Electric railway vehicle charging device

Abstract

A charging device for installation on an electric railway vehicle having a battery includes a controller and a charging shoe electrically connectable to the battery. The charging shoe is configured to be movable between a retracted position and a deployed position and is electrically connectable to an on-rail charging contact when in the deployed position. The controller detects the position of the electric railway vehicle relative to the on-rail charging contact and moves the charging shoe from the retracted position to the deployed position before and / or while the battery electric railway vehicle is moving, thereby sliding the charging shoe along at least a first portion of the on-rail charging contact and / or after the electric railway vehicle starts to move in a direction away from the on-rail charging contact, moves the charging shoe from the deployed position to the retracted position, thereby sliding the charging shoe along at least a second portion of the on-rail charging contact.

Description

Technical Field

[0001] The present invention relates to a system and method for charging an electric vehicle, particularly a battery electric railway vehicle.

Background Art

[0002] The electrification of railway vehicles is an important part of the decarbonization of the railway transport sector. On the other hand, many electric railway vehicles require a permanent connection to a high-voltage power supply infrastructure, such as an overhead line or an electrified "third rail". Such infrastructure is very expensive and its installation is not possible everywhere.

[0003] A well-known solution is to provide battery-powered railway vehicles. Such vehicles do not require additional infrastructure along the entire length of the line. Instead, the on-board battery is charged at predetermined locations along the line to ensure that the vehicle has sufficient stored electrical energy to run along the line.

[0004] Patent Document 1 describes a charging system for a battery electric railway vehicle, the charging system including a charging rail dimensioned to be completely covered by a railway vehicle, a power source for charging an electric train battery configured to selectively supply a charging current to the charging rail, and a sensor device configured to detect the position and / or movement of the railway vehicle on the charging rail, the sensor being connected to the power source such that the charging current is supplied to the charging rail only when the railway vehicle at least partially covers the charging rail.

[0005] Patent Document 2 describes a charging configuration for a battery electric tram, in which a deployable contact is lowered from the tram to connect to an underground power contact. The contact is lowered only when the tram is stationary.

[0006] It is desirable to further improve the efficiency and speed at which a battery electric railway vehicle can be charged at a charging location.

Prior Art Documents

Patent Document

[0007]

Patent Document 1

Patent Document 2

Summary of the Invention

[0008] In a first aspect of the present invention, there is provided a charging device for installation on an electric railway vehicle having a battery, the charging device comprising a controller and a charging shoe (e.g., preferably a conductive element of a shoe gear made of a carbon ceramic material) electrically connectable to the battery. The charging shoe is preferably positioned under the electric railway vehicle and configured to be movable between a storage position and a deployed position, and when in the deployed position, is electrically connectable to a track-side charging contact (e.g., a stationary contact such as a charging rail positioned between running rails). The controller detects the position of the electric railway vehicle relative to the track-side charging contact and moves the charging shoe from the storage position to the deployed position before and / or while the battery electric railway vehicle is moving, thereby sliding / wiping / brushing the charging shoe along at least a first portion of the track-side charging contact, and / or after the electric railway vehicle starts to move in a direction away from the track-side charging contact, moves the charging shoe from the deployed position to the storage position, thereby sliding / wiping / brushing the charging shoe along at least a second portion of the track-side charging contact.

[0009] Advantageously, sliding the charging shoe on the charging contact in this aspect helps to remove debris and corrosion from the track-side charging contact and further allows a conductive corrosion-resistant material to be deposited on the track-side charging contact. Thus, this configuration improves the electrical contact between the charging shoe and the track-side charging contact, leading to more efficient and faster battery charging.

[0010] In a preferred embodiment, the charging device further comprises a receiver (preferably an RF transceiver / interrogator) configured to receive a first signal from a first track-side transmitter (preferably an RFID tag / beacon), and the controller is configured to move the charging shoe from the stowed position to the deployed position in response to receiving the signal (e.g., by giving a command / control signal to an actuator connected to the charging shoe). This provides an effective means of automating the start of shoe deployment. Optionally, the receiver is configured to receive a second signal from a second track-side transmitter (again, preferably an RFID tag / beacon), and the controller is configured to identify that the electric railway vehicle is positioned such that the charging shoe in the deployed position contacts the track-side charging contact, at least to some extent based on the receipt of the second signal. This provides a convenient means of identifying that the electric railway vehicle is accurately positioned for charging to begin.

[0011] Preferably, the charging device comprises an actuator (e.g., a pneumatic actuator) configured to move the charging shoe from the stowed position to the deployed position, and when the charging shoe is in the deployed position and in contact with the stationary charging rail and the battery electric railway vehicle is stationary, the controller is configured to cause the actuator (e.g., by ensuring that the pneumatic pressure supplied to the actuator is above a predetermined threshold / within a specified range) to maintain the force between the charging shoe and the stationary charging rail above a force threshold. Advantageously, this ensures good electrical contact between the charging shoe and the track-side charging rail even when the electric railway vehicle rises on its suspension when passengers disembark on the platform.

[0012] Optionally, the charging device further comprises a marker detectable by a track-side proximity sensor, and the controller is configured to identify that the electric railway vehicle is positioned such that the charging shoe in the deployed position contacts the track-side charging contact, based at least in part on receiving an indication that the marker has been detected by the track-side proximity sensor. Advantageously, this provides further confirmation that the electric railway vehicle is accurately positioned for charging to begin / continue.

[0013] In a second aspect of the invention, there is provided a railway vehicle comprising the charging device.

