Power supply for acquisition units

Abstract

The invention relates to a power supply device (1) for supplying power to consumers arranged on a railway vehicle, the power supply device (1) being arranged to generate a supply voltage for the consumers (2) from a voltage applied to a conductor (4), the power supply device (1) being provided with a transmitting electronics (5) and a bypass conductor (6) electrically conductively connected to the consumer (2) via the transmitting electronics (5), the transmitting electronics (5) being switched between the bypass conductor (6) and the consumer (2), the bypass conductor (6) being electrically conductively connected to the conductor (4) by means of two fixed junctions (8) and arranged such that a potential difference exists between the fixed junctions (8) and the bypass conductor (6) such that the bypass conductor (6) generates an output voltage, the transmitting electronics (5) being arranged to generate a supply voltage for the consumer (2) from the output voltage.

Description

[Technical field]

[0001] The invention relates to a power supply device for supplying power to consumers (energy consumers, consumers) arranged on a railway vehicle, the consumers being preferably an acquisition unit for monitoring an operating unit of the railway vehicle, the railway vehicle comprising a power supply device configured to generate a supply voltage for the consumers from at least one conductor and a voltage applied to said conductor, a transmission electronics and a bypass conductor electrically connected to the consumers via said transmission electronics, the transmission electronics being switched between the bypass conductor and the consumers, the bypass conductor being electrically connected to the conductors of the railway vehicle, in particular to a current collector, by means of two fixed junctions, a potential difference being present between the fixed junctions, the bypass conductor being configured to generate an output voltage for the bypass conductor that is lower than the potential difference in the conductors between the fixed junctions, the transmission electronics being configured such that the transmission electronics generates a supply voltage for the consumers from the output voltage of the bypass conductor.

[0002] Furthermore, the invention relates to a monitoring system, in particular an acquisition unit for monitoring rail vehicles, comprising a power supply device and a method for supplying power to consumers. [Background technology]

[0003] Basically, devices and methods are known for supplying electrical power to consumers of rail vehicles and for monitoring the rail vehicle and / or its operating units. In the known devices and methods, the state of the operating units is monitored and / or measurements and / or data are measured, for example by means of sensors that are directly attached to the rail vehicle and / or the operating units. For example, a line pressurized with compressed air can be arranged in the contact strip of the roof current collector, from which the compressed air escapes in case of a break or complete wear of the contact strip and the contact strip is lowered by the contact wire. Alternatively, the pressing force of the contact strip against the contact wire, the wind speed or other environmental and operating parameters can be measured by suitably installed sensors and used to operate and control other roof current collectors or operating units of the rail vehicle. Summary of the Invention [Problem to be solved by the invention]

[0004] A large number of sensors can be used to monitor the operating unit, which can be powered wired or wirelessly. A wired power supply, which draws power directly from the power network, generally entails high material and wiring costs or is excluded due to the power supply requirements. In mobile applications, such as for example the use of acquisition units with sensors in or on mobile means such as trains, cars or aircraft, self-contained, wireless or off-grid power supplies are often preferred over wired power supplies due to their requirements. Furthermore, when using acquisition units in mobile applications, especially on rail vehicles, it is not possible to connect directly to the rail vehicle's power supply or it is undesirable to intervene in the current on-board power supply. Known acquisition units with a wireless power supply, i.e. with a sensor system that is not directly connected to the power supply, are generally only powered by a battery or an accumulator. However, in this case there is the disadvantage that the acquisition unit requires more maintenance, since the battery must be replaced or the accumulator recharged periodically. Furthermore, external influences have a significant impact on the life of the battery or accumulator. For example, temperature fluctuations can lead to faster discharges or seasonal or climatic conditions can require shorter maintenance intervals, especially in cold regions, which is undesirable as it leads to increased effort, especially if the consumer, acquisition unit or power supply unit is difficult to access.

[0005] In order to enable a power supply for the sensor independent of a battery or accumulator, various local current supply devices for sensors are known in the prior art. In this context, it has been proposed, for example, to enable the sensor unit to be powered inductively. For example, it is known in the prior art to inductively couple a first conductor, which connects an inverter to a motor of a rail vehicle, to a second conductor, which then generates the operating voltage required to operate a consumer device electrically connected to the second conductor. However, this solution has the disadvantage that it can only be used in AC power networks.

[0006] The object of the invention is therefore to propose a power supply device and a method for locally generating a voltage and supplying power to consumers located on railway vehicles, which power supply device can be operated both on DC voltage networks and on AC voltage networks without the need for batteries, accumulators or complex cable connections for supplying power. [Means for solving the problem]

[0007] This object is achieved by a power supply device having the features of claim 1.

