SE535745C2 - An electrically conductive arrangement and a stretch of road, with one or more tracks and individual sections of the road - Google Patents

Abstract

The present invention comprises an electrically conductive arrangement ("A") serving as a pantograph (40, (40)), adapted extensively extensively between an electrically drivable vehicle (1) and a voltage-settable one related to a road section and its individual road sections. a first road section ("V1") assigned, "first contact surface" (4a ') and a voltage-adjustable, a second (third) road section ("V3") assigned "second contact surface" (4b') and in the normal direction of travel of a vehicle (" P ") considered, after-coupling each other with one, the" first contact surface "(4a ') and the" second contact surface "(4b'), separating electrical insulation, such as an" insulating part "(44), where the" first contact surface , and the reconnected "second contact surface" is both associated with a same road section-associated first latch (51), in order to allow said pantograph (40) to pass along the "first contact surface" (4a ') and its first road section ( "V1"), the electrically insulating and separating "insulating part" (44) o its second road section ('V2') and the connected 'second contact surface' (4b ') and its third road section (' V3 '), to divert electrical power and energy to one or more of the electrically drivable vehicles (1). Said pantograph (40) is adapted to have and associated with a first contact (41a), electrically connected (43) to a second contact (41b) and that these transverse contacts are physically separated (43) from each other in the longitudinal of the rafter (51). extension, so that the first contact (41a) can establish an electrical contact with the "second contact surface" (4b ') while the second contact (41b) can establish an electrical contact with the "first contact surface" (4a'). It is proposed that Figure 3 be attached to the summary at the time of publication.

Description

Here, the present invention discloses the existence of a "first contact surface" assigned to a first road section, which may be formed by a first, first electrically conductive rail and by an extension of the "first contact surface" and the rail to a "Second contact surface", which can be formed by a second, first electrically conductive rail which, viewed in the normal direction of travel of a vehicle, are connected to each other end-to-end.

One, the road section and the first road section assigned, "first contact surface" for a first, first rail and one, the road section and the subsequent road section assigned, "second contact surface" for a second, first rail shall then be separated from each other end opposite with the aid of a separation of a short section of road, electrically insulating, such as a "first insulating part", but here formed as a virtual (can offer a displacement of the pantograph along its track without electrical power cord) contact surface serving part.

The "first contact surface", for the first, first rail and the reconnected "second contact surface", for the second, first rail shall then both be assigned one and the same, the two road sections and the "first insulating part", assigned first track, to be able to allow said pantograph to pass along the first, first rail and its first road section, the electrically insulating and separating first part and its second road section and the connected "second contact surface" and its third road section, to via the pantograph allow electrical power and energy to be diverted to one or more of the electrically drivable vehicles.

The present invention is intended to have a special application in a system, adaptable to one or more vehicles, which are to be arranged so that, by means of one or more electric motors, it is possible to drive forwards (and backwards) along series-oriented tracked road sections, with associated active and inactive contact surfaces. Although the present invention provides as a most proposed embodiment to have the energizable "first contact surface" and the "second contact surface" supplied with an AC voltage, it should be borne in mind that there is nothing to prevent the use of a DC voltage instead. . 10 15 20 25 30 535 TMS It should be emphasized here that said "first contact surface", inserted in a first track section, shall in the form of a first, first rail section extend along the road section and the track and / or the road section and be assigned a first voltage , while the "second contact surface", inserted in its track section serving as an extension of said first track section, shall in the form of a first, second rail section, extend along the road section and path and / or road section and be assigned a second, to the first voltage connecting, voltage.

The pantograph shall then be so shaped that it can dissipate electrical energy from only the first, first and second, first rails, as a first embodiment or category, or simultaneously from the first, second and second, second, with the first, for and the second, first rails are oriented in parallel, rails, as a second embodiment or category, and then the construction for a first part of the pantograph, the one to cooperate with a first, first rail, and the construction for a second part of the pantograph, the one which is to cooperate with a first, second parallel rail, is identical, the following description will concentrate on such a pantograph which is adapted to divert current from only one rail and its rail set, with its two rails embedded in its first track, extending from a first road section to a subsequent third road section with an intermediate-oriented electrically insulating and relatively short road section.

