are sufficiently far away from the overhead line and are therefore not endangered by the charging current. Overhead lines preferably use thicker line sections designed like rails.

[0052] In a variant of the busbar according to the invention, the busbar elements with different polarities are dimensioned to have different lengths in the transverse direction. Advantageously, the contact areas of the busbar elements are positioned offset in the transverse direction, so that water dripping from the upper busbar element or ice hanging from it cannot impair the underlying busbar element or its contacting function.

[0053] The invention is explained in more detail below with reference to the accompanying figures using exemplary embodiments. They show:

[0054] FIG 1 is a schematic representation of a charging scenario for electrically charging a traction battery of a rail vehicle with a conventional stationary charging system,

[0055] FIG 2 is a schematic representation of a cable routing and a current flow in the charging scenario shown in FIG 1,

[0056] FIG 3 is a schematic representation of a charging scenario for electrically charging a traction battery of a rail vehicle with paired cable routing of the power supply and the power return,

[0057] FIG 4 is a perspective view of a DC current collector according to an embodiment of the invention on a rail vehicle roof,

[0058] FIG 5 is a schematic front view of a busbar according to an embodiment of the invention,

[0059] FIG 6 is a front view of a DC current collector according to an embodiment of the invention,

[0060] FIG. 7 shows a perspective view of a DC current collector according to an embodiment of the invention, FIG. 8 shows a front view of an ensemble of a DC current collector and a busbar at the beginning of a contacting process,

[0061] FIG 9 is a front view of the assembly shown in FIG 8 at the stage of approach of the DC current collector to the conductor rail,

[0062] FIG 10 is a front view of the assembly shown in FIG 8 and FIG 9 after electrical contact has been made,

[0063] FIG 11 a sectional view of an ensemble of a conductor rail and a DC current collector with linear drive,

[0064] FIG 12 a sectional view of an ensemble of a conductor rail and a DC current collector with rotary drive,

[0065] FIG 13 is an enlarged front view of a section of a DC current collector with mechanical and electrical components,

[0066] FIG 14 is a perspective view of the DC current collector shown in FIG 13,

[0067] FIG 15 is a perspective view of a section of a DC current collector with a contact piece for current transmission,

[0068] FIG 16 is a perspective view of a conventional DC current collector and a current collector according to an embodiment of the invention for comparison,

[0069] FIG 17 is a flow chart illustrating a method for contacting or de-contacting a busbar according to an embodiment of the invention, FIG 18 is a flow chart illustrating a method for carrying out a charging process for a rail vehicle according to an embodiment of the invention.

[0070] FIG 1 shows a schematic representation of a charging scenario for electrically charging a traction battery of a rail vehicle 1 with a conventional charging system 10.

[0071] FIG. 1 shows two scenarios simultaneously in which a rail vehicle 1 has approached a charging point or a conventional stationary charging system 10 with a stationary charging device 7 from different directions on a rail system with running rails 3. The left-hand half of FIG. 1 shows a rail vehicle 1 which was traveling from right to left on the rail system, and the right-hand half of FIG. 1 shows a rail vehicle 1 which was traveling from left to right on the rail system. In both cases, a traction battery of the respective rail vehicle 1 is charged by the stationary charging device 7, which sends direct electrical current via a charging line 2a to a power supply line 2, which is designed as an overhead line.The charging current of the stationary charging device 7 is transported to the rail vehicle 1 via the power supply line 2 designed as an overhead line and received there by a current collector 4 via sliding contacts (not shown) which are arranged on a so-called pallet of the current collector 4. The positive potential of the supplied direct current is symbolized in FIG 1 with a plus sign, which is shown both on the power receiving line of the rail vehicle 1 at the current collector 4 and on the power supply line 2 of the overhead line. In FIG 1 the running rails 3 are provided as return conductors and symbolized with a minus sign. The returned direct current is led back to the stationary charging device 7 via the running rails 3 and an earthing line 3a. The power supply line 2 and the running rails 3 are designed as single-pole conducting elements. The current collectors 4 are also designed as single-pole, centrally arranged current collectors.