[0008] The device according to the invention for powering consumers arranged on a rail vehicle is an acquisition unit for monitoring the consumers, preferably the rail vehicle, in particular for monitoring an operating unit, the rail vehicle having at least one conductor and configured to generate a supply voltage for the consumers from a voltage applied to the conductor. To supply the consumers with power, the power supply device comprises a transmitting electronics and a bypass conductor electrically connected via the transmitting electronics to the consumers, the transmitting electronics being switched between the bypass conductor and the consumers. The bypass conductor is electrically connected by two fixed junctions to the conductors of the rail vehicle, in particular to a current collector. In this respect, the fixed junctions are arranged such that the largest possible potential difference on the conductors, preferably on the current collector, exists between the fixed junctions, the bypass conductors being configured to generate an output voltage that is lower than the potential difference of the conductors between the fixed junctions. From this output voltage of the bypass conductor, which is taken off via the bypass conductor, the supply voltage for the consumers is generated by the transmitting electronics. This allows the generation and supply of the voltage to the consumers locally, i.e. in the immediate vicinity of the consumers.

[0009] In the present invention, the consumer is a power consumer. Preferably, the consumer is configured as an acquisition unit. In the present invention, the acquisition unit may comprise a sensor device fixedly arranged on the corresponding operating unit or on the rail vehicle. The sensor device may then comprise a sensor which can detect for example the function and the operating time of the corresponding operating unit. If the acquisition unit also comprises a transmission device, it can transmit a data set, such as the name of the operating unit and the values ​​detected by the sensor, to a higher-level unit.

[0010] In the present invention, the operating unit can be a current collector, a grounding brush, a lubricating device, a contact strip, a polishing device, a contact brush, and the like.

[0011] In the present invention, the current collector can be configured as a roof current collector, a roof charging current collector, an inverted roof charging current collector, an underfloor current collector, or a third rail current collector.

[0012] In the present invention, the conductor is any electrical conductor, for example a cable, which can be connected in an electrically conducting manner to the bypass conductor, and which generates a voltage drop large enough to supply the consumer with the supply voltage required for operating the consumer. Preferably, the conductor is a main current conductor. In the present invention, the main current conductor relates to a conductor which supplies the rail vehicle with current from a higher-level power transmission network. Preferably, the conductor connects the motor of the rail vehicle to a current transfer point, which is formed, for example, between a current collector and a catenary to which a high voltage is supplied. The current collector may therefore comprise a part of the main current conductor and / or at least one conductor of the rail vehicle. Preferably, the main current conductor also supplies the components of the rail vehicle, such as the drive motor of the rail vehicle, with a high voltage. Catenaries commonly used in Germany are at a high voltage potential of 15 kV with respect to earth potential. However, it is also conceivable to operate the device according to the invention with other known running current networks. Depending on the type of power supply, i.e. direct or alternating current, and on the voltage applied, rail vehicles with a power output of the order of several MW draw currents from this type of catenary, which can reach up to several thousand A. The rail vehicle is supplied with power from a transmission point by means of a power distribution system which may include a main conductor and a number of conductors connected to it. In order to prevent damage due to high potential differences, in particular when located on the roof of the rail vehicle, the power supply and / or consumers may be operated insulated on the conductors, in particular on the main conductor, without any electrical connection to the body of the rail vehicle.

[0013] The fixed joints are used to fix the bypass conductor in electrical communication with the conductor of the rail vehicle, preferably the main conductor, and a potential difference exists between the fixed joints, which potential difference is used in the bypass conductor to generate an exit voltage lower than the potential difference between the fixed joints in the conductor. The bypass conductor is preferably arranged along a portion of the conductor, preferably on a current collector, contact strip, sliding device or contact brush. The resistance of the bypass conductor can be changed, which means that the exit voltage transmitted to the transmitting electronics can be changed. For example, the resistance of the bypass conductor can be adjusted based on the length of the conductor, the material of the conductor and / or the cross-sectional area of ​​the conductor. In the present invention, it has been found that the resistance of the bypass conductor correlates with the voltage drop during current consumption by the consumer. In this respect, it has also been found that the resistance of the bypass conductor should be as small as possible so that the voltage drop across the bypass conductor when the consumer takes in current is as small as possible. The potential difference between the fixed joints can also be changed, for example, by changing the distance or the length of the bypass conductor between the two fixed joints. The bypass conductor and the fixed joint are also preferably arranged at a high potential difference. Furthermore, if the consumer equipment is electrically connected to the base frame of the railway vehicle and the consumer equipment itself is used as a second fixed junction, one fixed junction is sufficient to generate an outlet voltage in the bypass conductor which is used to generate the supply voltage for the consumer equipment.

[0014] The power supply device according to the invention can also be used to supply power to several consumers. It can therefore also be used to supply several acquisition units for acquiring data at different points of the railway vehicle and can therefore be operated without a battery or accumulator. In the present invention, a battery is a storage device in which the power is stored entirely in the battery in electrochemical form. In the present invention, an accumulator is a rechargeable battery.