[0014] In a third aspect of the invention, there is provided a method of charging a battery electric railway vehicle having a charging shoe, the charging shoe being configured to move between a stowed position and a deployed position, the charging shoe being electrically connectable to a track-side charging contact when in the deployed position. The method comprises detecting that the battery electric railway vehicle is approaching the track-side charging contact, moving the charging shoe from the stowed position to the deployed position before and / or while the battery electric railway vehicle is moving, and contacting the track-side charging contact with the charging shoe in the deployed position as the battery electric railway vehicle continues to move such that the charging shoe slides along at least a first portion of the track-side charging contact.

[0015] Optionally, the step of detecting that the battery electric railway vehicle is approaching the track-side charging contact comprises receiving a first signal from a first track-side transmitter at a receiver of the railway vehicle.

[0016] In a preferred embodiment, the charging shoe is moved from the stowed position to the deployed position in response to receiving a second signal from a second track-side transmitter at the receiver.

[0017] Optionally, the method further comprises detecting that the battery electric railway vehicle is positioned such that the charging shoe contacts the track-side charging contact, by one or more of receiving a third signal from a third track-side transmitter at the receiver, identifying that a track-side marker has been detected by an on-vehicle proximity sensor, and identifying that an on-vehicle marker has been detected by a track-side proximity sensor.

[0018] In a preferred embodiment, the method further comprises maintaining contact with a charging shoe in a deployed position when the battery electric railway vehicle starts to move, such that the charging shoe slides along at least a second portion of the track-side charging contact, and then moving the charging shoe from the deployed position to a stowed position.

[0019] A fourth aspect of the present invention provides a battery electric railway vehicle charging system comprising a battery electric railway vehicle and track-side charging infrastructure. The battery electric railway vehicle comprises a first wheel configured to travel on a first running rail and a second wheel configured to travel on a second running rail, a battery, a first charging shoe, and a second charging shoe. The track-side charging infrastructure comprises a track-side charging contact configured to be connected to a first potential during charging of the battery, and a first other track-side charging contact and a second other track-side charging contact, either of the first other track-side charging contact or the second other track-side charging contact being configured to be connected to a second potential during charging of the battery. The track-side charging contact is positioned substantially equidistantly between the first running rail and the second running rail. The first other track-side charging contact is positioned between the track-side charging contact and the first running rail. The second other track-side charging contact is positioned between the track-side charging contact and the second running rail. The first charging shoe is positioned to be contactable with the track-side charging contact, and the second charging shoe is positioned to be contactable with either the first other track-side charging contact or the second other track-side charging contact.

[0020] Advantageously, the battery electric railway vehicle using this system can charge its battery in the trackside charging infrastructure regardless of the vehicle's orientation and direction of travel. Also, in achieving this, a complex polarity switching mechanism is not required either in the trackside charging infrastructure or in the on-vehicle charging device. Therefore, the system provides an effective charge configuration regardless of direction without requiring a complex high-current switching circuit.

[0021] Preferably, the battery electric vehicle further includes an on-vehicle controller, the first charging shoe is movable between a retracted position and a deployed position, and the on-vehicle controller controls the first charging shoe to move from the retracted position to the deployed position before the charging shoe is positioned on the charging contact and / or while the battery electric railway vehicle is moving, thereby sliding the charging shoe along at least a first portion of the trackside charging contact, and controls the charging shoe to move from the deployed position to the retracted position after the electric railway vehicle starts to move in a direction away from the trackside charging contact, thereby sliding the charging shoe along at least a second portion of the trackside charging contact.

[0022] Embodiments of the present invention will be described below for illustrative purposes only with reference to the drawings. Throughout, like reference numerals refer to like elements.

Brief Description of the Drawings

[0023]

Figure 1A

Figure 1B

Figure 2A

Figure 2B

Figure 2C

Figure 2D

Figure 2E

Figure 2F

Figure 3A

Figure 3B

Figure 3C

Figure 4

Figure 5

DETAILED DESCRIPTION OF THE INVENTION

[0024] Embodiments of the present invention will be described below in the context of battery electric trains. However, it should be readily understood that the present invention is equally applicable to other battery-powered electric railway vehicles including battery electric locomotives and trams and light rail vehicles.

[0025] Charging Device and Infrastructure for Track-Side Charging FIG. 1A shows a schematic side view of a part of a battery electric railway vehicle 100. As shown, the battery electric railway vehicle 100 is a drive motor car in a battery electric train (BEMU), but it should be understood that the following also applies equally to other types of battery electric railway vehicles. FIG. 1B shows a schematic top view of a part of the same battery electric vehicle 100. In use, the electric motor 102 is configured to draw power from the in-vehicle battery 104 and drive a plurality of drive wheels 106. Each of the drive wheels 106 has a flange 107 and travels along the first and second running rails 108a, 108b in a conventional manner.

[0026] Vehicle 100 also includes an in-vehicle (i.e., vehicle-side) charging device 110. The in-vehicle charging device 110 includes at least one, preferably at least two, shoe gears 112a, 112b positioned at the lower part of the main body of the motor vehicle (vehicle) 100. Each of the shoe gears 112a, 112b includes charging shoes 114a, 114b attached to respective actuators 116a, 116b. In a preferred embodiment, the charging shoes 114a, 114b are made of a carbon-copper composite material using a metallized carbon contact material (e.g., a carbon ceramic material with copper wires embedded, such as Morganite (registered trademark) grade MY258P manufactured by Morgan Advanced Materials), as known in the art for use in conventional "third-rail" electric railway vehicles. In the context of this background, where there is a risk that materials such as cast iron may be welded to the charging rail due to the large current generated during charging in the present invention and the vehicle being stationary during charging, the above materials are particularly advantageous over the more traditional cast iron shoes used in some third-rail electric vehicles. In one example, the charging shoes 114a, 114b are rated to carry current up to 1000 A at 850 V. Preferably, the actuators 116a, 116b are pneumatic actuators, although hydraulic actuators or electromechanical actuators can alternatively be used. The use of pneumatic actuators is particularly beneficial in providing flexibility to the ride height due to wheel wear or vehicle load (which can change during charging) while maintaining a constant force on the charging shoes 114a, 114b. The pneumatic actuators enable the rapid deployment of the charging shoes 114a, 114b. As a further advantageous effect, the pneumatic actuators can also utilize the existing compressed air supply of the electric railway vehicle 100.