[0072] FIG 2 shows a schematic representation 20 of a cable routing and a current flow in the charging scenario shown in FIG 1. FIG 2 shows how the charging current is conducted via the power supply line 2 to the current collector 4 of the rail vehicle 1 and from there via a current pickup line 4c in the form of a feed line to a traction converter device 8 of the rail vehicle 1 and to the traction accumulator 6. A return conductor 5a also leads from the traction converter device 8 to a combined protective and operational earth 5b, which hard earths the part of the intermediate circuit ZK of the traction converter device 8 that is at the negative potential. The earthing is also continued via the wheels 5c of the rail vehicle 1 to the running rails 3. The running rails 3 are also earthed.Due to the power supply line 2 and the return of the direct current via the running rails 3, a large part of the rail vehicle 1, more precisely the front part of the rail vehicle 1 located to the right of the power supply line 4c and the return conductor 5a in the illustration in FIG. 2, is enclosed in a current-carrying conductor loop. Consequently, during the charging process, a magnetic field is generated in this front part of the rail vehicle 1, which may have disruptive effects—or, in the case of train crew or passengers with pacemakers, even harmful effects.

[0073] FIG. 3 shows a schematic representation of a stationary charging system 30 for electrically charging a traction battery 6 of a rail vehicle 1 with a DC current collector 100 according to an exemplary embodiment of the invention. The representation shown in FIG. 3 differs significantly in several respects from the representation shown in FIG. 2. The charging system 30 according to the invention shown in FIG. 3 has an overhead line system with a power supply line 2 and two return lines 3b, although only one of the two return lines 3b can be seen in the side view in FIG. 3. The rail vehicle 1 also comprises a power receiving line 4c and a power output line 4d. The power receiving line 4c runs between a positively polarized contact element 122 (see FIG. 4) of the DC current collector 100 of the rail vehicle 1 and a current input 8a of the traction converter device 8.The current output line 4d, on the other hand, runs between a current output 8b of the traction converter device 8 and a negatively polarized contact element 123 (see FIG. 4), i.e. the earthing contact or the contact of the DC current collector 100 for the current return.

[0074] The earthing or return of the direct current from the traction converter device 8 therefore does not take place via a protective earthing 5d to the running rails 3, but via the overhead line system. In this way, the area of ​​the conductor loop formed by the power supply line 2, the current receiving line 4c or the feed line to the traction converter device 8, the current output line 4d and the return line 3b is greatly reduced in comparison to the area of ​​the conductor loop which occurs when the direct current is returned via the running rails 3 (see FIG 2). The area is essentially reduced to a partial area of ​​the traction converter device 8. This prevents the exposure of areas in the rail vehicle 1 to a magnetic field.Unlike the conventional cable routing, in the rail vehicle 1 shown in FIG 3 the protective earthing 5d is separated from the traction converter device 8.

[0075] 4 shows a perspective view 40 of a DC current collector 100 according to an exemplary embodiment of the invention on a rail vehicle roof 1a, the DC current collector 100 making contact with a conductor rail 200 for a charging process. As can be seen in FIG. 4, in order to make contact with the conductor rail 200, the DC current collector 100 is pivoted, unlike conventional methods, not about a transverse axis but about an axis which is arranged parallel to the longitudinal axis of the rail vehicle. The contact elements 122, 123 arranged on a contact arm 120 of the DC current collector 100 are thus arranged one above the other in the upper end position of the contact arm 120 of the DC current collector 100 and are directed onto two conductor rail elements 230, 240 of the conductor rail 200 with different polarity.4, the conductor rail elements 230, 240 are each designed to be opposite one another in pairs and have different polarities, so that a rail vehicle 1 coming from either direction can make contact with the conductor rail 200 using its DC current collector 100, or a single rail vehicle 1 with two DC current collectors arranged in opposite directions can make contact with the same conductor rail 200. In the latter variant, the two DC current collectors 100 are arranged slightly offset in the longitudinal direction so that they do not collide with one another. In this case, the conductor rail 200 is designed to be sufficiently long so that the two offset DC current collectors 100 can make contact with the conductor rail 200 from different sides simultaneously. The conductor rail 200 also comprises a mast 210 and a conductor rail holder 220 for positioning the conductor rail elements 230, 240 above a rail vehicle 1.