[0015] The sending electronics are configured such that they generate the supply voltage of the consumer from the outlet voltage of the bypass conductor. The sending electronics according to the invention therefore make it possible to adapt the outlet voltage of the bypass conductor in order to supply the consumer without damaging the consumer itself or impairing its operation, since the outlet voltage of the bypass conductor may for example fluctuate and / or have voltage peaks which should not be transmitted to the consumer in the course of supplying it. In this way, with the power supply according to the invention it is possible to supply the consumer with power in a simple and reliable manner without the use of batteries or accumulators which are subject to maintenance. By attaching a simple additional conductor to the conductors, which acts as a bypass conductor, complex structures and complex or even impossible wiring due to different potentials are avoided. A further advantage of the power supply according to the invention is that the power supply can be operated both in DC and AC voltage networks, since the bypass conductor allows for the tapping of AC or DC voltage. The power supply, in particular the bypass conductor, is connected directly, preferably at high potential, to the conductor via a fixed joint, which makes it possible to avoid any intervention in the internal electrical system of the railway vehicle and also makes common use on different railway vehicles possible, regardless of the operator of the railway vehicle.

[0016] It is conceivable that the outlet voltage of the bypass conductor is used unmodified by the sending electronics as the supply voltage for supplying the consumer. According to a preferred embodiment, however, the sending electronics may comprise a component for current or voltage transformation, by means of which the outlet voltage of the bypass conductor is transformed in such a way that it differs from the supply voltage of the consumer. In the present invention, the current or voltage transformation component can be configured as a current or voltage limiting component or as a current or voltage reducing component or as a current or voltage increasing component. The voltage transformation component can be, for example, an AC (alternating current) or DC (direct current) voltage converter. A DC / DC converter is an electric circuit which converts a direct current voltage supplied to its input into a higher, lower or inverted direct current voltage. In the present invention, an AC voltage converter is an electric component which converts an AC input voltage present at the input of the AC voltage converter into an AC output voltage which can be taken at the output of the AC voltage converter. The output voltage of the AC voltage converter may be smaller, larger or equal to the input voltage of the AC voltage converter. Preferably, the voltage is stepped up using a step-up converter, whose output voltage is always larger than the input voltage. The output voltage of the bypass conductor is preferably stepped down using a step-down converter, whose output voltage value is always smaller than its input voltage value. For example, an input voltage of the voltage transformation component between 0.35V and 16V can be converted by the voltage transformation component to an output voltage of 3.8V. In this way, the supply voltage of the consumer can be reliably and efficiently provided. Preferably, the voltage transformation component provides a DC voltage. More preferably, the voltage transformation component provides a low voltage of 3.8V. Most preferably, the voltage transformation component provides a DC voltage of 3.8V. The voltage transformation can be performed before or after rectification, or separately from rectification.

[0017] The sending electronics may comprise a rectifying component, which rectifies the AC voltage taken from the bypass conductor and can then supply a DC voltage as supply voltage to the consumer. As rectifying components known rectifiers can be used. Semiconductor rectifiers are preferred. Instead of or in addition to rectifying components, the sending electronics may comprise current-limiting or voltage-limiting components. Such current-limiting or voltage-limiting components allow protection against overvoltages or excessive currents in a simple manner. This ensures that overvoltages or overcurrents do not damage or impair downstream components of the sending electronics or consumer. Electronic components such as suppression diodes or varistors which provide separate overvoltage protection can be used as voltage-limiting components. However, preferably, active limiters are used as current-limiting or voltage-limiting components. Such active limiters continuously measure the voltage or current on their supply line and isolate downstream elements in the event of overvoltages and / or overcurrents. An active voltage limiter is particularly preferred.

[0018] If the conductors are fed by an AC voltage network, i.e. if an AC voltage is present in the conductors and in the bypass conductors, the outlet voltage of the bypass conductors, which is present as an AC voltage, must be rectified, preferably using an active limiter in combination with a rectifier, before being supplied to the consumers. If the conductors of the rail vehicle are fed by a DC voltage network, i.e. if the conductors and the bypass conductors are supplied with a DC voltage, then there is no need to rectify the outlet voltage of the bypass conductors, since the DC voltage required for supplying the consumers is already present, and the rectifying components of the transmission electronics can be omitted. Since the transmission electronics comprises rectifying components and / or current limiting or voltage limiting components, the power supply device according to the invention can be used both in rail vehicles operated on a DC voltage network and in rail vehicles operated on an AC voltage network.

[0019] The sending electronics of the power supply device can be configured to have at least one storage component, preferably a charging electronics with at least one capacitor. The storage can be used to compensate for cases where the bypass conductor does not provide an outlet voltage for generating the supply voltage for the consumers due to a too low or non-existent voltage drop in the bypass conductor. This ensures reliable operation of the consumers even when the power supply from the bypass conductor is insufficient, for example during downtimes at a train depot or during short braking situations during operation. A capacitor is preferred as the storage component, which is powered via the charging electronics. Furthermore, so-called supercapacitors, which are powered by the charging electronics, are preferably used as storage components. It is conceivable that the voltage conversion components and / or rectification components and / or current or voltage limiting components are also powered by the storage device. It is also conceivable that the system is powered by an additional emergency battery, which can be replaced if necessary, when the storage system is fully discharged. However, this emergency battery is only used in exceptional cases, so that the maintenance and replacement intervals are relatively long.