The longitudinal extent of the road or track is, for the sake of clarity only, divided into a number of coordinated and successive road sections, which in the following description will only be called first, second and third road sections, although within the scope of the invention frame falls significantly fl your such road sections. For the purpose of clarification and simplification, the contact surfaces related to a first rail and / or rail set, calculated in the direction of travel of the vehicles, have been designated related to a first, first and a second, first rail section, while parallel contact surfaces related to a second rail and / or rail set, calculated in the direction of travel of the vehicle, is designated related to a first, second and a second, second rail section. 10 15 20 25 30 535 745 For the sake of clarity, the following description has indicated a longitudinally oriented track designed for a road section and its road sections and a voltage-setting bar, "first contact surface" related to its individual road sections and one, for its individual road section related voltage-settable, a second (a third) road section with designed longitudinal track, "second contact surface".

In the following description, the following definitions have therefore been introduced for the purpose of simplification and clarification.

For a first category: A “first contact surface” has been illustrated as an exemplary embodiment as a voltage-adjustable first, first rail, where this rail (or rail section) is inserted within a bottom area of a track, in the form of a duct, in the carriageway and where the upper sub-area of the track is adapted openly and oriented to connect to the plane of the carriageway and where the longitudinally oriented extension or surface section of this contact surface is assigned a length adjoining the length of a first road section.

A "first insulating part" has been illustrated as an exemplary embodiment as an electrically insulating first part, in the form of a sliding surface along a virtual rail, where this sliding surface (or rail section) is inserted within a bottom area of a groove, in the form of a duct , in the carriageway and where the upper sub-area of the track is adapted openly and oriented to connect to the plane of the carriageway and where this length-oriented extent of the virtual contact surface or sliding surface is assigned a length adjoining a second, however short, road section length.

A "second contact surface" has been illustrated as an exemplary embodiment as a voltage-adjustable second, first rail, where this rail (or rail section) is inserted within a bottom area of a track, in the form of a duct, in the carriageway and where the upper sub-area of the track is adapted. open and oriented to connect to the plane of the carriageway and where the longitudinal extent or surface section of this contact surface is assigned a length adjoining the length of a third road section. the "first insulating member" and the "second contact surface" are series-oriented end-to-end along one and the same groove, extending along the first, second and third road sections.

For a second category, the following must be indicated: A "third contact surface" has been illustrated as an exemplary embodiment as a voltage-adjustable first, second rail, where this rail (or rail section) is inserted within a bottom area of a track, in the form of a duct, in the carriageway and where the upper sub-area of the track is adapted openly and oriented to connect to the plane of the carriageway and where the longitudinal orientation or surface section of this contact surface is assigned a length adjacent to the length of the first road section. first rail.

A "second insulating part" has been illustrated as an exemplary embodiment as an electrically insulating second part, in the form of a sliding surface along a virtual rail, where this sliding surface (or rail section) is inserted within a bottom area of a groove, in the form of a duct , in the carriageway and where the upper subarea of the track is adapted openly and oriented to connect to the plane of the carriageway and where the longitudinally oriented extent of this virtual contact surface or sliding surface is assigned a length adjoining the length of the second road section. This "second insulating part" shall be oriented parallel to the "first insulating part" defined above and assigned a second road section.

A "fourth contact surface" has been illustrated as an exemplary embodiment as a voltage-adjustable second, second rail, where this rail (or rail section) is inserted within a bottom area of a track, in the form of a duct, in the carriageway and where the upper sub-area of the track is adapted. open and oriented to connect to the plane of the carriageway and where the longitudinally oriented extent or surface section of this contact surface is assigned a length adjoining the length of a third road section. This second, second rail shall be oriented parallel to the second, first, rail defined above. within the second category of the present invention, the "third contact surface", the "second insulating part" and the "fourth contact surface" shall be series-oriented end-to-end along one and the same additional groove, extending along the first, second and third sections of road and parallel to the first track.

BACKGROUND OF THE INVENTION Methods, arrangements and constructions related to the technical field and nature of the above are previously known in a number of different embodiments.

As an example of the background of the technology and the technical field to which the invention relates, mention may be made of the contents of International Patent Publication WO 20101140 964 A1.

The said patent publication then shows and describes a system with electrically drivable vehicles, where resp. vehicle shall be assigned an electrical conductor, as a pantograph serving, arrangement, and where this arrangement shall be adapted to extend between the vehicle assigned pantograph and a road section or roadway assigned voltage-adjustable "first contact surface" and "second contact surface" respectively, parallel thereto oriented and with an intermediate insulation separated, a "third contact surface" and a "fourth contact surface", with a resp. pairs of contact surfaces separating grooved electrical insulation, such as a "first insulating member" and a "second insulating member".

