Trolley wire lubrication device

Abstract

An apparatus for applying a fluid antifreeze to the trolley wire of an overhead line, comprising: a holding device extending from the vehicle toward the trolley wire, wherein an electric-driven vehicle draws electrical energy from the overhead line by a pantograph; a transfer roller oriented horizontally and laterally with respect to the longitudinal axis of the vehicle, coupled to the holding device in a manner that allows it to rotate in the axial direction, and capable of contacting the trolley wire; and an open container for the antifreeze, positioned below the transfer roller and partially surrounding the circumferential surface of the transfer roller so that the transfer roller can be moistened by the antifreeze supplied through the container by rotational motion, wherein the apparatus also comprises means for controlling the rotational motion, the means being designed to limit the circumferential speed of the transfer roller so that it rotates more slowly than when it is sliding freely along the trolley wire.

Description

Technical Field

[0001] The present invention relates to an apparatus for applying a lubricant or antifreeze to an overhead trolley wire, and an electric vehicle draws electrical energy from the overhead wire by means of a pantograph. Further, the present invention relates to an apparatus that is particularly suitable for deicing, i.e., suitable for a preventive antifreeze for trolley wires, and the operation of the apparatus is not limited by the maximum vehicle speed.

Background Art

[0002] Overhead trolley wires are generally known for providing electrical energy (electric current). Such trolley wires are used for railway vehicles such as streetcars or express trains, for example, to supply the electrical energy required during travel to the vehicle, but are also used for overhead buses (trolleybuses). As shown in FIGS. 1 and 2 using the example of a streetcar, the trolley wire is usually stretched above the rail (or road) to represent the poles of the voltage source, and the vehicle (e.g., a streetcar) is supplied with the necessary energy from the voltage source via a pantograph (e.g., having a contact bar or a sliding plate). The trolley wire is usually made of copper and usually has a circular cross-section with two V-shaped grooves formed in the upper half so that holding clamps can engage therewith (see FIG. 2(b)).

[0003] In winter, icing frequently occurs on the trolley wire, which may cause undesirable contact interruption. These can damage vehicle parts, destroy the vehicle, or stop the vehicle. For example, it may cause significant delays or even power outages if the exit track is blocked during the release time. Further, frequent occurrence of arcs increases wear on the sliding plate and the trolley wire.

[0004] As a result, before temperatures drop below freezing, the trolley wire (or contact wire) begins to be "lubricated" or moistened with an antifreeze such as glycerin. This is usually done by felt roll lubrication bars, which are mounted on operating vehicles (maintenance vehicles used for the maintenance of operating equipment, according to BOStrab) or on passenger transport vehicles (e.g., trams, express trains, trolleybuses, etc.). Depending on the size of the network and the number of lubricating vehicles, the lubrication journey is carried out in three stages, up to 24 hours a day. In this case, felt rolls, constantly impregnated with an antifreeze (e.g., glycerin), roll along the trolley wire via a supply hose. Such felt roll structures are described in more detail, for example, DE202004008632U1, where the felt rolls are mounted on a convertible pantograph, which, in addition to the traction pantograph, is mounted on the roof of the vehicle. However, the real problem is that excess lubricant (glycerin) can easily drip into the collection tank and be introduced into the vehicle, and the lubricant cannot be reused because it is contaminated to a considerable extent by, among other things, water, carbon wear, fiber wear, and / or dirt from the environment (e.g., foliage).

[0005] Furthermore, the rolls, pressed during travel, roll directly over the contact points with the trolley wire, meaning the circumferential speed of the rolls corresponds to the travel speed. As a result, the rotational inertia forces generated at relatively high speeds in the mechanical system, and the resulting risks associated with the released lubricant, limit the maximum permissible speed of the vehicle to approximately 30 km / h. The inevitable wear of the fibers, along with dirt from the trolley wire and carbon polishing strips, can cause significant clogging upon return, potentially leading to repeated failures or damage. Therefore, maintenance and cost expenditures for such devices are relatively high.

[0006] Furthermore, conventional equipment requires a minimum pressing force (e.g., about 85 Newtons) between the felt roll and the trolley wire to ensure the felt roll is reliably transported. Therefore, along with the pressing force of the traction pantograph, the equipment can result in high load and deflection of the trolley wire. This increases the possibility of collisions with further trolley wire elements, and in the worst case, can lead to total loss of the lubricating arch and breakage of the trolley wire.