[0076] FIG. 5 shows a schematic front view of a busbar 200 according to an exemplary embodiment of the invention. Due to the need to route the positive and negative poles spatially close together when supplying power to the shore-side busbar 200, the shore-side busbar 200 has two poles. The busbar 200 comprises a mast 210 and a busbar holder 220, on which busbar elements 230, 240 are arranged. FIG. 5 shows two busbar elements 230 with positive polarity and two busbar elements 240 with negative polarity. The busbar elements 230, 240 are electrically insulated from the busbar holder 220 by insulators 250. The conductor rail 200 is positioned over a rail track (not shown) such that the center of the conductor rail holder 220 lies in the vertical center plane in the longitudinal direction of a rail vehicle positioned on the rail track.

[0077] The two conductor rail elements 230 with positive polarity and the two conductor rail elements 240 with negative polarity are therefore arranged symmetrically to the longitudinally aligned vertical center plane of the vehicle. This ensures that the DC current collector 100 (see FIG. 4) can contact the landside conductor rail elements 230, 240 with the matching contact elements 122, 123 regardless of the direction of travel. In this double arrangement of the conductor rail elements 230, 240, two DC current collectors 100 can be used simultaneously for very high charging power requirements of a rail vehicle, with one contacting the landside conductor rail 200 from the left and the other from the right. In this way, the strength of the charging current can be doubled.The ends of the busbar elements 230, 240 of different polarity are not arranged exactly one above the other in the transverse direction, but are slightly offset from one another, so that in the event of ice formation, an ice cone or the like is prevented from bridging the positive and negative poles and thus creating a short circuit.

[0078] FIG. 6 shows a front view of a DC current collector 100 according to an exemplary embodiment of the invention. The DC current collector 100 can be regarded as a kinematic construction. The DC current collector 100 comprises a frame 110 which is firmly connected to a rail vehicle roof 1a (see FIG. 4 and FIG. 16). The DC current collector 100 further comprises a lever device 11 which has an upper lever 130 and a lower lever 140. In addition, the DC current collector 100 comprises a contact arm 120 which is shown in the upper part of the illustration in FIG. 6 and which comprises contact elements 122, 123 for making electrical contact with a busbar 200. The upper lever 130 and the lower lever 140 are connected to the frame 110 via pivot bearings (see FIG. 7) so as to be pivotable about a pivot axis running horizontally in the longitudinal direction of the rail vehicle.Furthermore, the upper lever 130 and the lower lever 140 are pivotally connected to the contact arm 120 via a pivot bearing (see FIG. 7) about a horizontal pivot axis extending in the longitudinal direction of the rail vehicle. Electrical contact between the contact arm 120 and the upper lever 130 is established via a sliding contact piece 150.

[0079] 7 shows a perspective view of a DC current collector 100 according to an exemplary embodiment of the invention. FIG. 7 shows all of the pivot bearings of the DC current collector 100. A base-side pivot bearing 161 of the lower lever 140, which is shown in the lower part of FIG. 7, is formed between the frame or base 110 and the lower lever 140. A base-side pivot bearing 162 of the upper lever 130, which is shown in the bottom right of FIG. 7, is formed between the frame 110 and the upper lever 130. The base-side pivot bearing 162 of the upper lever 130 is arranged somewhat higher than the base-side pivot bearing 161 of the lower lever 140 on a base which is part of the frame 110. A contact arm side pivot bearing 163 of the lower lever 140 is formed between the lower lever 140 and the contact arm 120 and is shown in FIG 7 in the middle of the pictorial representation.A contact arm-side pivot bearing 164 of the upper lever 130, which is shown in FIG. 7 above the contact arm-side pivot bearing 163 of the lower lever 140, is arranged between the upper lever 130 and the contact arm 120. In this case, the contact arm-side pivot bearing 164 of the upper lever 130, unlike the contact arm-side pivot bearing 163 of the lower lever 140, is not located directly at the end of the contact arm 120, but rather offset somewhat further towards the contact elements 122, 123 on the contact arm 120. FIG. 8 to FIG. 10 show a series of images which illustrate a process of contacting a DC current collector 100 according to an embodiment of the invention with a busbar 200 according to an embodiment of the invention. The series of images shows the raising of the DC current collector 100 from the lower end position (see FIG 8) via an intermediate state (see FIG 9) into the upper end position (see FIG 10).