[0027] It should be understood that a plurality of charging devices 110 may be provided. Preferably, the drive motor vehicle 100 is part of a railway structure, for example, part of a composite unit including a second drive motor unit (not shown) and optionally one or more non - drive vehicles (not shown) between the drive motor vehicle 100 and a second drive motor vehicle. In this case, one or more other charging devices 110 may be provided on the second drive motor vehicle and / or the non - drive vehicle. Alternatively or additionally, two or more charging devices 110 may be provided on the drive motor vehicle 100.

[0028] The controller 118 is also provided to control the operation of the actuators 116a, 116b. As will be described in more detail later, under the control of the controller 118, each actuator 116a, 116b is configured to move its associated charging shoe 114a, 114b between different positions. As shown in FIGS. 1A and 1B, the present embodiment employs different actuators 116a, 116b for each charging shoe 114a, 114b, but in an alternative embodiment, a single actuator may be used to simultaneously change all the positions of the charging shoes 114a, 114b provided in the on - vehicle charging device 110. In some examples, the controller 118 is a traction control unit or includes it.

[0029] Preferably, the charging device 110 also includes a receiver 120 configured to receive a wireless communication signal, for example, a transceiver for a response command RFID beacon.

[0030] The gear units 112a, 112b can be positioned at various points on the lower surface of the drive motor vehicle 100. A preferred position is near the trailing truck of the drive motor vehicle 100, but in front of it, and this position helps to ensure that the track-side charging contact is completely covered by the drive motor vehicle 100 itself during charging (as will be described below). In any case, the gear units 112a, 112b are preferably positioned such that the track-side charging contact is completely covered by one or more vehicles forming the train formation, either alone or in combination, during charging. For example, the track-side charging contact may be completely covered by the drive motor vehicle 100 alone, or may be partially covered by the drive motor vehicle 100 and partially covered by the next vehicle in the train formation connected to the drive motor vehicle (such that the track-side charging contact is completely covered by the train formation).

[0031] FIG. 2A shows a schematic top view of the track-side charging infrastructure 200 configured to interact with the in-vehicle charging device 110 described above. In this context, "track-side" refers to stationary components positioned, for example, on the running rails 108a, 108b, between the running rails 108a, 108b, or in the vicinity of the running rails 108a, 108b, which are vehicle-independent components.

[0032] The track-side charging infrastructure 200 includes a power source 201 and a track-side charging contact 202a, and a schematic side view of the track-side charging contact 202a is shown in FIG. 2B. As will be described in more detail later, the track-side charging contact 202a is provided with a connection portion 203 that can be selectively connected to the first potential of the power source 201 such that a charging current can be selectively supplied to the battery 104 when an appropriate charging shoe 114a is in contact with the track-side charging contact 202a.

[0033] The power source 201 is preferably a track-side power storage means such as a battery. The power source 201 is charged via a connection to the power grid or by local power generation means (such as solar panels or wind turbines).

[0034] Preferably, the controller 218 is provided to control the operations of the power supply 201 and the connection parts 203, 205a, 205b.

[0035] In the embodiments shown in FIGS. 2A and 2B, the charging contact 202a is composed of, for example, an elongated steel rail having a length of about 4 m. Preferably, the track-side charging contact 202a includes a first inclined surface portion 206a at the first distal end (and optionally a second inclined surface portion 206b at the second distal end) and an intermediate portion 208 adjacent to the first inclined surface portion 206a (and the second inclined surface portion 206b if provided). The charging contact has an upper surface 209 extending from the first inclined surface portion 206a to the intermediate portion 208 (and to the second inclined surface portion 206b from the intermediate portion if provided). In the intermediate portion 208, the uppermost surface 209 is substantially parallel to the running rails 108a, 108b near the track-side charging contact 202a. Then, the uppermost surface 209 descends at the first inclined surface portion 206a (and the second inclined surface portion 206b if provided) from the intermediate portion 208. In the embodiments shown in FIGS. 2A and 2B, the track-side charging contact 202a is supported by the sleeper 210 (also referred to as a tie or cross-tie) by the electrical insulation component 212. The track-side charging contact 202a may alternatively be supported by other structures (e.g., via the electrical insulation component 212) if, for example, the running rails 108a, 108b are not supported by the sleeper.

[0036] The track-side charging contact 202a is preferably dimensioned so as to be completely covered by the drive motor car 100 or other railway vehicle.

[0037] Alternatively, the track-side charging contact 202a may have other configurations or materials.

[0038] In the illustrated embodiment, the track-side charging infrastructure 200 includes a first other stationary contact 204a and a second other stationary contact 204b. Preferably, the first and second other stationary contacts 204a, 204b also have the same configuration as described above with respect to the track-side charging contact 202a and are composed of a steel rail. Each of the first and second other stationary contacts 204a, 204b has respective connection portions 205a, 205b that can be selectively connected to a second potential different from the first potential of the power source 201 or electrically grounded. In one example, the track-side charging contact 202a is held at a positive potential during charging, and the first and second other track-side charging contacts 204a, 204b are held at a negative potential during charging. During charging of the battery 104, either the first or the second other stationary contact 204a, 204b provides a return connection via the second charging shoe 114b.

[0039] Alternatively, it should be understood that the track-side charging contact 202a can be selectively connected to the second potential or electrically grounded, and the first and second other track-side charging contacts can be selectively connected to the first potential.

