EP4460434A1 - Véhicule non ferroviaire ayant un collecteur de courant - Google Patents

Véhicule non ferroviaire ayant un collecteur de courant

Info

Publication number
EP4460434A1
EP4460434A1 EP23716428.0A EP23716428A EP4460434A1 EP 4460434 A1 EP4460434 A1 EP 4460434A1 EP 23716428 A EP23716428 A EP 23716428A EP 4460434 A1 EP4460434 A1 EP 4460434A1
Authority
EP
European Patent Office
Prior art keywords
spring
constant
travel
vehicle
rocker
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23716428.0A
Other languages
German (de)
English (en)
Inventor
Bastian Blase
Florian BÜHS
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4460434A1 publication Critical patent/EP4460434A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
    • B60L5/22—Supporting means for the contact bow
    • B60L5/26—Half pantographs, e.g. using counter rocking beams
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/04—Current collectors for power supply lines of electrically-propelled vehicles using rollers or sliding shoes in contact with trolley wire
    • B60L5/10—Devices preventing the collector from jumping off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/36—Current collectors for power supply lines of electrically-propelled vehicles with means for collecting current simultaneously from more than one conductor, e.g. from more than one phase

Definitions

  • the invention relates to a non-track-bound vehicle according to the preamble of patent claim 1.
  • Such a vehicle is known from the disclosure document DE 10 2017 203 046 Al.
  • This electrically or hybrid-electrically powered vehicle includes a pantograph for feeding energy from a two-pole overhead line system.
  • the current collector has a pantograph-like frame, which carries a rocker with two grinding strips for each contact pole. While driving, the contact strips of each contact pole are in contact with the contact wire assigned to this contact pole, so that electrical energy can be fed in both directly for the traction drive and for charging an energy storage device on the vehicle.
  • the pantograph-like frame has a lower arm and two upper arms that are articulated to it.
  • the forearm has a fixed end on which it is supported on the vehicle so that it can rotate about a transverse axis of the vehicle.
  • Each upper arm has a free end on which it carries the contact strips of a contact pole.
  • a lifting drive is provided to erect the frame, so that the grinding strips can be raised in the vertical direction.
  • the two contact wires of the two-pole overhead line system run parallel to each other and centrally over an electrified lane at the same and constant height. Due to uneven roads and rolling movements of the vehicle, but also due to wear and tear and weather influences such as wind and temperature changes, in practice there are often different distances between the two contact wires and the current collector. This can jeopardize the maintenance of uninterrupted sliding contact while driving and thus the continuous transmission of traction energy.
  • Al adjusting means which have a rotatably mounted deflection disk with a Curve segment-shaped cable guide and a pull rope guided over the cable guide.
  • the pull rope ends are attached in the area of the fixed ends of the support arms.
  • the deflection disk can be deflected by the lifting drive in such a way that the support arms can be erected by the pull cable ends deflected with the deflection disk.
  • the publication DE 10 2019 214 959 A1 shows a further alternative in which the frame of the pantograph only has a single, adjustable support arm.
  • the support arm has a fixed end at which it is supported on the vehicle so that it can rotate about a transverse axis of the vehicle, and a free end to which a rocker support is connected via a joint with an axis of rotation aligned in the longitudinal direction of the vehicle.
  • the rocker support carries a rocker on both sides of the joint, on which the at least one contact strip of the contact poles are arranged.
  • Each rocker is mounted on the rocker support via a constant force spring. This allows a force-independent deflection of the rockers relative to the rocker support when the height of the two contact wires is offset.
  • the invention is therefore based on the object of providing a vehicle of the type mentioned at the outset, in which energy is fed in via the pantograph even with varying contact wire positions.
  • a vehicle of the type mentioned at the beginning is not track-bound and is powered electrically or hybrid-electrically and can in particular be a road vehicle, such as a truck or omnibus.
  • the vehicle has a pantograph for feeding in traction power. energy from an electrical overhead line system.
  • the overhead line system is two-pole and has a contact wire for each contact pole.
  • the current collector has a support frame that can be directed, for example pantograph-like.
  • the support frame is supported in an articulated manner on a vehicle frame with a fixed end.
  • a free end of the support frame is connected in an articulated manner to a rocker support.
  • the joints of the support frame preferably have axes of rotation parallel to a transverse axis of the vehicle.
  • On the rocker support a rocker with contact strips is resiliently mounted for each contact pole via at least one spring assembly.
  • a restoring force of the spring assembly has a constant spring characteristic on its deflection travel, the deflection travel of the spring assembly successively having a first spring travel, a second spring travel and a third spring travel.
  • a restoring force increases with a first spring constant, preferably linearly.
  • the restoring force remains constant, preferably at a preset constant force value.
  • the restoring force increases with a second spring constant that is larger than the first spring constant.
  • the spring assembly compensates for variations in both vibrational movements of the vehicle in the higher-frequency variation range and height differences of the contact wires in the low-frequency variation range. With this compensation, only the masses of the rockers have to be moved and not the entire support frame. The resulting higher dynamics improve the quality of contact between the contact strips and the contact wires and thus increase the availability of the overhead line system.
  • the decoupling of the spring movements of both rockers according to the invention eliminates the need for adjusting means for the anti-parallel rocker movement; Only one rocker needs to be adjusted per contact wire.
  • the Technology eliminates many joints and moving parts, which allows the pantograph of a vehicle according to the invention to be manufactured in a more material-saving and cost-conscious manner.
  • the elimination of the deflection pulley and cable guide also makes it easier to install the current collector on the vehicle.
  • the spring assembly comprises a first spring element having the first spring constant, a second spring element which exerts a constant force and a third spring element having the second spring constant.
  • the cascaded-connected spring elements form a passive and robust spring assembly with a long service life and service life.
  • the individual spring elements can be replaced separately and allow specific characteristic adjustment of the individual spring stages.
  • the first spring element is prestressed to an initial force. This allows the restoring force of the spring assembly to be adjusted when contacting the contact wires, which on the one hand avoids damage to the contact strips due to contact closure that is too hard and, on the other hand, avoids too deep a deflection of the first spring element.
  • the first spring travel of the first spring element is limited by first end stops
  • the second spring travel of the second spring element is limited by second end stops
  • the third spring travel of the third spring element is limited by third end stops. If the design-related limitation of a spring travel due to the block length of the spring element is not sufficient, a spring travel can be limited by end stops that interact with the ends of the spring element. The end of a spring travel is reached when an upper end stop and a lower end stop collide during compression.
  • each rocker is resiliently mounted on the rocker support at its two opposite ends via a respective spring assembly. By supporting two spring assemblies, spring movements can be cushioned more evenly at different contact points of the contact wire on the contact strip.