[0007] If the felt roll becomes clogged (for example, by a frequently operating heavy-running bearing, or even by a relatively slight decrease in pressing force that occurs when the outlet is clogged with felt wear and the bucket is full), the felt roll will break down very quickly and therefore must be replaced with a new one. To prevent this, electronic rotational monitoring has been required for this purpose.

[0008] Furthermore, the impregnation behavior of the felt roll, the shaking off of the lubricant, and the outflow behavior of contaminated, high-viscosity residual lubricant can cause significant fluctuations in system weight and already sensitive pressing force. Uneven impregnation of the felt roll can result in strong imbalances and vibrations, for example, on the arched sections and trolley wires.

[0009] Therefore, a felt roll applicator with a relatively heavy system weight can put a load on the arched frame, potentially generating a large inertial force, which in turn necessitates a "reinforced" arched frame (with stronger lifting springs).

[0010] Heavy mass also ensures that the natural frequency of the protruding assembly is lower, and as a result, it can be particularly easily excited by acceleration or roll imbalances from vehicle dynamics, even at low speeds.

[0011] Alternatives for de-icing trolley wires often involve complex devices, such as the one in DE102011054610A1, where the instantaneous position of the trolley wire is determined by a sensor to wet or spray nearby trolley wires with antifreeze via a suitable supply outlet.

[0012] For example, a further problem arising from the use of conventional lubrication rollers, such as cylindrical felt rolls, is that when the direction of the vehicle changes or when crossing different routes, the roll often has to travel over intersecting trolley wires; that is, the roll is guided in a sliding manner from a trolley wire traveling on a first vertical plane to a trolley wire traveling in a different direction and on a different vertical plane. Therefore, the contact strip of the traction pantograph should have an appropriate profile so that the contact strip can easily transition in a sliding manner from one trolley wire to another without getting caught on the trolley wires on different vertical planes. In contrast, when using conventional (cylindrical) lubrication rolls, the vehicle usually needs to stop before the trolley wire crossing, so that the lubrication roll can be lowered and the vehicle can be driven in the direction of the second trolley wire, and then the lubrication roll can come into contact with the trolley wire again. The seamless transition from one trolley wire to the other is impossible to achieve without problems (i.e., without wear and without damage to the lubrication arc and contact wire system) as a result of the linear profile of the lubrication roll. [Overview of the project] [Problems that the invention aims to solve]

[0013] Therefore, an object of the present invention is to improve the trolley wire de-icing system to be as simple as possible, more durable, and therefore more reliable in order to avoid or at least minimize conventional wear damage. Furthermore, the trolley wire de-icing system is intended to be improved so that the required contact pressure is reduced and the maximum speed of the vehicle is maximized. Furthermore, at least one embodiment of the trolley wire de-icing system is intended to be improved so that a lubricating roll, just like a sliding plate for current transmission, can slide from one trolley wire to the other without being obstructed when the direction of the vehicle changes. [Means for solving the problem]

[0014] This objective is achieved by the apparatus having the features of claim 1 according to the present invention. Advantageous improvements of the present invention are expressed in the dependent claims.

[0015] According to one embodiment, the apparatus according to the present invention is provided for applying a fluid antifreeze to the trolley wire of an overhead line, from which an electric vehicle draws electrical energy by a pantograph. In each case, the apparatus comprises a retaining device extending from the vehicle toward the trolley wire, a transfer roller oriented horizontally and laterally with respect to the longitudinal axis of the vehicle and coupled to the retaining device in a manner that allows it to rotate in the axial direction and to contact the trolley wire, and an open container for the antifreeze, which is positioned below the transfer roller and partially surrounds the circumferential surface of the transfer roller so that the transfer roller can be moistened by the antifreeze supplied through the container by rotational motion, wherein the apparatus also has means for controlling the rotational motion, configured to limit the circumferential speed of the transfer roller so that it rotates more slowly than if it were sliding along the trolley wire.

[0016] The device is designed using the above-mentioned means for controlling rotational motion, and the transfer rollers can slide along the trolley wire. Since the transfer rollers can always travel at a desired rotational speed (actively or passively) by the means for controlling rotational motion, the vehicle does not need to reduce its travel speed. As a result, the amount of lubricant transported is also optimally adjusted, and the system can be designed to always operate with the lowest possible contact pressure.