[0040] In a preferred embodiment, the track-side charging contact 202a is positioned substantially equidistantly between the first running rail 108a and the second running rail 108b, as shown in FIG. 2A. The first other stationary contact 204a is positioned between the first running rail 108a and the track-side charging contact 202a, and the second other stationary contact 204b is positioned between the second running rail 108b and the track-side charging contact 202a, such that the track-side charging contact 202a is also positioned substantially equidistantly between the first other stationary contact 204a and the second other stationary contact 204b. Correspondingly, the first charging shoe 114a is positioned substantially centrally below the drive motor vehicle 100, that is, substantially equidistantly between the first running rail 108a and the second running rail 108b, as shown in FIG. 1B. Further, the second charging shoe 114b is offset from the center of the drive motor vehicle by a distance corresponding to the distance between the track-side charging contact 202a and each of the first and second other stationary contacts 204a, 204b.

[0041] Advantageously, with this configuration, when the drive motor vehicle 100 approaches the trackside charging infrastructure 200, charging is possible regardless of the direction - regardless of the orientation of the drive motor vehicle 100. The first charging shoe 114a is always connected to one potential via the trackside charging contact 202a, and the second charging shoe 114b is connected to the other potential via either the first or second other stationary contact 204a, 204b.

[0042] As shown, the trackside charging contact 202a and each of the other trackside charging contacts 204a, 204b have substantially the same length. However, in some embodiments, the trackside charging contact 202a and each of the other trackside charging contacts 204a, 204b have different lengths, which may advantageously facilitate the easier installation of the connection portions 203, 205a, 205b.

[0043] Optionally, one or more guide rails 214a, 214b are provided. Each guide rail 214a, 214b is positioned near the corresponding running rail 108a, 108b such that a flange of a wheel of the drive motor vehicle 100 (e.g., one flange 107 of the drive wheel 106) follows a path between the corresponding guide rail 214a, 214b and the corresponding running rail 108a, 108b. This holds the lateral movement of the drive motor vehicle near the trackside charging infrastructure 200, thereby improving the alignment of the common shoes 114a, 114b with the trackside charging contact 202a and the other trackside charging contacts 204a, 204b. The guide rails 214a, 214b are preferably positioned such that the wheels of the drive motor vehicle 100 are laterally restricted when the charging shoe 114a is positioned on the trackside charging contact 202a. The guide rails 214a, 214b are shown in FIG. 2A near the trackside charging contact 202a and the other trackside charging contacts 204a, 204b, but it should be understood that they may be positioned in front of and / or behind the trackside charging contact 202a and the other trackside charging contacts 204a, 204b or extend at a distance with respect to the direction of travel of the railway vehicle.

[0044] Optionally, an edge board (not shown), well-known in the art, is positioned on both sides of the track-side charging contact 202a and one or more of the respective other track-side charging contacts 204a, 204b (e.g., any of the charging contacts 202a, 204a, 204b to which a non-zero voltage is being applied during charging) so as to prevent or limit access to the track-side charging contact 202a and the respective other track-side charging contacts 204a, 204b when the railway vehicle 100 is positioned on the track-side charging infrastructure 200.

[0045] Figures 2C and 2D show an alternative track-side charging infrastructure 250. The charging infrastructure 250 employs a track-side charging contact 252 and another track-side charging contact 254 (e.g., a single other charging contact 254). Preferably, the track-side charging contact 252 is positioned between the first running rail 108a and the midpoint between the first and second running rails 108a, 108b such that the midpoint between the first and second running rails 108a, 108b is equidistant between the track-side charging contact 252 and the other track-side charging contact 254, and the other track-side charging contact 254 is positioned between the second running rail 108b and the midpoint between the first and second running rails 108a, 108b. In this embodiment, when the vehicle 100 travels over the charging infrastructure 250, depending on the orientation of the vehicle with respect to the track-side charging infrastructure 250, the first charging shoe 114a and the second charging shoe 114b are positioned below the drive motor vehicle 100 such that either the first charging shoe 114a is deployed to contact the track-side charging contact 252 and the second charging shoe 114b is deployed to contact the other track-side charging contact 254, or the second charging shoe 114b is deployed to contact the track-side charging contact 252 and the first charging shoe 114a is deployed to contact the other track-side charging contact 254. The side profiles of the track-side charging contact 252 and the other track-side charging contact 254 are preferably the same as those of the track-side charging contact 202a shown in Figure 2B.

[0046] In the embodiments shown in FIGS. 2C and 2D, the charging contact 202a is composed of, for example, an elongated steel rail having a length of about 4 m. Preferably, the track-side charging contact 252 includes a first inclined surface portion 256a at the first distal end (and optionally a second inclined surface portion 256b at the second distal end) and an intermediate portion 258 adjacent to the first inclined surface portion 256a (and the second inclined surface portion 256b if provided). It has an upper surface 259 extending from the first inclined surface portion 256a to the intermediate portion 258 (and to the second inclined surface portion 256b if provided). In the intermediate portion 258, the uppermost surface 259 is substantially parallel to the running rails 108a, 108b in the vicinity of the track-side charging contact 252. And the uppermost surface 259 descends from the intermediate portion 258 at the first inclined surface portion 256a (and the second inclined surface portion 256b if provided).

[0047] As in the embodiments of FIGS. 2A and 2B, the track-side charging contact 252 and other track-side charging contacts 254 are preferably supported by an electrical insulation component 212 with respect to the sleeper 210 (or other structure), and the guide rails 214a, 214b are preferably provided as described above. The power source 201 and the controller 218 are also provided in the same manner.