  • each rocker only carries one contact strip.
  • the moving mass of a rocker with only one contact strip is significantly reduced, which improves the dynamics and costs of the current collector.
  • FIG. 1 shows a current collector according to the invention in a front view
  • FIG. 3 shows the spring assembly of the current collector from FIG. 1 in a first spring state
  • FIG. 5 shows the spring assembly of the current collector from FIG. 1 in a third spring state
  • FIG. 6 shows the spring assembly of the current collector from FIG. 1 in a fourth spring state
  • FIG. 10 shows a schematic illustration of the spring characteristic curve during the process from FIG. 9.
  • a non-track-bound, electrically or hybrid-electrically driven vehicle such as a heavy-duty vehicle
  • vehicle 1 To feed in traction energy from an electrical overhead line system 3, the vehicle 1 has a current collector 4.
  • the overhead line system 3 is designed to be two-pole and has contact wires 5, 6 designed as forward and return conductors for each contact pole.
  • the current collector 4 has an adjustable support frame 7, which is designed as a pantograph with a lower arm 8 and an upper arm 9.
  • the support frame 7 is supported on a fixed end 10 located on the forearm 8 via a base joint 11 on the vehicle frame 2.
  • a free end 12 of the support frame 7 is located on the upper arm 9 and is connected in an articulated manner to a rocker support 14 via a crown joint 13.
  • the upper arm 9 is connected to the forearm 8 via an arm joint 15, with the axes of rotation of the base joint 11, arm joint 15 and crown joint 13 running parallel to one another and to a transverse direction of the vehicle.
  • a known linkage consisting of a coupling and pull rod for the pantograph movement is not shown in more detail.
  • a rocker 16, 17 with grinding strips 18 is resiliently mounted on the rocker support 14 via two spring assemblies 19 that form the core of the invention.
  • the spring assemblies 19 support a rocker 16 or 17 at its inner end 20 and at its outer end 21.
  • a significant advantage of the spring assemblies 19 is the realization of compensation for both height differences between the contact wires 5 and 6 and vibrations of the vehicle 1 by means of a spring assembly 19. Included- de types of height variations are compensated for in the same spring assembly 19, no separate upper arms are required for the two rockers 16 and 17, but only a common upper arm 9 for both contact poles.
  • the four spring assemblies 19 are simplified and shown disproportionately large to illustrate the spring travel.
  • FIG. 2 FIG. On a first spring travel S 1 , the restoring force F increases linearly from an initial value F0, which can be adjusted by preloading the spring assembly 19, with a first spring constant Kl. In the working range of this first spring travel S 1 , the spring assembly 19 is deflected to find a balance of forces between an upward actuating force of a lifting device of the pantograph 4, which is mediated by the rocker support 14, and a downward counterforce, which is applied to a contact wire 5 Grinding strips 18 exercises. On a second spring travel S2, the restoring force F remains constant at an adjustable constant force value FK. The working range of this second spring travel S2 is intended for the situation of different heights between the contact wires 5 and 6.
  • the spring assembly 19 includes the first spring constant Kl having a first spring element 22, a second spring element 23 which exerts the constant force FK and a third spring element 24 which has the second spring constant K2.
  • the first spring travel S1 of the first spring element 22 is limited by first end stops 25, 26, the second spring travel S2 of the second spring element 23 is limited by second end stops 27 and 28, and the third spring travel S3 of the third spring element 24 is limited by third end stops 29 and 30 limited.
  • fourth end stops 31 and 32 are provided, which can bias the third spring element 24.
  • fifth end stops 33 and 34 are provided, which bias the second spring element 23.
  • further end stops not shown here, are provided which prestress the first spring element 22.
  • the upper first end stop 25 is connected to the rocker 16 so that it cannot move.
  • the lower first end stop 26, the upper second end stop 27 and the lower fifth end stop 34 are via a first coupling element
  • the lower second end stop 28, the upper third end stop 30 and the lower fourth end stop 32 have a second coupling element
  • the upper fourth end stop 31, the lower third end stop 30 and the fifth upper end stop 33 are firmly connected to one another with the rocker support 14 and above that with the upper arm 9.
  • the first spring element 22 transmits restoring forces F between the rocker 16 and the first coupling element 35.
  • the second spring element 23 transmits restoring forces F between the first coupling element 35 and the rocker support 14.
  • the third spring element 24 transmits restoring forces F between the second coupling element 36 and the rocker support 14.
  • the arrangement of end stops 25 to 34 and coupling parts 35 and 36 couple the spring elements 22, 23, 24 and limit their maximum deflection during deflection.
  • the spring element 22 is first pressed in, which leads to a linearly increasing restoring force F determined by the first spring constant Kl with increasing compression. After the first spring travel S 1 has been exhausted, this compression is limited either by reaching the block length of the first spring element 22 or, as shown in FIG. 4, by mutual contact of the first end stops 25, 26.
  • the maximum restoring force F that can be achieved at this operating point I I is selected to be the same size as the prestressed constant force FK of the second spring element 23, which is maintained by the fifth end stops 33, 34. In the case of a stroke difference, i.e.
  • the second spring element 23 of the spring assembly 19 on the side of the lower hanging contact wire 5 can further compress without the restoring force changing F changes until, after exhausting the second spring travel S2, the second end stops 27, 28 meet one another according to FIG. 5, whereby the operating point I I I is reached. From this point onwards, the pressure force exerted by the lifting drive of the current collector 4 leads to a superimposed restoring force from the second spring element 23 and the third spring element 24, which increases linearly with increasing deflection in accordance with the second spring constant K2. This overload range can be used until the third spring travel S3 has been exhausted until, according to FIG. 6, the third end stops 29, 30 meet one another and the operating point IV is reached.
  • FIGS. 7 and 8 illustrate the operation of the spring assemblies 19 and . 19 'when contacting contact wires 5 and 6 at the same height and as the journey progresses giving height difference AH.
  • 7 shows the position of the current collector 4, while FIG.
  • the spring assemblies 19 and 19 ' are compressed starting at working point I (FIG. 7, left part) over the linear range of the first spring constant Kl and reach a static balance of forces at working point II (FIG. 7, middle part) during the transition to the constant force range. If the left contact wire 5 now moves upwards, the spring assembly 19 relaxes in the first working area and reaches the working point Ila (dash-dotted line in FIG. 8).
  • 9 and 10 illustrate the mode of operation of the spring assemblies 19 and 19 'when contacting contact wires 5 and 6, which already have a height difference AH, but which compensates for itself as the journey progresses.
  • 9 shows the position of the current collector 4, while FIG.
  • the spring assemblies 19 and 19' spring differently starting from the first contact at operating point I (FIG 7, left part).
  • the left spring assembly 19 is compressed into the constant force range by its first spring travel S1 and by the height difference AH until the rocker 17 contacts the higher-lying contact wire 6.
  • the contact wire 5 moves to the height of the contact wire 6, the spring assembly 19 relaxes by its preload, whereby it moves back from the constant force range of the characteristic curve KL to the working point II.
  • the other The spring assembly 19' is compressed from working point I to working point II.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Abstract