[0020] The power supply device may comprise a monitoring electronic component for monitoring the voltage transformation component, in particular the voltage converter. The voltage transformation component can be initially started (ignited) by a pulse preferably generated by the energy storage component. The monitoring electronic component for monitoring the voltage transformation component monitors in particular the initial operation of the voltage transformation component, preferably the voltage converter, and prevents unwanted start-up processes, for example in case of unstable outlet voltages of the bypass conductor. In this way, the monitoring electronic component contributes to a safe operation of the consumer and prevents unwanted discharge of the energy storage component by preventing unwanted start-up processes.

[0021] The bypass conductor can be configured in the form of a mainly straight conductor, which in turn means that the bypass conductor is preferably a non-branched and / or non-wound conductor. This has the advantage that, in comparison with the case of supplying power by induction, no complicatedly wound conductors are required to tap off the voltage at the conductor. Furthermore, the bypass conductor is preferably configured as a wire or twisted wires, so that the bypass conductor can be easily manufactured from standardized cables or wires available on the market.

[0022] The input resistance of the bypass conductor and / or the consumer can be greater than the internal resistance of the conductor. This advantageously means that the current through the bypass conductor is reduced and the voltage is significantly lower. Preferably, the internal resistance of the conductor results in a voltage drop of at most 100 V between the two fixed junctions, with a voltage of at least 0.2 V, but not more than 16 V, in the bypass conductor.

[0023] It has been found to be advantageous if the potential difference between the fixed junctions is at most 100 V. Since the potential difference between the current transfer points of the conductors, in particular the main current conductors, e.g. the contacts of the current collector and the catenary and the earth potential is usually several thousand V, preferably 15 kV, it may be necessary to take a low voltage between the two fixed junctions by means of a bypass conductor in order to avoid damage to the power supply and the consumers. In order to avoid such damage, it is conceivable to arrange the fixed junctions in the conductors in such a way that the potential difference between them is at most 100 V, so that the voltage that can be taken by the bypass conductor is also at most 100 V. Preferably, an outlet voltage of the bypass conductor of between 0.1 V and 4 V, more preferably 0.4 V, is generated by the bypass conductor.

[0024] The supply voltage of the consumer device, which can be powered by the sending electronics connected downstream of the bypass conductor, is preferably 3.3 V. If charging electronics are provided, their input voltage is preferably 3.8 V and the input voltage of the voltage transformation component is preferably 0.35 V to 16 V. Due to the need to adapt the supply voltage to the requirements of the consumer device, it may be necessary to increase the voltage available in the bypass conductor if the voltage available in the bypass conductor is relatively low and lower than the supply voltage required to supply the consumer device.

[0025] To compensate for an insufficient supply of power to the conductors and thus to the consumers, the power supply may comprise a power generation unit. The power generation unit may be configured as a fuel cell, a photovoltaic generator, a piezoelectric generator, a kinetic generator and / or a thermoelectric generator. For example, energy from different energy sources such as wind power, photovoltaic power, dynamic pressure, kinetic energy, for example due to the operation of an operating unit or parts of an operating unit, temperature gradients or pressure changes, may be used to supply the consumers with power by the power generation unit. The power supply may comprise a power generation unit in addition to the bypass conductor. However, it is also conceivable that the power supply does not include a bypass conductor, but consists only of a power generation unit and transmitting electronics, allowing a completely self-contained operation without dependence on an external power network.

[0026] The monitoring system according to the invention comprises at least one power supply device according to the invention and a consumer device configured as an acquisition unit and for monitoring the rail vehicle, in particular for monitoring the operating units, by means of which data can be recorded on various properties of the corresponding operating units. The operating units of the rail vehicle monitored by the acquisition unit can be, for example, current collectors, grounding brushes, lubricating devices, contact strips, sliding devices, grounding brushes, shaft grounding devices, etc. In this context, properties are to be understood as object-specific properties of the operating units. Properties are object-specific properties of the operating units. Properties can be selected from the following types of properties: identifier, year of manufacture, vehicle, use, running time, material, wear, faults, damage, position, image, sound, recording time, etc. Data is to be understood in the present invention as meaning values ​​of properties, such as actual measurements for recording wear of the operating units. Data can be, for example, designation, serial number, year, date, vehicle type, measured values, fault description, damage description, position details, image file, sound file, time, duration, etc.

[0027] If the operating unit is a roof collector and / or a pantograph, preferably the following characteristics can be used: type of collector strip, material of the collector strip, initial height and wear height, running time of the vehicle in kilometers, running time of the collector in kilometers, wear details of the first collector strip in millimeters, wear details of the second collector strip in millimeters.

[0028] If the operating unit is a third rail current collector, preferably the following characteristics can be used: fuse type, current collector strip type, current collector strip material, initial and worn height, vehicle running time in kilometers, current collector running time in kilometers, current collector strip wear details in millimeters.