[0080] FIG 8 shows a front view of an assembly 80 of a DC current collector 100 and a conductor rail 200 in the lower end position or end position at the start of a contacting process. The DC current collector 100 lies folded up on the roof of a rail vehicle (not shown). The lower lever 140 and the upper lever 130 as well as the contact arm 120 of the DC current collector 100 lie almost horizontally one above the other. In the lower end position, which is shown in FIG 8, the DC current collector 100 has only a slight height. As a result, in the lower end position the clearance profile of a rail vehicle can be maintained or reduced, which can be particularly relevant when driving through tunnels or the like.

[0081] FIG. 9 shows a front view of the assembly 80 shown in FIG. 8 in the stage where the DC current collector 100 approaches the busbar 200. The contact arm 120, as well as the upper lever 130 and the lower lever 140, are positioned diagonally to the busbar holder 220 of the busbar 200.

[0082] FIG. 10 shows a front view of the assembly 80 shown in FIG. 8 and FIG. 9 after electrical contact has been made between the DC current collector 100 and the busbar 200. As can be seen in FIG. 10, the contact elements 122, 123 of the DC current collector 100 are in electrical contact with the busbar elements 230, 240 of the busbar 200. The contact arm 120 of the DC current collector 100 is oriented vertically for this purpose. FIG. 11 shows a sectional view of an assembly 80 of a DC current collector 100 and a busbar 200, wherein the DC current collector 100 has a linear drive 410. The lower end of the contact arm 120 is moved by means of the linear drive. A triangle is formed, the legs of which are the linear drive 410 and the lower lever 140.At the same time, the contact arm 120 is also pivoted about the contact-arm-side pivot bearing 164 of the upper lever 130, so that the contact arm 120 is raised to a vertical position. Such a linear drive 410 can comprise a pneumatic cylinder or a hydraulic cylinder and / or an electric linear motor. As usual in the explanation of the figures, the type of the mentioned drives is intended only as examples and in no way restrictive.

[0083] FIG. 12 shows a sectional view of an assembly 80 of a DC current collector 100 and a conductor rail 200, wherein the current collector 100 has a rotary drive 420. Such a rotary drive can have an electric motor, a rotary hydraulic motor, or a rotary pneumatic motor. Furthermore, it can include elements for transmitting the rotary motion, such as a chain, a toothed belt 430, gears, or the like.

[0084] FIG. 13 shows an enlarged front view of a section of a DC current collector 100 which includes the contact arm 120. FIG. 13 shows mechanical and electrical components which are required to carry an electrical charging current. The contact arm 120 has a contact arm frame 121 as its main mechanical element, on which a plurality of further mechanical and electrical components are arranged. The two contact elements 122, 123 of different polarity are arranged on the contact arm frame 121. The two contact elements 122, 123 each have contact plates 122a, 123a which are mechanically coupled to the contact arm frame 121 by spring elements 124 and electrically separated from the contact arm frame 121 by insulators 250. The spring elements 124 are required to compensate for tolerances in the transverse direction of the vehicle, in particular assembly tolerances, track position tolerances and transverse play.Furthermore, the spring elements 124 are used to set a certain contact force for the contact elements 122, 123.

[0085] The contact elements 122, 123 have copper plates or other electrically conductive materials as contacts, which provide sufficient surface area so that the necessary charging current can be transmitted. In particular, the contact elements 122, 123 are dimensioned such that all vertical tolerances, in particular assembly tolerances, track position tolerances and all tolerances from the car body, can be compensated for by the contact surfaces between the contacts or contact elements of the contact arm 120 and the contacts or the conductor rail elements 230, 240 of the conductor rail 200. For the transmission of an electrical direct current, the contact elements 122, 123 have connection points for a contact arm cabling 125, which can conduct strong direct currents.Furthermore, the DC current collector 100 has a contact piece 150 on the contact arm-side pivot bearing 164 of the upper lever 130, with which the charging current can be transferred from the wiring 125 of the contact arm 120 to a wiring 132 of the upper lever 130. From the wiring 132 of the upper lever 130, the current is then forwarded toward the rail vehicle. The upper lever 130 has an upper lever frame 131 on which the wiring 132 of the upper lever 130 is arranged.