L'invention concerne un véhicule (1) à propulsion électrique ou hybride-électrique, non ferroviaire, doté d'un collecteur de courant (4) destiné à fournir de l'énergie de traction à partir d'un système de lignes aériennes (3) électriques bipolaires. Le collecteur de courant (4) comprend un cadre de support (7) déployable qui, au moyen d'une extrémité fixe (10), est supporté de manière articulée sur un châssis de véhicule (2) et dont l'extrémité libre (12) est reliée de manière articulée à un support de bascule (14). Ici, pour chaque pôle de contact, une bascule (16, 17) pourvue de bandes de contact (18) est montée avec une action de ressort sur le support de bascule (14) au moyen d'au moins un ensemble ressort (19, 19') dans chaque cas. Selon l'invention, une force de rappel (F) de l'ensemble ressort (19, 19') présente une caractéristique de ressort (KL) constante le long de sa course de compression (S). Ici, la course de compression (S) de l'ensemble ressort (19, 19') comprend successivement une première course de ressort (S1), le long de laquelle une force de rappel (F) augmente avec une première constante de ressort (K1), une deuxième course de ressort (S2), le long de laquelle la force de rappel (F) reste constante, et une troisième course de ressort (S3), le long de laquelle la force de rappel (F) augmente avec une deuxième constante de ressort (K2) qui est supérieure à la première constante de ressort (K1). Par conséquent, une qualité de contact élevée peut être obtenue même avec des hauteurs de câbles aériens variables.
EP23716428.0A 2022-05-03 2023-03-28 Véhicule non ferroviaire ayant un collecteur de courant Pending EP4460434A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022204337.5A DE102022204337A1 (de) 2022-05-03 2022-05-03 Nicht spurgebundenes Fahrzeug mit einem Stromabnehmer
PCT/EP2023/057951 WO2023213478A1 (fr) 2022-05-03 2023-03-28 Véhicule non ferroviaire ayant un collecteur de courant