[0029] If the operating unit is a ground brush, preferably the following characteristics can be used: material of the collector ring, material of the brush, cross-sectional area of ​​the brush, initial height and worn height, running time of the vehicle in kilometers, running time of the ground brush in kilometers, wear details of the carbon brushes in millimeters.

[0030] If the operating unit is a shaft grounding system, preferably the following characteristics can be used: parallel feed material, fiber material, fiber cross-sectional area, initial cross-sectional area and wear height, vehicle travel time in kilometers, grounding system travel time in kilometers, wear details of the first fiber and second fiber in millimeters.

[0031] If the operating unit is a wheel flange lubrication system, preferably the following characteristics can be used: material of the lubrication pin, initial and worn length, vehicle running time in kilometers, lubrication pin running time in kilometers, wear details in millimeters.

[0032] The monitoring system according to the invention can also be used for monitoring rail vehicles having several operating units of the same and / or different types. It is also conceivable that the monitoring system comprises several acquisition units for recording data from the operating units. Each of the several acquisition units may be connected to a separate power supply or one independent power supply may power the several acquisition units.

[0033] Advantageously, data recorded by the acquisition units for different characteristics of the operating unit can be assigned to these characteristics. The data can be represented by values, characters or files. The characteristics together with the assigned data form a data set that can be transmitted by the respective acquisition unit to the monitoring unit. The monitoring units can be part of the monitoring system or belong to another system as a superior and / or subordinate unit. It is also conceivable that the monitoring system has several acquisition units, the data sets of which are transmitted to at least one separate monitoring unit and integrated there, several monitoring units can also be present, for example for different applications. The data sets are stored in a database of the monitoring units and are processed continuously or as required by an evaluation device of the monitoring units. The monitoring units and / or the evaluation device can be formed by a computer on which a software application is installed. In order to correlate the data sets, a pattern analysis of the data sets can be performed by the evaluation device and output by means of an output device, for example a screen. This pattern analysis makes it possible to determine interrelationships between the data sets, if any exist. From the correlations, causal relations can then be derived at regular intervals and used to optimize the operation of the monitored rail vehicle. For example, the occurrence of a fault in a particular type of operational unit can be correlated with a particular type of rail vehicle, allowing the cause of the fault and / or the causal relationship between the fault and the rail vehicle to be identified and the fault to be targeted for elimination.

[0034] The monitoring system may comprise an acquisition unit with a sensor device fixedly arranged on the corresponding operating unit or on the rail vehicle, and the sensor device may comprise, for example, a sensor capable of measuring the function and the operating time of the corresponding operating unit. For example, the sensor device can be used to record data on the wear of parts of the operating unit. The sensor device is preferably used to detect wear of the current collector, more preferably to detect wear of the contact strips of the current collector.

[0035] The acquisition unit of the monitoring system may have a transmitting device that is fixedly arranged on the corresponding operating unit or rail vehicle. This transmitting device can then transmit data sets, in particular data recorded by the sensor device, preferably to the monitoring unit. For example, the transmitting device can transmit a data set consisting of the type designation of the operating unit, the values ​​measured by the sensor and also the operating time. The transmitting device then assigns the data recorded for the sensor to the corresponding characteristic. It may also be the case that the transmitting device already stores the data set to be transmitted, such as the serial number or year of manufacture of the operating unit or rail vehicle. The data can be transmitted via a data connection. In principle, the data connection can be formed by a cable connection. Furthermore, the data connection can also be a wireless connection or another suitable type of data connection. The data connection can be established continuously, at regular intervals or on an event basis. Overall, it becomes possible to use the transmitting device for transmitting data sets of the operating unit, for example for evaluation, regardless of the type of data connection. It is conceivable that the data connection is established via an external network. The data connection can be established via a mobile network, a WLAN, a satellite connection, the Internet or other wireless standards, alone or in combination. The destination of the data transmitted by the transmitting device, e.g. a monitoring unit or an evaluation device, may be spatially separated from the operating unit, the rail vehicle and / or the transmitting device, which in particular allows a centralized evaluation of the data sets of the rail vehicle.

[0036] The acquisition units of the monitoring system according to the invention may be equipped with a time sensor and a position sensor, so as to detect the acquisition time and its position (local position) of the corresponding operating unit. The acquisition time and the local position may each be stored as a data set in a database. The local position allows, for example, to determine the location of the rail vehicle and / or the operating unit concerned by satellite navigation. This makes it possible, among other things, to determine at which point on the route a particular data set was recorded. This allows to assign the local position concerned to an event and / or to a data set recorded at this time. A pattern analysis can be carried out, for example, to establish a correlation between the local positions recorded at the acquisition time and errors detected in the operating units. Then, for example, a relatively increased wear of the operating unit or a particular fault can be assigned to a season or a route.