[0017] The material of the transfer roller is advantageous when it is optimized tribologically with respect to the trolley wire such that the transfer roller, which moves relative to the trolley wire, interacts with the trolley wire in a rolling-sliding manner within a predetermined contact pressure range. The material is particularly advantageous if it is optimized with respect to the trolley wire such that the trolley wire and the transfer roller moving relative to the trolley wire interact in a rolling-sliding manner within a predetermined contact pressure range. The material is particularly advantageous if it is optimized with respect to the trolley wire such that it is optimized with respect to the trolley wire such that the transfer roller interacts with the trolley wire in a rolling-sliding manner within a predetermined contact pressure range.

[0018] As a result of wear-optimized smooth materials, a substantially wear-free rolling and sliding interaction is achieved between the transport roller and the trolley wire. Consequently, the peripheral speed of the transport roller does not directly depend on the vehicle speed, as in the case of felt rolls, and therefore, in principle, vehicle speed limits are not required. This means that the transport roller can rotate at a predetermined peripheral speed independent of the vehicle speed, for example, to avoid shaking caused by centrifugal force and to substantially reduce wear between the transport roller and the trolley wire.

[0019] Means for controlling the peripheral speed of the transfer rollers include, for example, changing the contact pressure between the transfer roller and the trolley wire, when the roller rotation speed is not predetermined by the motor but is limited by a passively acting braking device.

[0020] Advantageously, the material of the transfer roller is a plastic containing at least one solid lubricant. Preferably, the solid lubricant contains one or more of the following substances, e.g., graphite, MoS2, PTFE, synthetic metal sulfides, etc. The transfer roller can therefore be coupled to the holder in the simplest way so that it can run on sliding bearings without lubrication.

[0021] Furthermore, the transfer rollers can be manufactured as hollow rollers made of metal materials having good sliding properties, such as brass, of a specific casting type, or metal materials with particularly wear-resistant coatings (e.g., aluminum with Nikasil coating, known in motor engineering), or metal materials with applied sliding lacquer.

[0022] Preferably, the circumferential surface of the transfer roller has a substantially convex spherical design. As a result, the contour of the transfer roller conforms to that of conventional sliding plates, and this conformation, i.e., the convex spherical contour of the transfer roller, allows it to slide smoothly from one trolley wire to the other (for example, in the case of a change of direction) or to travel along trolley wires that intersect laterally without getting stuck or caught during the process.

[0023] It is even more advantageous if the holding device includes a pretensioning device for providing a predetermined contact pressure between the trolley wire and the transfer roller as a means for controlling the peripheral speed of the transfer roller. As a result, the contact pressure between the trolley wire and the transfer roller can be selectively changed via the pretensioning device. In particular, the means for controlling the peripheral speed controls the peripheral speed of the transfer roller so that the contact pressure decreases for faster travel speeds, and therefore the transfer roller rotates more slowly than in the case of sliding rolling along the trolley wire to prevent the antifreeze from being shaken off at high travel speeds.

[0024] Instead of, or in addition to, variability of contact pressure, the contact pressure between the trolley wire and the transfer roller may be variable in proportion to the vehicle speed via a pretensioning device. This specification allows for the use of means suitable for this purpose, which can adjust the contact pressure as a function of vehicle speed (e.g., via an output force caused by a control unit or lift or relative wind). Furthermore, the pretensioning device may comprise a spring system. The spring system may be a simple spring system or an actively controllable spring system. Alternatively, the contact pressure may also be varied via a pretensioning device having at least one controllable actuator. For this purpose, for example, an electrical, pneumatic, or other hydraulic actuator can be used.

[0025] Preferably, the retaining device comprises a rigidly coupled retaining element that forms a sliding bearing having a transfer roller. The use of a tribologically advantageous plastic with embedded solid lubricant ensures self-lubrication of the sliding surfaces between the fixed retaining element and the rotatable transfer roller. In a first advantageous embodiment, the retaining element is a shaft, particularly a hollow shaft. In a further advantageous embodiment, the retaining element comprises two bearing journals arranged axially. This embodiment allows for a lightweight structure with minimal wear, on the one hand, because separate bearing components are omitted, and on the other hand, because inertial forces (e.g., from the fluctuating height of the trolley wire or from the vehicle's motion) are kept relatively constant and minimal.

[0026] The vessel of the apparatus according to the present invention preferably has at least one inlet located at one axial end for supply and an outlet located in the middle between the opposing axial ends on the side wall of the vessel for discharging the antifreeze. It has further proven to be particularly advantageous when the vessel has two inlets attached to the opposing axial ends of the vessel. It is even more advantageous when at least one inlet forms a fluid circuit with an outlet, and the antifreeze flows continuously through the vessel.