[0048] In the embodiments of FIGS. 2C and 2D, the polarities of the track-side charging contact 252 and the other track-side charging contacts 254 are selectable. Preferably, the track-side charging contact 252 has a connection portion 253 that can be selectively connected to a first potential of the power supply 201 and a second potential different from the first potential of the power supply 201 or a ground point. Further, the other track-side charging contacts 254 have a connection portion 255 that can be selectively connected to a first potential of the power supply 201 and a second potential different from the first potential of the power supply 201 or a ground point. When the direction of the drive motor vehicle is determined such that the first charging shoe 114a can contact the track-side charging contact 252 when deployed and the second charging shoe 114b can contact the other track-side charging contacts 254 when deployed, during charging, the track-side charging contact 252 is connected to the first potential of the power supply 201, and the other track-side charging contacts 254 are connected to the second potential of the power supply 201 or a ground point. When the direction of the drive motor vehicle 100 is reversed such that the second charging shoe 114b can contact the track-side charging contact 252 when deployed and the first charging shoe 114a can contact the other track-side charging contacts 254 when deployed, during charging, the other track-side charging contacts 254 are connected to the first potential of the power supply 201, and the track-side charging contact 252 is connected to the second potential of the power supply 201 or a ground point. By providing two track-side charging contacts in this way and changing their polarities according to the direction of the vehicle, advantageously, an alternative means is provided to enable the change of the battery electric vehicle 100 regardless of its direction or traveling direction.

[0049] A further embodiment is shown in FIG. 2E. In this configuration, a track-side charging contact 202b and a single other track-side charging contact 204c are provided. In all other respects, this embodiment is the same as the embodiments of FIGS. 2A and 2B. The track-side charging contact 202b is positioned approximately centrally between the running rails 108a, 108b, and the other charging contact 204c is positioned between the track-side charging contact 202b and the running rail 108b. Preferably, one of the track-side charging contact 202b and the other track-side charging contact 204c is permanently grounded, and the other can be selectively connected to a voltage source.

[0050] In the embodiment of FIG. 2E, the embodiments of FIGS. 2A-2B may be provided. This is shown in FIG. 2F. FIG. 2F shows a train formation including a first drive motor car A and a second drive motor car C, and a driven car B connected between the first and second drive cars A and C. The train formation is shown in two different directions 260 and 262 with respect to the first and second running rails 108a and 108b. Direction 260 indicates that the drive motor car A leads, and direction 262 indicates that the same train formation is reversed and the drive motor car C leads. Each of the first and second drive cars A and C and the driven car is provided with a pair of charging shoes 114a and 114b as described in connection with FIGS. 1A and 1B above, and is positioned as described above in connection with FIGS. 2A and 2B. In this configuration, the track-side charging infrastructure is arranged to provide track-side charging contacts that enable charging to be performed on each of the drive motor cars A and C and the driven car B.

[0051] As shown in FIG. 2F, the track-side charging infrastructure according to the embodiment of FIG. 2E is provided at locations corresponding to the positions where the two drive motor cars A and C stop. In this embodiment, regardless of the direction of the train formation, as can be seen by comparing directions 260 and 262 in FIG. 2F, only the (central) track-side charging contact 202b and a single (offset) other track-side charging contact 204c need be provided on the drive motor cars A and C. However, at the position corresponding to the driven car B, preferably, (central) track-side charging contacts 202a and two (offset) other track-side charging contacts 204a and 204b are provided according to the embodiments of FIGS. 2A and 2B. By changing the direction of the train formation, which side of the center of the driven car B one of the charging shoes 114b of the driven car B is positioned on the left or right with respect to its traveling direction changes. Therefore, by providing two other track-side charging contacts 204a and 204b, it is ensured that the driven car B can participate in charging regardless of the direction of the train.

[0052] Operation of the Shoe Gear Here, the operation of the shoe gear will be described with respect to the embodiment of the track-side charging infrastructure in FIGS. 2A and 2B. However, it should be understood that the following steps and provisions can also be implemented using the embodiments of the track-side charging infrastructure in FIGS. 2C-2D and 2E.

[0053] FIGS. 3A-3C show a preferred method of operating the shoe gears 112a, 112b. FIGS. 3A-3C show schematic side views of the drive motor vehicle 100 and the track-side charging infrastructure 200. For clarity of explanation, some features of the drive motor vehicle 100 and the charging infrastructure 200 shown in FIGS. 1A-2B above are omitted from FIGS. 3A-3C, but it should be understood that these features can also be provided.

[0054] FIG. 3A shows the drive motor vehicle 100 in motion traveling towards the track-side charging contact 202a (from right to left as shown). At this stage, the charging shoe 114a is in the retracted position 302. When the charging shoe 114a is in the retracted position 302, it is held within the applicable vehicle gauge requirements for the path taken by the drive motor vehicle 100 (e.g., above the gauge line as defined in the RSSB standard GE / RT8073). In some examples, when in the retracted position 302, the bottom of the charging shoe 114a is held at a position higher than the bottom of the motor 102.

[0055] When the controller 118 detects that the drive motor vehicle 100 is approaching the track-side charging contact 202a, as shown in FIG. 3B, it instructs the actuator 116a to move the charging shoe 114a from the retracted position to the deployed or extended position 304. This is performed, for example, before the drive motor vehicle 100 stops in the charging infrastructure 200, while the drive motor vehicle 100 is still moving towards the track-side charging contact 202a. When the charging shoe 114a is in the deployed position 304, it is held below the drive motor vehicle 100 at a height such that it contacts the top surface 209 of the track-side charging contact 202a as the drive motor vehicle 100 travels over the track-side charging contact 202a. As a result, as the drive motor vehicle 100 continues to move, the charging shoe 114a slides over a portion of the top surface 209 of the track-side charging contact 202a. Preferably, the charging shoe, when in the deployed position 304, is low enough to contact the top surface 209 of the inclined surface portion 206a, and thus the charging shoe 114a slides above the inclined surface portion 206a and along a portion of the intermediate portion 208 of the track-side charging contact 202a. In some examples, the charging shoe 114a is held at a position approximately 125 mm lower in the deployed position compared to the retracted position.