More specifically, the first and second rails, with their rail sections, are assigned first and second contact surfaces related to the corresponding first tracks or a duct, within their or their road sections, and are assigned third and fourth contact surfaces related to a corresponding second track. or ducting, within his or her road sections. be assigned a, the first track parallel oriented, second tracks or ducting, and coordinated within the same road section.

The rail sections, inserted in the first track and / or the second track running parallel thereto, are adapted to each other within a created common duct, in their longitudinal extensions along the road sections, to be coordinated with each other over assigned, parallel oriented, electrically separating or insulating parts, in order to allow said pantographs to pass along with their side-oriented and parallel two contacts and / or contact surfaces along the first, first and the first, second rails and their assigned first road sections, then via intermediate sliding surfaces as fictitious or virtual rails, assigned the function of electrically insulating, the series-oriented energizable rails separating, parts, within its assigned second road sections, and then along a first , second rail and a second, second rail and its third section of road, to dissipate electrical power and energy to one or fl your electrically propelled vehicles with their electrically propulsive motors, usually DC motors, when the vehicles, in the first place, pass along said first and said second tracks and within their first and third road sections.

The prior art in this regard is clarified with a reference to the contents of the said WO 20101140 964 A1 and with a reference to the corresponding fi gures 1A to 1C and 2, attached hereto.

However, the prior art in Figures 1A to 1C and Figure 2 has been supplemented by reference numerals corresponding to the present invention, for the purpose of clarification only.

Another example of the prior art is described in WO 2010/076976 A2 where a transport system for electric vehicles is described. The system comprises a number of power supply rail segments which are separated from each other via gaps, where every other rail segment is earthed and every other rail segment is ungrounded. With the help of two power-acquiring units, which are in contact with each rail segment, an electrical circuit is created to supply the electric vehicle with power.

DESCRIPTION OF THE PRESENT INVENTION TECHNICAL PROBLEMS Considering the fact that the technical considerations that a person skilled in the relevant technical field must make in order to offer a solution to one or more technical problems is initially a necessary insight into the measures and / or the sequence of measures to be taken and the necessary choice of the means or means required, the consequent technical problems should therefore be relevant in the creation of the present invention. 10 15 20 25 30 535 745 Taking into account the prior art, as described above, it should therefore be seen as a technical problem to be able to realize the significance of, the advantages associated with and / or the technical measures and considerations that will be required that in the case of an electrical conductor, such as a pantograph serving, arrangement, adapted stretchable between an electrically drivable vehicle and to a road section and its individual road sections related energizable "first contact surface" and "second contact surface" and with a longitudinally oriented longitudinally oriented stretch of the contact surfaces, separating electrical insulation, such as a "first insulating part", where the "first contact surface", and the connected "second contact surface" shall both be assigned one and the same road section assigned first track, in order to allow said pantograph to pass along the "first contact surface" and its first road section, the "first insulating part" and its second road section and the connected "second contact surface" and its third road section, for dissipating electrical power and energy, from the "first contact surface" and / or from the "second contact surface" to one or more of the electrically drivable vehicles , and thereby be able to create such conditions that a current supply from the "first contact surface" and a simultaneous or subsequent current supply from the "second contact surface" can take place with a reduced or a complete elimination of a selected voltage difference and / or transmitted current values caused , sparking, even if the "first" and the "second contact surface" would, i.a. of occurring loads, exhibit slightly different voltages and / or of a voltage change caused by a caused current change / unit of time.

It may be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to allow said pantograph to be adapted to exhibit and assign a first contact, electrically connected to a second contact assigned to a pantograph, and that these two contacts be physically separated but electrically connected to each other within a longitudinal extent assigned to the first track, so that when the pantograph assigned to the first contact in a selected direction of travel allows an electrical contact with the "second contact surface", the pantograph assigned to the second contact should in any case be able to extend over the "first insulating part" and preferably to a direct or indirect contact with the "first contact surface". 10 15 20 25 30 535 745 It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to allow the pantograph assigned the first contact and the the pantograph assigned to the second contact must both be so adapted, with a distance oriented between the contacts, that they can simultaneously establish an electrical contact with the "first contact surface" and the, in the direction of travel, reconnected "second contact surface" or vice versa.

It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to allow the "first contact surface" and the "second contact surface" to be assigned. the same, or at least essentially the same, AC voltage.