[0027] The horizontally attached inlet and the centrally located outlet thus enable a continuous flow of antifreeze from the presumably less soiled outside (rare trolley wire contact) to the presumably very soiled center (frequent trolley wire contact) of the transfer roller. Thereby, sufficient "fresh" antifreeze is always available to moisten the transfer roller and it is ensured that the contaminated part is consumed first. The inlet is also hydraulically balanced to achieve the same through-flow on both sides.

[0028] Preferably, the outlet is attached at a predetermined distance from the container base and the outlet is spaced further from the container base than at least one inlet. The predetermined distance of the outlet from the container base first determines the level of the antifreeze, and by its central position close to the center of gravity area of the liquid level, it also ensures that no change in the filling level occurs in case of a lateral acceleration or inclination of the container (e.g., stop at an ascending position of the track or centrifugal force when changing direction), and as a result, during travel, the required system weight and contact force between the trolley wire and the transfer roller are kept constant. Further, the free flow path of each antifreeze flow is only half of the roller length (applicator), and as a result, the level difference caused by the relatively high viscosity of the fluid (e.g., glycerin) is also halved.

[0029] Preferably, the circumferential speed and / or circumferential direction of the transfer roller can be adjusted or controlled independently of the vehicle speed. In an advantageous embodiment, the circumferential speed and / or circumferential direction of the transfer roller is controlled or regulated via a motor coupled to the transfer roller. In another alternative embodiment, the circumferential speed of the transfer roller is controlled or regulated via a brake coupled to the transfer roller. As used herein, the brake may be a simple friction brake, a centrifugal brake, or a viscous brake, but may also be an electrodynamic brake, such as a generator brake or an eddy current brake (advantageous because it can be precisely adjusted and is temperature-independent), which can be actuated, for example, via a generator coupled to the transfer roller.

[0030] Alternatively, or even better, the lubricant filling the bucket can be used as a viscous brake, and the rotation for transport is adjusted by changing the pressing force on the trolley wire and / or by increasing / decreasing the water level in the bucket (drain position or level sensor).

[0031] As a result, the peripheral speed of the transport roller can be actively kept constant via a motor, or passively adjusted to its maximum extent via a brake; therefore, in each case, the motor or brake represents a means for controlling the rotational motion of the transport roller. The rotational speed and sliding are forced to be precise by the drive or brake device, even if the tribosystem between the roller and the trolley wire is disrupted for any reason, i.e., for example, if the coefficient of friction or pressing force changes as a result of external influences. As a result, wear may increase, but still, reliability of operation and functionality are always provided. Therefore, particularly dangerous vibrations caused by uncontrolled imbalances are unlikely to occur.

[0032] Furthermore, the circumferential direction can be actively determined via a motor. Thus, the amount of antifreeze conveyed by the transfer roller can be set to a desired extent by the rotational speed, circumferential speed, or circumferential direction of the transfer roller. Moreover, reliable entanglement of the transfer roller by the trolley wire is no longer necessary and undesirable. As a result, the transfer roller can always be driven with the smallest possible contact pressure (i.e., as small as possible to achieve the rolling and sliding interaction between the trolley wire and the frictionally optimally matched transfer roller), and consequently, wear on the transfer roller, as well as deflection and load on the trolley wire, are substantially reduced.

[0033] The following description of preferred embodiments of the present invention, together with the drawings, will help to illustrate the invention in more detail. [Brief explanation of the drawing]

[0034] [Figure 1] This diagram shows a typical conventional railway vehicle (tram) that draws electrical energy from the trolley wire via a pantograph with a contact strip. [Figure 2] (a) A perspective view of a typical pantograph mounted on the roof of a vehicle and in contact with the trolley wire, and (b) A perspective view of a grooved trolley wire. [Figure 3] (a) A schematic cross-sectional view of the lubrication device of the present invention, showing contact with the trolley wire in a rolling and sliding manner along a lateral plane, and (b) a schematic cross-sectional view of a partial cross-section along the front surface. [Figure 4] (a) A front view of a typical pantograph contact strip, and (b) A partial cross-sectional front view of the lubrication roller device of the present invention. [Figure 5] (a) A schematic diagram of a container without transfer rollers; (b) A cross-sectional front view of a container filled with antifreeze, without tilting or lateral acceleration by a vehicle; (c) A diagram showing the water level of the lubricant displaced by tilting or lateral acceleration. [Figure 6] This is a schematic diagram of antifreeze supply via separate storage and collection containers. [Figure 7] (a) A schematic diagram of an alternative antifreeze supply via a supply unit and storage container that enables return without contamination, and (b) a cross-sectional view of the supply unit. [Modes for carrying out the invention]

[0035] The terms “lubricant,” “antifreeze,” “glycerin,” and “de-icing agent or medium” should be understood synonymously in the following description. The terms “container” and “tub” should be understood synonymously in the following description, and describe the vessel facing the transfer rollers into which the lubricant is supplied.