Publications (1)

Publication Number Publication Date
EP4460434A1 true EP4460434A1 (fr) 2024-11-13

Family

ID=85985259

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23716428.0A Pending EP4460434A1 (fr) 2022-05-03 2023-03-28 Véhicule non ferroviaire ayant un collecteur de courant

Country Status (5)

Country Link
EP (1) EP4460434A1 (fr)
CN (1) CN119212886A (fr)
CA (1) CA3248555A1 (fr)
DE (1) DE102022204337A1 (fr)
WO (1) WO2023213478A1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011076620A1 (de) * 2011-05-27 2012-11-29 Siemens Aktiengesellschaft Nicht schienengebundenes Fahrzeug
DE102017203046A1 (de) 2017-02-24 2018-08-30 Siemens Aktiengesellschaft Stromabnehmer für mehrpoliges Fahrleitungssystem
DE102019214959A1 (de) 2019-09-30 2021-04-01 Siemens Mobility GmbH Nicht spurgebundenes Fahrzeug mit einem Stromabnehmer
DE102020211775A1 (de) * 2020-09-21 2022-03-24 Siemens Mobility GmbH Stromabnehmer und ein mit einem solchen ausgestattetes, elektrisch oder hybridelektrisch angetriebenes Straßenfahrzeug

Also Published As

Publication number Publication date
CA3248555A1 (fr) 2025-07-09
CN119212886A (zh) 2024-12-27
DE102022204337A1 (de) 2023-11-09
WO2023213478A1 (fr) 2023-11-09

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