It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to allow the "first contact surface" and the "second contact surface", via an electrical insulating joint, formed by the, electrically insulating and separating, "first insulating part", may be coordinated end-to-end by means of a series connection of a, an electrical resistance exhibiting, first part and one, an electrical insulation, second part, with coordinated parts assigned to the track in the selected direction of travel for the vehicle and the road section.

It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to allow the resistance exhibiting the first part and the electrical insulation exhibiting the second part both to be assigned the same, or at least substantially the same, longitudinal extensions, to co-ordinately form said insulating joint between the "first contact surface" and the "second contact surface".

It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to allow the resistance exhibiting the first part to be assigned a low resistance value (equivalent and / or slightly below the resistance value for the first, first rail and / or the first, second rail) and / or a gradually increasing and / or stepwise resistance value calculated in the direction of travel.

It may be seen as a technical problem to be able to realize the significance of, the advantages associated with and / or the technical measures and / or considerations that will be required in order, when passing said insulating joint, between the "first contact surface" and the "second contact surface", the pantograph shall be adapted to initially pass with its first contact oriented in the direction of travel forward to the part exhibiting the resistance, whereby a larger proportion of the current will be commutated via the second oriented in the direction of travel backwards. the contact, which then offers a lower transition resistance value.

It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required so that when the forwardly oriented first contact is allowed to pass over to the electrically insulating part, all current to commutate via the other connector, oriented backwards in the direction of travel.

It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to allow the forward-oriented first contact for the pantograph to pass over to the connected “other contact surface ", the current will also pass via the second contact oriented backwards in the direction of travel.

It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to compensate for an inductive loop and to allow a circuit to be adapted to via an utilized supply circuit, slow down the current from passing through the forward-oriented first contact.

It may be seen as a technical problem to be able to realize the significance of, the advantages associated with and / or the technical measures and / or considerations that will be required that when the rearwardly oriented second contact is allowed to move over to the resistance exhibiting part will the current, through an increasing resistance value, to give rise to an increasing voltage drop, which means that the current will be commutated over via the forwardly oriented first contact, which is then in electrical contact with the “second contact surface”.

It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to allow the value of the resistance to be chosen so that a desired commutation will be complete or be partially completed at a time when the rearwardly oriented second contact leaves the resistance exhibiting member.

It can be seen as a technical problem to be able to realize the importance of, the benefits associated with and / or the technical measures and / or considerations that will be required to allow an electrical conductor, serving as a pantograph, arrangement, within a second category, with its two separate and parallel coordinated contacts, may be adapted extensively between an electrically drivable vehicle and two voltage-settable related to one and the same road section and its individual road sections, the first road section with its two assigned contact surfaces, such as a "first contact surface "and a" third contact surface ", and a third road section with its two assigned contact surfaces, such as a" second contact surface "and a" fourth contact surface "separated from each other by electrical insulation, such as an electrically insulating" first insulating part "and a electrically insulating "second insulating part", with respectively the "first contact surface" and the "second contact surface" and the "third cow the contact surface "and the" fourth contact surface "electrically separated end-to-end of said associated insulations, such as the" first insulating part "and the" second insulating part ", where the" first contact surface "and the connected" second contact surface " and the "third contact surface" and the connected "earth contact surface" are both assigned to their respective tracks, within the first and third road sections, and where these tracks are oriented parallel to each other along the road section and its road sections, while said pantograph, with its two equally spaced contacts, at the same time be able to pass along the "first contact surface" and the "third contact surface", the electrically insulating and separating, "first insulating part" and "second insulating part", and its common second road sections and the - connected "second contact surface" and "earth contact surface", to dissipate electrical power and energy, as a 2-phase voltage (AC voltage) or different polarities (DC-10 15 20 2 5 30 535 745 voltage), to one or more electrically drivable vehicles, and thereby be able to indicate that the contact surfaces of each of said parallel pantographs are adapted to have and associated with a first contact, electrically connected to a second contact and that these two contacts shall be physically separated from but electrically coordinated with each other within the first and / or the second track assigned longitudinal extensions, so that when the pantograph assigned (two) first contacts will establish an electrical contact with the "second the contact surface "and the" fourth contact surface ", the other contacts assigned to the pantograph shall in any case be adapted to extend over resp. of the "first insulating part" and the "second insulating part".