[0056] In FIG. 3C, the drive motor vehicle 100 is stopped such that the charging shoe 114a (maintained in the deployed position 304) remains in contact with the track-side charging contact 202a. While the drive motor vehicle 100 is stationary, charging can proceed as outlined below.

[0057] It should be further understood that the operations shown in FIGS. 3A - 3C are reversible. For example, as shown in FIG. 3C, the drive motor vehicle 100 first rests on the track - side charging infrastructure 200 with the charging shoe 114a in the deployed position 304 and in contact with the track - side charging contact 202a. After some charging is completed, the drive motor vehicle 100 starts to move with the charging shoe 114a maintained in the deployed position 304 such that it slides over a portion of the top surface 209 of the track - side charging contact 202a. Thereafter, the controller 118 instructs the actuator 116a to move the charging shoe 114a from the deployed position 304 to the stowed position 302.

[0058] Accordingly, before the drive motor vehicle 100 rests on the charging infrastructure and before charging starts, the charging shoe 114a contacts and slides over at least a portion of the top surface 209 of the track - side charging contact 202a. Similarly, after charging is performed, the drive motor vehicle starts to move and the charging shoe 114a again contacts and slides over at least a portion of the top surface 209 of the track - side charging contact 202a. This advantageously helps to ensure a low - resistance electrical connection between the charging shoe 114a and the track - side charging contact 202a. By sliding the charging shoe 114a over the track - side charging contact 202a in this way, dust deposited on the track - side charging contact 202a is at least partially swept away, and similarly, rust / corrosion that may have formed on the track - side charging contact 202a is at least partially scraped off. Accordingly, this ensures a clean contact between the charging shoe 114a and the track - side charging contact 202a. Further, the applicant has found that by sliding the charging shoe 114a over the track - side charging contact 202a for a long period of time, a layer of carbon / copper shoe material grows on the track - side charging contact 202a. This not only improves the conductivity at the top surface 209 of the track - side charging contact 202a but also acts to suppress corrosion that may have reduced the conductivity. As a result, the present invention reduces the resistance losses during charging, leading to more efficient / high - speed charging of the electric railway vehicle battery via the track - side charging infrastructure.

[0059] Returning to FIG. 3C, in a preferred embodiment, the actuator is configured to maintain a force greater than a force threshold between the charging shoe 114a (in the deployed position 304) and the track-side charging contact 202a while the drive motor vehicle 100 is stationary. For example, the actuator 116a is a pneumatic actuator, and the controller 118 monitors the air pressure of the actuator to confirm that it is above a pressure threshold. Advantageously, this helps ensure that the charging shoe 114a in the deployed position 304 is maintained in good physical and electrical contact with the track-side charging contact 202a during charging. In particular, this enables the on-vehicle charging device 110 to respond dynamically to changes in the total mass caused by a passenger getting off the drive motor vehicle 100. In other words, if the battery electric railway vehicle 100 rises on its suspension as a result of a passenger getting off, the actuator advantageously ensures that the charging shoe 114a is in good electrical contact with the track-side charging contact 202a.

[0060] FIGS. 3A - 3C illustrate the operating principle of the first charging shoe 114a. The second charging shoe 114b preferably operates in a corresponding manner, providing the same benefits with respect to improving the electrical contact between the second charging shoe 114b and the first / second other track-side charging contacts 204a, 204b, which also leads to more efficient / high-speed charging of the battery of the electric railway vehicle via the track-side charging infrastructure.

[0061] In a preferred embodiment, the controller 118 is configured to operate the in-vehicle charging device 110 based at least in part on the signals received by the receiver 120. FIG. 4 shows a schematic partial top view of a portion of the track 400. One or more transmitters 402a, 402b, 402c are provided for approaching the track-side charging contact 202a and the first and second other track-side charging contacts 204a, 204b. Preferably, the one or more transmitters 402a, 402b, 402c are RFID transponders or "beacons". When the receiver 120 is within a specific range (e.g., about 600 mm) of each transmitter 402a, 402b, 402c, it issues a response command to each transmitter 402a, 402b, 402c. In response to the response command, each transmitter 402a, 402b, 402c transmits a predetermined signal in a manner well known in the context of RFID transponders.

[0062] The optional first transmitter 402a is configured to transmit a signal indicating the presence of the motor vehicle 100 on the line where the charging infrastructure 200 is provided. For example, the signal may indicate that the motor vehicle 100 is following the line corresponding to a specific platform of the station and that the charging infrastructure 200 is available for that platform. RFID beacons are often already present near the entrance of a predetermined length of track adjacent to the platform and transmit a signal indicating on which side of the train the platform is located and thus on which side the train door should be opened when the train is stationary. Advantageously, this type of well-known RFID beacon can also be easily adopted to indicate whether the charging infrastructure 200 is available.

[0063] The second transmitter 402b is configured to transmit a signal instructing that one or more charging shoes 114a, 114b should be deployed. When the drive motor vehicle 100 travels over the second transmitter 402b, the receiver 120 detects this signal, and in response, the controller 118 causes the actuators 116a, 116b to move the charging shoes 114a, 114b from their respective storage positions 302 to their deployment positions 304. Advantageously, this provides a simple and robust means for determining when to deploy the charging shoes 114a, 144b. The second transmitter 402b is positioned relative to the trackside charging contact 202a and the first and second other trackside charging contacts 204a, 204b such that, taking into account the expected speed profile of the drive motor vehicle 100, the actuators 116a, 116b have sufficient time to fully deploy before reaching the trackside charging contact 202a and the first and second other trackside charging contacts 204a, 204b. Preferably, the second transmitter 402b is also positioned as close as possible to the trackside charging contact 202a and the first and second other trackside charging contacts 204a, 204b to reduce the risk that the deployed charging shoes 114a, 114b may interfere with other articles or infrastructure located between the running rails 108a, 108b.