[0036] Certain terms such as “right,” “left,” “top,” “bottom,” “front,” “rear,” “high,” and “low” indicate the orientation of each component, device, or apparatus when mounted in an operationally possible manner in the attached drawings. The terms “inside” and “outside” indicate the orientation of the geometric central axis or center of the described component, device, or apparatus, respectively, and their meanings are clear from the description.

[0037] Furthermore, the terms “connected,” “attached,” “joined,” and “mounted” each describe a direct connection between two links or components, i.e., a connection without an intermediate link, but also describe an indirect connection between links or components, i.e., a connection with at least one intermediate link.

[0038] Furthermore, unless otherwise indicated, the use of ordinal adjectives such as "first," "second," and "third" simply indicates different examples of the same thing, and does not imply that these things must be in a specific order, temporarily, spatially, or in a particular rank.

[0039] Referring to Figures 1, 2, and 3, the lubrication roller device 100 according to the present invention is preferably fastened to the roof 12 of a vehicle 10, particularly a railway vehicle. The vehicle 10 has at least one first pantograph frame 14 fastened to the roof 12 of the vehicle 10, which can simultaneously function as a pantograph for the energy supply of the vehicle 10, but can also function as a retainer for the lubrication roller device 100. In this case, the lubrication roller device 100 is fastened to the pantograph frame 14 which is spaced apart from and parallel to the contact strip 16.

[0040] In a preferred embodiment, a second, substantially identical pantograph frame (not shown) is fastened to the roof 12 of the vehicle 10, spaced apart from the first pantograph frame 14 and located either in front of or behind the first pantograph frame 14. Thus, the second pantograph frame functions solely as a retaining device for the lubrication roller device 100, rather than for supplying energy to the vehicle 10.

[0041] The lubrication roller device 100 is shown in Figure 3 in a schematic cross-sectional view (a) along a transverse plane parallel to the direction of travel and a schematic cross-sectional view (b) along the front surface perpendicular to the direction of travel. The lubrication roller device 100 is coupled in a functionally rapid manner by a retainer 102 or support device fixedly connected to the upper end of the pantograph frame, and the transfer roller 110 is mounted on the retainer 102 in a manner that allows it to slide and rotate.

[0042] In one embodiment of the present invention (see Figure 3(b)), the transfer roller 110a is in the form of a hollow cylinder mounted on a continuous shaft or shaft 108 in a manner that allows it to slide and rotate. The shaft or shaft 108 is preferably a hollow shaft fixedly connected to the upper end of the pantograph frame by suitable journals 106a, 106b and machine screws 104a, 104b. As a result, the weight of the structure and the resulting moment of mass and moment of inertia are kept as low as possible, and any possible circumferential bending of the shaft 108 is avoided by the fixed connection to the pantograph frame. Furthermore, the shaft / shaft 108 and the transfer roller 110a do not need to be self-supporting in each case, resulting in a lightweight structure. No press fitting is required between the hollow shaft and the roller, thus ensuring quick and easy replacement of the transfer roller 110a in case of wear.

[0043] In an alternative embodiment of the present invention, the transfer roller 110b is in the form of a solid cylinder (see Figure 4(b)) or a hollow cylinder (not shown) mounted in a manner that allows it to slide and rotate on two suitable bearing mandrels or journals 112a. The bearing mandrels or journals 112a are, in each case, fixedly connected to the corresponding upper end of the pantograph frame and form a sliding bearing having a cavity oriented to the corresponding axial center of the transfer roller 110b. Further alternative embodiments provide a shaft (not shown), one shaft stub 112b, or two shaft stubs, the shaft stubs fixedly connected to the transfer roller 110b, allowing the transfer roller 110b to be mounted in a bearing bush or rolling bearing. Furthermore, the shaft or shaft stub 112b can function to couple the transfer roller 110b to a drive unit 113 located outside the bucket 114, or to couple to a brake. In this embodiment, a movable seal is provided between the bucket end walls 120a, 120b and the shaft or shaft stub. Preferably, the transfer roller 110b has a convex spherical shape that conforms to the contour of a conventional sliding plate, and as a result, the transfer roller 110b can slide on the trolley wire 18 without problems (i.e., without snagging) on ​​different horizontal planes and without wear in the case of trolley wire transitions or trolley wire crossings.