It can be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to indicate that two first contacts, related to the pantograph, simultaneously with two other contacts. related to the pantograph, shall be able to establish an electrical contact with the connected "second contact surface" and "fourth contact surface".

It may be seen as a technical problem to be able to realize the significance of, the benefits associated with and / or the technical measures and / or considerations that will be required to designate a particular road section, with one or fl era, fl ertal, track, divided into road sections on road sections, and where resp. tracks are adapted to have a "first contact surface" (or a "third contact surface) for a first road section and a" second contact surface "(or a" fourth contact surface ") for a third road section and where these contact surfaces, for the the first and third sections of road, shall be coordinated with each other end-to-end over a "first insulating part" (or a "second insulating part") related to a second road section and thereby be able to indicate that the second section of road shall have, within their assigned tracks, one, for the "first insulating part" and the "second insulating part", coordinated series connection of one, an electrical resistance exhibiting, first part and one, an electrical insulation exhibiting, second part. The present invention is based on the initially known prior art and is based on an electrically conductive arrangement serving as a pantograph, adapted to be extensively adapted between an electrically drivable vehicle and one, to a road. route and its individual and first road sections related to voltage setting, the first road section assigned, "first contact surface", a, a third road section assigned, "second contact surface", considered in the normal direction of travel of a vehicle, connected to each other with one, the first road section, assigned "first contact surface" and one, the second road section assigned, "second contact surface" separating, electrical insulation, such as a "first insulating part", where the "first contact surface" and the "second contact surface" are both assigned one and the same road route assigned first track, in order to allow said pantograph to pass along the "first contact surface" and its first road section, the electric kt insulating and separating "first insulating part" and its second road section and the connected "second contact surface" and its third road section, to dissipate electrical power and energy to one or fl era of the electrically drivable vehicles.

In order to be able to solve one or more of the above-mentioned technical problems, the present invention more specifically indicates that the technology thus known should be supplemented by allowing said pantographs to be adapted to have and assigned a first contact, electrically connected to a pantograph assigned to the second contact, and that these two contacts be physically separated from each other, but electrically interconnected with each other within a longitudinal extent assigned to the first track, so that when the pantograph assigned the first contact allows an electrical contact to be established with the "second contact surface" within the third section of road, the pantograph assigned to the second contact must at least be able to extend over the insulating part within the "first insulating part".

As proposed embodiments and developments within the scope of the invention, the instruction falls that the pantograph assigned the first contact and the pantograph assigned the second contact must be so adapted and dimensioned that they can simultaneously establish an electrical contact between the "first contact surface" and the direction of travel considered. 10 15 20 25 30 535 745 Furthermore, the energizable "first contact surface" and the energizable "second contact surface" are adapted so that they can both be assigned the same, or at least substantially the same, AC. voltage.

In addition, it is indicated that the "first contact surface" and the "second contact surface" shall be coordinated end-to-end and formed by the "first insulating part" via an electrically insulating joint formed by the electrically insulating and separating "first insulating part". by means of a series connection of one, an electrical resistance exhibiting, first part and one, an electrical insulation exhibiting, second part.

The first part having the resistance and the second part having the electrical insulation must both be able to be assigned the same, or at least substantially the same, longitudinal extensions, in order for series-connected joints to be able to form said insulating joint.

The first part having the resistance can then be assigned the same low resistance value that a voltage-connected rail offers, or a slightly higher resistance value or a gradually increasing resistance value calculated in the direction of travel.

More specifically, it is pointed out that when passing said insulating joint, between the "first contact surface" and the "second contact surface", the pantograph is adapted to initially, with its first contact oriented in the direction of travel, pass over to the part exhibiting the resistance, whereby a larger proportion of the current will be commutated via the second contact, oriented in the direction of travel backwards, which then offers a lower transition resistance value.

When the forward-oriented first contact is allowed to pass over to the electrically insulating part, all current will be able to commutate via the second contact, oriented backwards in the direction of travel.

When the first contact oriented forwards is allowed to pass over to the connected "second contact surface", the current will also pass via the second contact, oriented backwards in the direction of travel. 10 15 20 25 30 535 745 15 A structured inductive loop must then be adapted to allow the current to be braked via a utilized supply circuit from passing through the forward-oriented first contact.

When the rearwardly oriented second contact is allowed to move over to the resistance exhibiting part, the current, through an increasing resistance value, will give rise to an increasing voltage drop, which means that the current will be commutated over via the forwardly oriented first contact.