[0064] The third transmitter 402c is preferably provided near the trackside charging contact 202a and the first and second other trackside charging contacts 204a, 204b and is configured to transmit a signal indicating that the drive motor vehicle 100 is in a position suitable for starting charging. Preferably, the range of the third transmitter 402c is such that the signal is transmitted only if the first charging shoe 114a contacts the top surface 209 at the intermediate portion 208 of the trackside charging contact 202a to further optimize the electrical contact.

[0065] The transmitters 402a, 402b, 402c should be understood to be positionable at various positions with respect to the running rails 108a, 108b. As shown in FIG. 4, the transmitters 402a, 402b, 402c are positioned on the crossties 210 between the running rails 108a, 108b and are offset from the midpoint between the running rails 108a, 108b. The transmitters 402a, 402b, 402c (and corresponding receivers 120) may alternatively be positioned at or near the midpoint between the running rails 108a, 108b, or may be positioned outside the running rails 108a, 108b (e.g., to the left of the running rail 108a or to the right of the running rail 108b in the reference frame of FIG. 4).

[0066] FIG. 5 shows a flowchart depicting a method 500 for operating the charging shoe 114a. The method 500 begins when an electric storage vehicle, such as a train equipped with a drive motor car 100, travels along the running rails 108a, 108b towards the charging infrastructure 200. In step S502, it is detected that the electric storage vehicle is approaching the trackside charging contact 202a.

[0067] Optionally, this involves, in step S504, receiving a first signal from the first stationary transmitter 402a indicating that the electric storage vehicle is on the path including the charging infrastructure 200 and is advancing towards the charging infrastructure. For example, the first RFID transponder 402a may transmit a signal in response to being commanded by the vehicle-based RF transceiver 120. Alternatively, the detection of the approach to the trackside charging contact 202a involves, in step S508, receiving a second signal from the second stationary transmitter 402b including an indication that the charging shoe 114a should be deployed, thereby providing an indicative indication that the electric storage vehicle is approaching the trackside charging contact 202a.

[0068] In step S506, before the battery electric vehicle stops on the track-side charging contact 202a, the controller 118 moves the charging shoe 114a from the storage position 302 to the deployment position 304 in the actuator 116a. For example, the charging shoe 114a can be moved to the deployment position while the battery electric vehicle is still moving. Optionally, in step S508, the controller 118 instructs the actuator 116a to move the charging shoe 114a to the deployment position 304 in response to receiving a signal transmitted from the second stationary transmitter 402b. For example, the second RFID transponder 402b may transmit a signal in response to being response commanded by the vehicle-based RF transceiver 120. In some embodiments, additional charging shoes may be provided at other positions along the train, such as in the second drive motor car and / or intermediate cars. In these situations, detection of the second signal from the second stationary transmitter 402b in step S508 preferably causes all charging shoes to be deployed substantially simultaneously.

[0069] In step S510, as the battery electric vehicle continues to move, the charging shoe 114a in the deployment position 304 is brought into contact with the track-side charging contact 202a, thereby sliding / wiping / dragging the charging shoe 114a along at least a portion of the surface 209 of the track-side charging contact 202a. As described above, this advantageously serves to sweep debris and corrosion from the track-side charging contact 202a and to grow a conductive and corrosion-resistant layer.

[0070] In step S512, it is detected that the battery electric vehicle has stopped and the charging shoe 114a in the deployment position 304 is positioned in contact with the track-side charging contact 202a. Optionally, this involves detecting (e.g., continuously detecting) a signal transmitted from a third stationary transmitter 402c in step S514. For example, the third RFID transponder 402c may transmit a signal (e.g., continuously transmit) in response to being response commanded by the vehicle-based RF transceiver 120.

[0071] In step S516, charging of one or more vehicle batteries 104 starts. The track-side charging contact 202a is connected to a suitable power source / energy storage, and the charging shoe 114a is connected to the one or more batteries 104, thereby enabling collection of the charging current for charging the battery. Preferably, the charging process is subject to other cooperation and processes described below. In an embodiment where additional charging shoes are provided at other positions along the train, by detecting the signal transmitted from the third stationary transmitter 402c in step S514, preferably, charging starts via all the charging shoes and the corresponding charging infrastructure 200.

[0072] It should be understood that steps S506, S510, and S512 may be executed in reverse order, for example, after the charging process in step S516 stops. In particular, when the battery electric railway vehicle starts to move, the charging shoe 114a is in contact with the stationary charging rail (contact) 202a, thereby sliding / wiping / dragging the charging shoe 114a along at least a part of the surface 209 of the track-side charging contact 202a. Subsequently, the controller 118 instructs the actuator 116a to move the charging shoe 114a to the storage position.

[0073] It is preferable that both the in-vehicle charging device and the shoe deployment technology, the track-side charging infrastructure, and the charging process described above are provided. However, it should be understood that the in-vehicle charging device and the shoe deployment technology can be used with various track-side charging infrastructures and charging processes. Similarly, the above-described track-side charging infrastructure can be provided using various in-vehicle charging devices and charging processes. Similarly, the above-described charging process can be provided using various in-vehicle charging devices and track-side charging infrastructures.

[0074] The above embodiments are provided only by way of example, and the scope of the present invention is defined by the subsequent independent claims. Further aspects of the present invention should be understood from the subsequent claims.