[0044] Furthermore, the transfer roller 110b is made of a friction-favorable material that is tribologically optimized for interaction with the trolley wire 18, i.e., the friction between the surfaces of the transfer rollers 110a, 110b and the trolley wire 18 during relative motion is optimized so that the transfer rollers 110a, 110b interact with the trolley wire 18 in a rolling-sliding manner within a specific speed range of the vehicle 10. The tribologically optimized material is further designed so that the trolley wire 18 interacts with the transfer rollers 110a, 110b to cause minimal wear. The tribologically optimized material includes one or more solid lubricants to ensure self-lubrication of the sliding surfaces between the transfer rollers 110a, 110b and the cage 102 (a fixed shaft or hollow shaft 108 and fixed bearing journals 112a, 112b). Typical solid lubricants include, for example, graphite, molybdenum disulfide (MoS2), tungsten disulfide (WS2), graphene, and polytetrafluoroethylene (PTFE), or other combinations thereof. The use and effects of solid lubricants for sliding bearings are generally known in the art and therefore will not be explained further.

[0045] Tribologically optimized materials are preferably plastics, for example, plastics with a base matrix composed of a fluorine-stabilized plastic (similar to "Teflon") filled with a solid lubricant (e.g., graphite).

[0046] Alternatively, metal materials with good sliding properties, such as brass, or specific casting types, or metals with particularly wear-resistant coatings (e.g., aluminum with Nikasil coating), or metals with applied sliding lacquer can be used.

[0047] Referring to Figures 3(a), 5(a), 5(b), and 5(c), the container 114 is preferably a trough-shaped container coupled to the retainer 102 and the upper end of the pantograph frame. In one advantageous embodiment, the container 114 is positioned below the transfer rollers 110a, 110b such that most of the transfer rollers 110a, 110b are functionally surrounded by the open container 114. In particular, the transfer rollers 110a, 110b are embedded within the container 114 such that the enclosure of the container 114 extends at least beyond the shaft (shaft 108 or bearing journals 112a, 112b). In an alternative exemplary embodiment, the enclosure of the container 114 extends only below the shaft (shaft 108 or bearing journals 112a, 112b), and the container 114 is positioned so that at least a portion of the transfer rollers 110a, 110b can be functionally immersed in the antifreeze 124.

[0048] Two feed lines 116a and 116b are attached to axially opposing side walls 120a and 120b of the container 114, respectively, so that the antifreeze 124 can be fed into the container 114 from both sides simultaneously. The feed lines 116a and 116b are advantageously hydraulically balanced to achieve the same throughflow on both sides. A drain port 118 or outlet is attached to the front side wall 122a or rear side wall 122b, spaced away from the base of the container and located centered between the feed lines 116a and 116b. The drain port 118 determines the water level of the antifreeze 124 passing through and also ensures that the filling amount does not change in the case of lateral acceleration (e.g., cornering acceleration, centrifugal force) or inclination of the vehicle 10 (e.g., elevated position of the track). A constant filling amount of antifreeze 124 is required to maintain a constant weight of the system and, consequently, a constant selected pressing force of the transfer rollers 110a and 110b on the trolley wire 18. Furthermore, the free flow path of the lubricant flow is only half the length of the container, and as a result, the water level difference caused by the relatively high viscosity of the antifreeze 124 relative to water is halved.

[0049] In one embodiment, the antifreeze 124 is pumped from the storage container 210 (see, for example, Figure 6) into the container (tub) 114 via feed lines 116a, 116b and discharged again through a drain port 118 or outlet installed at a desired height, so that the antifreeze 124 flows continuously through the container 114. In a further embodiment, the antifreeze 124 is transported through a storage container (not shown) prestressed with compressed air, thus eliminating the need for a thick-matter pump that would otherwise be required.