[0037] The monitoring system according to the invention, in particular the acquisition unit, may comprise a power meter. This power meter is preferably configured as a current measuring device and / or a voltage measuring device. The bypass conductor is preferably used to measure the voltage drop in the conductor, which is proportional to the current due to the resistance of the conductor, by which the power can be determined via the voltage of the mains supply, in particular the voltage of the catenary (catenary conductor). The power meter can be used for example to detect the running current applied to the main conductor and / or the voltage taken off by the bypass conductor and / or the amount of power fed back to the network by the rail vehicle and / or the power transferred by the bypass conductor to the transmission electronics and / or the power transferred by the bypass conductor to the acquisition unit. Furthermore, such a power meter can be used to detect arcing due to voltage changes, in particular large voltage drops, i.e. for example electric arcs between the catenary and the contact strips of the current collector. Furthermore, the running profile of the rail vehicle can be recorded and modeled by evaluating the amount of energy harvested. The measurement of the transit current, i.e. the current flowing through the main conductor, is preferably carried out by recording a negative half-wave in the alternating current network and / or by means of a high-impedance voltage measuring circuit.

[0038] It is also conceivable for the energy measurement unit to have an unloaded bypass conductor, enabling an accurate measurement of the voltage or current. In this context, an unloaded bypass conductor is understood to mean a bypass conductor through which no current flows, for example due to consumption by a consumer device. This can be achieved by temporarily switching the bypass conductor to be unloaded, in particular during the measurement. Alternatively or additionally, it is also conceivable to configure the power measurement unit (energy measurement unit) as a separate unloaded bypass conductor in addition to the one for supplying power to the acquisition unit.

[0039] The monitoring system may comprise at least one operating unit. The monitoring system may comprise a number of operating units, the data of which are stored as a data set in a database. The operating units may be connected to a higher-level evaluation device via an acquisition unit and / or a transmission device with a data connection. For example, the monitoring system may comprise a current collector, a grounding brush, a lubricating device, a contact strip, a sliding device or a contact brush as an operating unit. Preferably, the monitoring system comprises a current-carrying operating unit such as a current collector, a sliding device or a contact brush. Particularly preferably, the monitoring system comprises a current collector as an operating unit, in which a bypass conductor of the power supply device is arranged. The monitoring system may comprise a number of acquisition units for monitoring a number of current collectors.

[0040] In a method according to the invention for supplying power to consumers arranged on a railway vehicle, in particular consumers arranged on an acquisition unit for monitoring a railway vehicle, in particular consumers arranged on an acquisition unit for monitoring an operating unit, a first voltage is applied to a conductor of the railway vehicle, in particular a current collector, by generating a flow of current through the conductor and a second voltage is taken off by a bypass conductor between two fixed junctions in the conductor as an outlet voltage of the bypass conductor, which outlet voltage of the bypass conductor is used for supplying power to the consumers.

[0041] In order to avoid unnecessary repetition regarding the features, properties and advantages of the method according to the invention, reference is in principle made to the above disclosure regarding the power supply device according to the invention and the monitoring system according to the invention, which means that in principle the features disclosed and described with respect to the method should also be considered as being described and claimable with respect to the device and vice versa.

[0042] Preferably, the consumer device is configured as an acquisition unit, which can be powered by the power supply method according to the present invention and is used for monitoring current collectors, ground brushes, lubricating devices, contact brushes, sliding devices, contact brushes, etc.

[0043] The bypass conductor is arranged on the conductor, preferably on the main conductor, such that it taps off a voltage from the conductor via a part of the conductor to generate a bypass conductor outlet voltage for the power supply of the consumer. The voltage tapped off by the bypass conductor depends on the potential difference between the fixed interfaces, so that the voltage tapped off can be varied by adjusting the length of the bypass conductor and the distance between the fixed interfaces. It is also conceivable to vary the bypass conductor outlet voltage and / or the current flowing through it by varying the resistance of the bypass conductor. To use the bypass conductor outlet voltage for the power supply of the consumer, the bypass conductor outlet voltage can be used directly as the supply voltage of the consumer or can be supplied to a transmitting electronic component which converts, modifies, stabilizes the bypass conductor outlet voltage and / or stores the power transmitted by the bypass conductor.

[0044] Advantageously, the supply voltage required by the consumer is generated by voltage transformation of the outlet voltage. This takes place in the sending electronics. For the voltage transformation, components for voltage transformation, such as voltage converters or voltage transformers, are preferably used. The voltage transformation step makes it possible to ensure that the consumer is provided with the required supply voltage. In the present invention, the term "transformation of the outlet voltage of the bypass conductor" means limiting or lowering or increasing the outlet voltage of the bypass conductor. By limiting or lowering the voltage, it is possible to ensure that the consumer is not damaged by voltage peaks or the like. However, it is also conceivable to increase the outlet voltage. The outlet voltage of the bypass conductor is preferably increased by means of a step-up converter, whose outlet voltage is always greater than the inlet voltage. The outlet voltage of the bypass conductor is preferably reduced by means of a step-down converter, whose outlet voltage is always less than the inlet voltage. The voltage transformation can take place before or after rectification, or separately from the rectification.