[0086] FIG. 14 shows a perspective view of the DC current collector 100 shown in FIG. 13, wherein the DC current collector 100 is just contacting a busbar 200. FIG. 15 shows an enlarged perspective view of a section of a current collector 100 with a sliding piece 150 for transmitting current between the contact arm 120 and the upper lever 130. The sliding piece 150 comprises a sliding saddle 151 which is mechanically connected fixedly to the contact arm 120 and follows the movements of the contact arm 120. In addition, the sliding piece 150 comprises a sliding disk 152 which is mechanically connected to the contact arm-side pivot bearing 164 of the upper lever 130 and is electrically connected to the wiring 132 of the upper lever 130.The sliding saddle 151 comprises a flat electrical contact with the grinding wheel 152, which contact is maintained even during a pivoting movement about the contact arm-side pivot bearing 164 of the upper lever 130. Spring-loaded graphite pieces or spring-loaded brushes for contact transmission can be integrated into the sliding saddle 151. The DC current collector 100 comprises a separate sliding piece for each of the two contact elements 122, 123 of different polarity. These sliding pieces 150 (only one is shown) are arranged on opposite sides of the contact arm-side pivot bearing 164 of the upper lever 130. The sliding pieces 150 are required because, when the DC current collector 100 is extended and retracted, the contact arm 120 performs a large angular movement relative to the upper lever 130.Current transmission via a stranded wire, as is generally the case with conventional current collectors, is not effective or robust enough due to the large angular movement in the arrangement according to the invention. Both the grinding saddle 151 and the grinding wheel 152 are separated from supporting structures by insulators 250.

[0087] FIG. 16 shows a perspective view of a conventional current collector 4 and a DC current collector 100 according to an exemplary embodiment of the invention for comparison. The space required in the vehicle's longitudinal direction LR is much smaller for the DC current collector 100 according to the invention on the right in the illustration than for the conventional current collector 4 on the left in the illustration. FIG. 17 shows a flowchart 1700 illustrating a method for contacting or decontacting a busbar 200 by a DC current collector 100 according to an exemplary embodiment of the invention.

[0088] In step 17.1, a linear motor 410, which is mechanically coupled to a contact arm 120 of a DC current collector 100 according to an embodiment of the invention, actuates the contact arm 120, which is initially in a lower end position, as shown, for example, in FIG. 8, via levers 130, 140. As a result of this actuation, the contact arm 120 performs a combined pivoting and translational movement in step 17.11 until it reaches an upper end position (see FIG. 10), in which the contact elements 122, 123 of the contact arm 120 of the DC current collector 100 contact the busbar elements 230, 240 of the busbar 200.

[0089] FIG 18 shows a flowchart 1800 which illustrates a method for carrying out a charging process for a rail vehicle 1 with a stationary charging system 30 according to an embodiment of the invention.

[0090] In step 18.1, the method according to the invention for contacting a busbar 200 of a stationary charging system 30 by a current collector 100 according to the invention is carried out with steps 17.1, 17.11, as already illustrated in FIG. 17.

[0091] In step 18.11, a traction accumulator 6 of the rail vehicle 1 is charged by a charging current I, which flows via the contact 122, 240 between the current collector 100 and the conductor rail 200.

[0092] In step 18.III, the current collector 100 is decontacted from the busbar 200 by applying the method according to the invention for decontacting a busbar 200 of a stationary charging system 30.

[0093] Finally, it is pointed out once again that the methods and devices described above are merely preferred embodiments of the invention and that the invention can be varied by a person skilled in the art without departing from the scope of the invention, insofar as it is defined by the claims. For the sake of completeness, it is also pointed out that the use of the indefinite articles "a" or "an" does not exclude the possibility that the features in question may be present multiple times. Likewise, the term "unit" does not exclude the possibility that this may consist of multiple components, which may also be spatially distributed. Regardless of the grammatical gender of a particular term, persons with male, female or other gender identity are included.

Claims

Patent claims 1. DC current collector (100) for a rail vehicle (1), comprising: - a base (110) , - a lever device (11) arranged on the base (110) with a pivoting and translation function, - a contact arm (120) which is pivotally coupled to the lever device (11) and has a positively polarized contact element (122) for current absorption and a negatively polarized contact element (123) for current output, which is offset in the longitudinal direction of the contact arm (120) and oriented parallel to the positively polarized contact element (122), wherein the contact arm (120) and the lever device (11) have mutually parallel horizontal pivot axes which run transversely to the longitudinal direction of the contact arm (120).