[0050] The example shown in Figure 6 illustrates the supply of antifreeze 124 via separate storage containers 210 and collection containers 212. The collection containers 212 can also be coupled to a vacuum generator, for example, to remove blockages in the outlet 118 or to periodically flush out the outlet 118. Alternatively, the supply of antifreeze 124 can be achieved by just one storage container 210, and the antifreeze 124 returns to the storage container 210 of the vehicle 10 by continuous circulation. Pump control is not required in this case, and the antifreeze 124 is simply replenished by the storage container 210 of the vehicle 10, or an empty storage container 210 can be easily replaced with a full, less contaminated storage container 210. To avoid the occurrence of contaminated return, the antifreeze 124 can also be supplied by lost operation. In such embodiments, the container 114 is supplied with antifreeze 124, for example, without any return (pure lost operation), and the water level is regulated by a centrally mounted water level sensor or water level switch (not shown) and a correspondingly controlled pump / valve. If the quality of water level regulation is insufficient, an additional drain can be provided, in this case, also as an alternative water level.

[0051] Figure 7 shows a further embodiment for supplying antifreeze 124 to a container 114 without an outlet, which is directly attached to the bucket 114. In this case, the antifreeze is supplied from a storage container 210 by a supply unit 200 connected to the container 114 via a container inlet 202 mounted in the center of the bucket 114. The supply unit 200 allows for a water level 204 for lost operation without the use of sensors or any moving parts. In this case, the antifreeze 124 returns via an outlet 206 that departs from the water level 204 of the supply unit 200, and fresh antifreeze 124 is supplied from below the storage container 210 via an inlet 208 into the supply unit 200. Thus, the device 200 prevents contaminants from flowing into what is returning from the container 114, and as a result, the returning antifreeze 124 can be reused without limit. The supply unit 200 is mounted in the center, similar to the outlet 118 in the embodiments described above, so that lateral acceleration does not cause a change in the amount of water in the bucket or container 114.

[0052] During the operation of the lubrication roller device 100, the antifreeze or lubricant 124 is transported and applied by the container 114 so as to come into contact with the trolley wire 18 by fluid wetting of the smooth surfaces of the transfer rollers 110a and 110b, which are partially immersed in the antifreeze 124.

[0053] In a preferred embodiment, the transfer rollers 110a and 110b are rotated (i.e., carried) by the trolley wire 18 in a rolling-sliding manner. Preferably, the transfer rollers 110a and 110b are driven at a predetermined rotational speed that is not directly proportional to the relative speed between the trolley wire 18 and the vehicle 10 (i.e., the peripheral speed of the transfer rollers is not equal to the travel speed). The rotation of the transfer rollers 110a and 110b functions solely for the transport of lubricant, and as a result, a relatively low number of revolutions per minute is sufficient to transport the desired amount of lubricant 124 from the pre-filled container 114 to the trolley wire 18.

[0054] Fluctuations in the contact pressure between the trolley wire 18 and the transfer rollers 110a and 110b adjust the rotational speed of the transfer rollers 110a and 110b (which are passively driven), and consequently, the amount of antifreeze 124 (the film thickness of the lubricant) transported to the trolley wire 18. The contact pressure between the trolley wire 18 and the transfer rollers 110a and 110b can be controlled by the pantograph frame 14, for example, by a suitable adjustable spring system, a hydraulic or pneumatic cylinder (actuator), or a motor. In one embodiment, the contact pressure is adjusted, for example, by a support surface in proportion to the vehicle speed, and the support surface is raised or driven by relative wind (or any other wind-dependent actuator) and functionally coupled to the pantograph frame.

[0055] In another embodiment, the rotational speed is controlled, for example, by a brake (not shown). The brake can be designed in the form of a viscous brake, a simple friction brake, a centrifugal brake, or an electrodynamic brake that maintains the rotational speed of the transfer rollers 110a, 110b at a relatively constant or at least below a predetermined maximum rotational speed. The brake is preferably functionally coupled to the transfer rollers 110a, 110b by a retainer 102. Viscous and centrifugal brakes, and both electrodynamic brakes are generally known and therefore will not be described further.

[0056] In further exemplary embodiments, the transfer rollers 110a and 110b are driven by motors that actively control their rotational speed and direction, and consequently, their delivery speed. In particular, the transfer rollers 110a and 110b can be driven in the direction of the relative motion between the transfer rollers 110a and 110b and the trolley wire 18 (as in the case of passive drive devices), but they can also be driven in the opposite direction (opposite to the relative motion), which may allow for better control of the delivery speed of the lubricant 124. Motor-driven rolls are known in the art and are therefore not described in further detail herein.

[0057] Therefore, the present invention provides means for controlling the rotational motion that limits the peripheral speed of the transfer roller 110 so that it rotates more slowly than if it were rolling slidably along the trolley wire. This is particularly important at relatively high speeds to prevent the antifreeze 124 from being shaken off, and can be achieved by brakes or motors, especially by appropriate control of contact pressure.