[0045] The outlet voltage of the bypass conductor can be rectified. Rectification makes it possible to supply the consumers with a direct current voltage, regardless of whether the conductor is operated in an alternating current or in a direct current network. The outlet voltage of the bypass conductor is preferably rectified and then voltage-converted. Furthermore, the outlet voltage of the bypass conductor is preferably limited, rectified and then voltage-converted.

[0046] The supply voltage of the consumers is at least temporarily provided by at least one component for storage, which has the effect that the consumers, in particular the acquisition unit, can be powered from the storage unit regardless of faults or disturbances in the supply of the conductors. Preferably, the voltage tapped off on the bypass conductor is rectified and / or limited before being fed to the storage component, so that the storage component provides the supply voltage required to power the consumers.

[0047] As part of the method according to the invention, the running current can be measured and / or the arc can be detected and / or the running profile can be recorded. If the fixed joint of the conductor, which places the bypass conductor on the conductor, preferably on the main conductor, is known, the potential difference between them can be deduced and the running current and / or the current curve and / or the voltage curve of the conductor can be determined by the potential difference and the characteristics of the bypass conductor. The characteristics of the arc allow the arc to be detected in a simple manner by determining the voltage in the bypass conductor. When an arc occurs, a characteristic voltage change and / or a drop in the current through the bypass conductor can be detected, for example between the contact strip of the current collector and the catenary. This makes it possible to detect the occurrence of an undesired arc discharge and to take appropriate measures to maintain the supply network and / or the rail vehicle, in particular the current collector. Since the consumption of power from the supply network through the main conductor correlates with the power uptake of the bypass conductor, the running profile of the rail vehicle can be derived from the power uptake of the bypass conductor. In particular the accelerator and brake operations of the rail vehicle can be linked with time data and / or position data in the running profile, which allows, for example, an extension of the route, a maintenance of the route or an improved simulation of the route. The data required for the driving profile, in particular the data relating to the braking and / or acceleration processes, can be derived in a simple manner from the power uptake of the bypass conductor, whereby during an acceleration process the power uptake of the bypass conductor increases and the main conductor transmits an increased amount of power, and during a braking process the power uptake is smaller and the main conductor transmits only a small amount of power.

[0048] Further advantageous embodiments of the method result from the characterizing statements of the dependent claims of device claim 1 and of device claim 10.

[0049] Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings. [Brief description of the drawings]

[0050] [Figure 1]FIG. 1 is a schematic diagram of a monitoring system according to the present invention having a power supply arranged on a current collector. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0051] FIG. 1 shows a schematic diagram of a monitoring system 15 with a power supply 1 together with a current collector 7 configured as a pantograph and constituting part of the conductor of the rail vehicle configured as a main conductor 4. The transmission electronics 5 are used to transmit the power from the bypass conductor 6 to the consumer in the form of an acquisition unit 2. The catenary to which the current collector 7 is connected via the contact strips of the current collector 7 in order to supply the power from the supply network to the rail vehicle is not shown. Also not shown is the rail vehicle on whose roof the current collector 7 is arranged and which can move on rails 18 constituting the ground (earth, ground) of the system. FIG. 1 also shows that the fixed joints 8 of the power supply 1 are arranged on the current collector 7 in such a way that there is a potential difference of up to 100 V between the fixed joints 8. In contrast, there is a potential difference of 15 kV between the point of transmission of the current, i.e. the point where the contact strips of the current collector 7 and the catenary (not shown) come into contact and the ground potential. The bypass conductor 6 generates a voltage of at least 0.2 V, preferably 0.4 V, through the electrical bypass line with a smaller current flow than the main conductor 4. According to the illustrated embodiment, the bypass conductor 6 generates an AC voltage. This AC voltage is rectified in the rectifying component 10 and the voltage is limited by an active limiter 11. From the outlet voltage of the rectifying component 10 a voltage of 3.8 V is generated by a voltage transformation component 9, in this case a voltage converter, which voltage may be between 0.35 V and 16 V. The capacitor used as the energy storage component 13 is powered via the charging electronics 12 so that it can provide the acquisition unit 2 with the required 3.3 V supply voltage even when the rail vehicle is stopped or when the voltage drop on the bypass conductor 6 becomes too low during braking during operation. Thus, FIG. 1 shows an embodiment in which the current flows from the bypass conductor 6 through the rectifying component 10 and the voltage limiting component 11, and further through the voltage transformation component 9 and the charging electronics 12 to the acquisition unit 2. The configuration of the power supply device shown in the figure makes it possible to safely and reliably supply to the acquisition unit 2 the DC voltage required to operate the acquisition unit 2 from the AC voltage extracted by the current collector 7.In addition to the acquisition unit 2, the active limiter 11, the rectifier 10 and the voltage converter 9 are also supplied with power via the storage component 13 of the charging electronics 12. The initial start-up of the voltage converter 9 is performed by a pulse whose necessary energy is also provided by the storage component 13. To avoid unnecessary discharge of the storage component 13, a monitoring electronic component 14 is provided which monitors the start-up (ignition) of the voltage converter 9 and prevents unnecessary start-up processes, for example in case of an unstable bypass voltage. The acquisition unit 2 comprises a sensor device 16 which is fixedly arranged on the rail vehicle and monitors the operating unit 3, which in this example is a current collector 7, and is used to record data of various characteristics of the current collector 7. The data can be transmitted by means of a transmission device 17 to an evaluation device (not shown). For example, the state of the contact strips of the current collector 7 can be determined and maintenance and / or replacement of the contact strips can be carried out in time.