2. DC current collector according to claim 1, wherein the contact elements (122, 123) each comprise: - an insulator (250) , - a spring element (124), - a contact plate (122a, 123a).

3. DC current collector according to claim 1 or 2, wherein the contact arm (120) comprises a contact arm frame (121), the contact elements (122, 123) and a contact arm wiring (125) of the contact elements (122, 123).

4. DC current collector according to one of the preceding claims, comprising a contact arm-side pivot bearing (163, 164) between the contact arm (120) and the lever device (11).

5. DC current collector according to claim 4, comprising a pivotable contact strip (150) for current transmission via the contact arm-side pivot bearing (164).

6. DC current collector according to claim 5, wherein the sliding piece (150) has a sliding saddle (151) which is fixedly connected to the contact arm (120), and a sliding disk (152) which is movable relative to the sliding saddle (151) and which is fixedly connected to the lever device (11).

7. DC current collector according to one of the preceding claims, wherein the lever device (11) has an upper lever (130) and a lower lever (140) which are pivotally connected to the base (110) via base-side pivot bearings (161, 162) which are arranged at a base-side end of the respective levers (130, 140) and are pivotally connected to the contact arm (120) via contact arm-side pivot bearings (163, 164) which are arranged at a contact arm-side end of the respective levers (130, 140).

8. DC current collector according to claim 7, wherein the base-side pivot bearing (162) of the upper lever (130) is arranged elevated compared to the base-side pivot bearing (161) of the lower lever (140).

9. A DC current collector according to claim 7 or 8, wherein the lower lever (140) has two parallel lever arms pivotally connected to opposite sides of the base (110) and pivotally connected to the contact arm (120) via a common pivot bearing (163).

10. DC current collector according to one of the preceding claims, wherein the lever device (11) is designed to move the contact arm (120) into a vertical position when contacting a busbar (200) such that the two contact elements (122, 123) contact two busbar elements (240, 230) arranged one above the other.

11. Rail vehicle (1) comprising: - a DC current collector (100) according to one of the preceding claims, which is arranged transversely to the longitudinal axis of the rail vehicle (1) such that the pivot axes (161, 162, 163, 164) of the DC current collector (100) are oriented parallel to the longitudinal axis of the rail vehicle (1), - a traction converter device (8), - a current receiving line (4c) and a current output line (4d) which are arranged in pairs and are connected between the DC current collector (100) and the traction converter device (8).

12. Busbar (200) comprising: - a mast (210) , - a conductor rail holder (220) on the mast (210), - at least one first busbar element (230) which is arranged at a first height position on the busbar holder (220) for contacting a contact element (122) of a DC current collector (100) with a first polarity, and at least one second busbar element (240) which is arranged at a second height position on the busbar holder (220) which is different from the first height position, for contacting a contact element (123) of the DC current collector (100) with a second polarity.

13. Stationary charging system (30) comprising: - a stationary bipolar charger (7) , - a busbar (200) according to claim 12, which is electrically connected to the stationary bipolar charger (7).

14. A method for contacting or de-contacting a busbar (200) according to claim 12 by a DC current collector (100) according to one of claims 1 to 10, comprising the steps: - actuating a lever device (11) which is mechanically coupled to a contact arm (120) of the DC current collector (100), - Execution of a combined pivoting and translational movement by the contact arm (120) for contacting the contact arm (120) with the busbar (200) or for de-contacting the contact arm (120) from the busbar (200), mediated by the actuation of the lever device (11) • 15. A method for carrying out a charging process for a rail vehicle (1) according to claim 11 with a stationary charging system (30) according to claim 13, comprising the steps: - Carrying out the method according to claim 14 for contacting a busbar (200) of the stationary charging system (30) by a DC current collector (100) of the rail vehicle (1), - charging a traction accumulator (6) of the rail vehicle (1) by a charging current (I) which flows via an electrical contact between the DC collector (100) of the rail vehicle (1) and the conductor rail (200) of the stationary charging system (30), - Carrying out the method according to claim 14 for de-contacting the DC current collector (100) of the rail vehicle (1) from the conductor rail (200) of the stationary charging system

Images