[0058] In addition to applying antifreeze, the apparatus provided by the present invention is also suitable for applying any other type of trolley wire treatment agent. In particular, the following, namely glycerin, glycol, oil, alcohol, salt, or polymer, as well as water-based antifreeze, and chemicals having special viscosity properties, such as thixotropic liquids and chemicals, are considered trolley wire treatment agents, and due to the physical properties of thixotropic liquids and chemicals, they cannot be sprayed or applied using impregnated brushes, felt, sponges or brushes. [Explanation of Symbols]

[0059] 10 vehicles 12 Roof 14 Pantograph Frame 16. Sliding plate 18 Trolley wire 100 Lubricating device 102 Cage 104a, b Machine screws 106a, b Bearing mandrel 108 Shaft 110a, b Transfer rollers 112a, b Bearing Journal 113 Drive unit 114 Container 116a, b Feedline 118 Drain 120a,b Vessel side wall 122a Front container side wall 122b Rear container side wall 124 Lubricants, antifreezes, glycerin 200 supply units 202 Container Inlet 204 Water level 206 Outlet of supply unit 208 Inlet for supply unit 210 Storage containers 212 Collection containers

Claims

1. An apparatus (100) for applying a fluid antifreeze (124) to the trolley wire (18) of an overhead line, wherein an electric vehicle (10) draws electrical energy from the overhead line by a pantograph (14), A holding device extending from the vehicle (10) in the direction of the trolley wire (18), A transfer roller (110) is oriented horizontally and laterally with respect to the longitudinal axis of the vehicle, coupled to the holding device in a manner that allows it to rotate in the axial direction, and is capable of contacting the trolley wire. An open container (114) for the antifreeze (124), positioned below the transfer roller (110), and partially surrounding the circumferential surface of the transfer roller (110) so that the transfer roller (110) can be moistened by the antifreeze (124) supplied through the container (114) by rotational motion, and In a device (100) equipped with, The apparatus (100) is characterized by also having means for controlling the rotational motion, configured to limit the peripheral speed of the transfer roller (110) so that it rotates more slowly than when it rolls slidably along the trolley wire (18).

2. The apparatus (100) according to claim 1, wherein the material of the transfer roller (110) is tribologically optimized with respect to the trolley wire (18) such that the relative-moving transfer roller (110) interacts with the trolley wire (18) in a rolling and sliding manner with low wear within a predetermined contact pressure range, and the material is particularly a plastic, a plastic having a base matrix composed of a fluorine-stabilized plastic filled with a solid lubricant, or a metal material having good sliding properties, particularly brass, or a metal having an abrasion-resistant coating or applied sliding lacquer, particularly aluminum having a nicasil coating.

3. The apparatus (100) according to claim 1 or 2, characterized in that the circumferential surface of the transfer roller (110) has a substantially convex spherical design.

4. The apparatus (100) according to any one of claims 1 to 3, characterized in that the holding device comprises a pretensioning device for providing a predetermined contact pressure between the trolley wire (18) and the transfer roller (110).

5. The apparatus (100) according to claim 4, characterized in that the contact pressure between the trolley wire (18) and the transfer roller (110) can be selectively changed via the pretensioning device.

6. The apparatus (100) according to any one of claims 1 to 5, characterized in that the holding device comprises a firmly coupled holding element that forms a sliding bearing having the transfer roller (110).

7. The apparatus (100) according to any one of claims 1 to 6, characterized in that the container (114) comprises at least one inlet (116a, 116b) located at one axial end for supply, and an outlet (118) located in the center between the opposing axial ends on the side wall of the container for discharging the antifreeze (124).

8. The apparatus (100) according to claim 7, characterized in that the container (114) comprises two inlets (116a, 116b) attached to the mutually opposing axial ends of the container (114).

9. The apparatus (100) according to claim 7 or 8, characterized in that the outlet (118) is attached at a predetermined distance from the base of the container.

10. The apparatus (100) according to any one of claims 1 to 9, characterized in that the peripheral speed and / or circumferential direction of the transfer roller (110) can be adjusted independently of the vehicle speed.

11. The apparatus (100) according to claim 10, characterized in that the peripheral speed and / or circumferential direction of the transfer roller (110) can be adjusted via a motor (113) that drives the transfer roller (110).

12. The apparatus (100) according to claim 10, characterized in that the peripheral speed of the transfer roller (110) can be controlled via a brake coupled to the transfer roller (110).

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