Claims

1. A power supply device (1) for supplying power to consumers arranged in a railway vehicle, said consumers being preferably an acquisition unit (2) for monitoring the railway vehicle, in particular for monitoring an operating unit (3), said railway vehicle having at least one conductor (4), said power supply device (1) being configured to generate a supply voltage for said consumers (2) from a voltage applied to said conductor (4), Features: a transmission electronic component (5) and a bypass conductor (6) electrically connected to the consumer (2) via the transmission electronic component (5), the transmission electronic component (5) being switched between the bypass conductor (6) and the consumer (2), the bypass conductor (6) being electrically connected to a conductor (4) of the rail vehicle, in particular to a current collector (7), by two fixed joints (8); A potential difference exists between the fixed junctions (8) and the bypass conductor (6) is configured to generate an output voltage lower than the potential difference between the fixed junctions (8) in the conductor (4), and the transmitting electronics (5) is configured to generate a power supply voltage for the consumer device (2) from the output voltage of the bypass conductor (6). This is the power supply device.

2. 2. The power supply device according to claim 1, The transmitting electronic component (5) has a voltage conversion component (9). A power supply device comprising:

3. 3. The power supply device according to claim 1, The transmitting electronic component (5) has a rectifying component (10). A power supply device comprising:

4. 4. The power supply device according to claim 1, The transmitting electronics (5) comprises at least one storage component, preferably a charging electronics (12) with at least one capacitor (13). A power supply device comprising:

5. 5. The power supply device according to claim 1, A monitoring electronic component (14) is provided for monitoring the voltage conversion component (9). A power supply device comprising:

6. 6. The power supply device according to claim 1, The bypass conductor (6) is mainly configured as a straight conductor. A power supply device comprising:

7. 7. The power supply device according to claim 1, The input resistance of the bypass conductor (6) and / or the consumer device (2) is greater than the internal resistance of the conductor (4). A power supply device comprising:

8. 8. The power supply device according to claim 1, A power generating unit, in particular a fuel cell, a photovoltaic generator, a piezoelectric generator, a mechanical generator and / or a thermoelectric generator, is constructed. A power supply device comprising:

9. A monitoring system (15) comprising a power supply device (1) according to any one of claims 1 to 8 and a consumer device configured as an acquisition unit (2) and used for monitoring a railway vehicle, in particular for monitoring operating units (3) such as current collectors (7), grounding brushes, lubricating devices, contact strips, contact devices, contact brushes, etc., wherein The acquisition device (2) acquires data on different characteristics of the corresponding operating unit (3). A monitoring system characterized by:

10. 10. The monitoring system according to claim 9, The acquisition unit (2) has a corresponding operating unit (3) or a sensor device (16) fixedly arranged on the rail vehicle. A monitoring system characterized by:

11. The monitoring system according to claim 9 or 10, The acquisition unit (2) has a transmitter (17) fixedly arranged on the corresponding operating unit (3) or on the rail vehicle (11). A monitoring system characterized by:

12. The monitoring system according to any one of claims 9 to 11, The acquisition unit (2) has a time sensor and a position sensor and is capable of detecting the acquisition time and position of the corresponding operation unit (3). A monitoring system characterized by:

13. 13. The monitoring system according to claim 9, Having a power meter, in particular that the acquisition unit (2) has a power meter A monitoring system characterized by:

14. 14. The monitoring system according to claim 9, Having at least one operating unit (3) A monitoring system characterized by:

15. 1. A method for supplying electrical power to a consumer (2) arranged in a railway vehicle, said consumer (2) being in particular an acquisition unit (2) for monitoring the railway vehicle, A first voltage is applied to a conductor (4) of a railway vehicle, in particular to a current collector (7), by generating a current flow through the conductor, and a second voltage is taken off by the bypass conductor (6) between two fixed joints (8) of the conductor (4) as an output voltage of the bypass conductor (6), which output voltage is used to supply power to the consumer (2). Power supply method.

16. 16. The power supply method according to claim 15, The supply voltage required by the consumer (2) is generated by voltage transformation of the outlet voltage of the bypass conductor (6). Power supply method.

17. 17. The power supply method according to claim 15 or 16, The outlet voltage of the bypass conductor (6) is rectified. Power supply method.

18. 18. The power supply method according to claim 15, The supply voltage of the consumer (2) is provided by at least one component (12) for storing electricity. Power supply method.

19. 19. The power supply method according to any one of claims 15 to 18, The running current is detected and / or the electric arc is detected and / or the running profile is recorded Power supply method.

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