Claims

1. A charging device for installation on an electric railway vehicle having a battery, comprising: a controller; a charging shoe electrically connectable to the battery, configured to be movable between a storage position and a deployed position, and electrically connectable to a track-side charging contact when in the deployed position; configured to be movable between a storage position and a deployed position; a charging shoe that is electrically connectable to a track-side charging contact when in the deployed position; and; the controller is configured to detect the position of the electric railway vehicle relative to the track-side charging contact and move the charging shoe from the storage position to the deployed position before the charging shoe is positioned on the charging contact and / or while the battery electric railway vehicle is moving, thereby sliding the charging shoe along at least a first portion of the track-side charging contact. so that the charging shoe is slid along at least a first portion of the track-side charging contact. A charging device.

2. The charging device according to claim 1, wherein the controller is further configured to move the charging shoe from the deployed position to the storage position after the electric railway vehicle starts to move in a direction away from the track-side charging contact, thereby sliding the charging shoe along at least a second portion of the track-side charging contact.

3. The charging device according to claim 1 or 2, further comprising a receiver configured to receive a first signal from a first track-side transmitter, wherein the controller is configured to move the charging shoe from the storage position to the deployed position in response to receiving the signal.

4. The charging device according to claim 3, wherein the receiver is configured to receive a second signal from a second track-side transmitter, and the controller is configured to identify that the electric railway vehicle is positioned such that the charging shoe in the deployed position contacts the track-side charging contact based at least in part on receipt of the second signal.

5. The charging device according to any one of claims 1 to 4, further comprising an actuator configured to move the charging shoe from the storage position to the deployed position, wherein when the charging shoe is in the deployed position and in contact with a stationary charging rail and the battery electric railway vehicle is stationary, the controller is configured to cause the actuator to maintain a force between the charging shoe and the stationary charging rail at or above a force threshold. to maintain the force between the charging shoe and the stationary charging rail at or above a force threshold.

6. The charging device according to any one of claims 1 to 5, further comprising a marker detectable by a track-side proximity sensor, wherein the controller is configured to identify that the electric railway vehicle is positioned such that the charging shoe in the deployed position contacts the track-side charging contact, at least to some extent based on receiving an indication that the marker has been detected by the track-side proximity sensor.

7. A railway vehicle comprising the charging device according to any one of claims 1 to 6.

8. A method of charging a battery electric railway vehicle having a charging shoe, the charging shoe being configured to move between a stowed position and a deployed position, the charging shoe being electrically connectable to a track-side charging contact when in the deployed position, the method comprising: detecting that the battery electric railway vehicle is approaching the track-side charging contact; moving the charging shoe from the stowed position to the deployed position before the charging shoe is positioned on the charging contact and / or while the battery electric railway vehicle is moving; contacting the track-side charging contact with the charging shoe in the deployed position as the battery electric railway vehicle continues to move such that the charging shoe slides along at least a first portion of the track-side charging contact; The method comprising.

9. The method according to claim 8, wherein the step of detecting that the battery electric railway vehicle is approaching the track-side charging contact comprises receiving a first signal from a first track-side transmitter at a receiver in the railway vehicle.

10. The method according to claim 8 or 9, wherein the charging shoe is moved from the stowed position to the deployed position in response to receiving a second signal from a second track-side transmitter at a receiver.

11. receiving a third signal from a third track-side transmitter at a receiver, identifying that a track-side marker has been detected by an on-vehicle proximity sensor, and identifying that an on-vehicle marker has been detected by a track-side proximity sensor The method according to any one of claims 8 to 10, further comprising detecting that the battery electric railway vehicle is positioned such that the charging shoe contacts the track-side charging contact, by one or more of the above.

12. A step of maintaining contact with the charging shoe in the deployed position when the battery electric railway vehicle starts to move so that the charging shoe slides along at least a second portion of the track-side charging contact; Then, a step of moving the charging shoe from the deployed position to the stored position; The method according to any one of claims 8 to 11, further comprising.

13. A battery electric railway vehicle charging system, A battery electric railway vehicle, A first wheel configured to travel on a first running rail and a second wheel configured to travel on a second running rail; A battery; A first charging shoe; A second charging shoe; A battery electric railway vehicle comprising; Track-side charging infrastructure, A track-side charging contact configured to be connected to a first potential during charging of the battery; A first other track-side charging contact that can be connected to a second potential during charging of the battery; Track-side charging infrastructure comprising; Comprising, The track-side charging contact is positioned substantially equidistant between the first running rail and the second running rail, The first other track-side charging contact is positioned between the track-side charging contact and the first running rail, The first charging shoe is positioned so as to be able to contact the track-side charging contact, and with respect to a first orientation of the battery electric railway vehicle with respect to the first running rail and the second running rail, the second charging shoe is positioned so as to be able to contact the first other track-side charging contact. A battery electric railway vehicle charging system.

14. A second other track-side charging contact that can be connected to a second potential during charging of the battery, further comprising a second other track-side charging contact positioned between the track-side charging contact and the second running rail, The second charging shoe is positioned so as to be able to contact the second other track-side charging contact with respect to a second orientation of the battery electric railway vehicle with respect to the first running rail and the second running rail. The battery electric railway vehicle charging system according to claim 13.

15. The battery electric railway vehicle further comprises an on-vehicle controller, and the first charging shoe is movable between a stored position and a deployed position, The in-vehicle controller, the first charging shoe, Before the charging shoe is positioned on the charging contact and / or while the battery electric railway vehicle is moving, control is performed to move from the storage position to the deployment position, thereby sliding the charging shoe along at least a first portion of the track-side charging contact. After the electric railway vehicle starts to move in a direction away from the track-side charging contact, control is performed to move from the deployment position to the storage position, thereby sliding the charging shoe along at least a second portion of the track-side charging contact. The battery electric railway vehicle charging system according to claim 13 or 14.

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