The value of the resistance can then be selected so that a desired commutation is completed when the rearwardly oriented second contact leaves the part exhibiting the resistance.

The arrangement serving as a pantograph, according to the second category, shall advantageously be designed with two separate and parallel coordinated total of four contacts, adapted stretchable between an electrically drivable vehicle and two, voltage-related to one and the same road section and its individual road sections only, a first section of road assigned, contact surfaces, such as a "first contact surface", and a "third contact surface", with one, the "first contact surface" and the "third contact surface", respectively, elongated and parallel to the grooves oriented, electrically insulations, such as electrically insulating parts within each duct, and with one, the "first contact surface" and the "second contact surface", separating electrical insulation, in the form of a "first insulating part" and allowing a "second insulating part ", Such as an electrically insulating duct, and with each of the" first contact surface "and the" second contact surface "and the parallel oriented" three the "contact surface" and the "fourth contact surface" may be electrically separated from each other, however, oriented end-to-end via an associated insulation, where the "first insulating part" and the "second insulating part" are formed as two electrically insulating track connections. parts, where the "first contact surface" and the reconnected "second contact surface" are both assigned one and the same first track in the road section and its two reconnected road sections and where the "third contact surface" and the reconnected "fourth contact surface" are both assigned a second track, oriented parallel to the first track along the road section and its sections of road, while said pantograph, with its two parallel contact units, each having first and second contacts, shall be able to pass simultaneously along the "first contact surface". "And 10 15 20 25 30 535 745 16 the" third contact surface ", and its first common road section, the electrically insulating and separating insulation, d a "first insulating part" and "the second insulating part" and its common second road section and passing the coupled "second contact surface" and the "fourth contact surface" and its third road section, to dissipate electrical power and energy, which a 2-phase voltage (AC voltage) or different polarities (DC voltage), to one or more electrically drivable vehicles (1), each of said parallel pantographs being adapted to have and associated with a first contact, electrically connected to a second contact, and that these two contacts should be physically separated from each other but electrically interconnected to each other in a longitudinal extension assigned to the first track or the second track, so that when the pantograph assigned the first contacts (main in direction of movement) will establish an electrical contact with the "second contact surface" and the "fourth contact surface" within the third section of road, the pantographs shall lordde, the other contacts at least extend over the "first insulating part" and the "second insulating part".

Here, the invention indicates that the first contacts related to the pantograph, in the chosen direction of travel or direction of movement, shall come into an electrical contact with the "second contact surface" and the "fourth contact surface" at the same time as the other contacts related to the pantograph will establish an electrical contact. with the “first contact surface” and the “third contact surface”. "first contact surface" (a "third contact surface") for a first road section and a "second contact surface" (a "fourth contact surface") for a third road section and where these contact surfaces, for the first and third road sections, are coordinated with each other over a second, electrically insulating and separating, road section, where this second road section is to have, within its track (s), a series connection of a , an electrical resistance exhibiting, first part and a. an electrical insulation display, second part. 10 15 20 25 30 535 745 17 ADVANTAGES The advantages which can mainly be considered to be characteristic of the present invention and the special significant features indicated thereby are that in this way conditions have been created for serving within an electrical conductor, as a pantograph. , arrangement, adapted extensively between an electrically drivable vehicle and a voltage-settable one related to a road section and its individual road sections, a first road section assigned, "first contact surface" and a voltage-settable, a third road section assigned, "second contact surface", and, in a the normal direction of travel of vehicles, connected to each other by a "first contact section" assigned to a "first contact area" and a "second contact area" assigned to a third road section and a "first contact area" and "second contact area" separating electrical insulation , such as an electrically insulating part, a "first insulating part", where the "first contact surface" and the ef interconnected "second contact surface" are both assigned one and the same route-assigned and road section-related first track, in order to allow said pantograph to, guided by the track, be able to pass along the "first contact surface" and its first road section, the electrically insulating and separating part, the "first insulating part", and its second road section and the connected "second contact surface" and its third road section, for dissipating electrical power and energy to one or more of the electrically drivable vehicles.

More particularly, the present invention is based on said pantograph being adapted to have and associated a first contact, electrically connected to a pantograph assigned second contact and that these two contacts be physically separated from each other but electrically coordinated with each other within a track assigned. longitudinal extent, so that when a pantograph assigned, in the direction of travel, first contact allows an electrical contact to be established with the "second contact surface", the pantograph assigned second contact must at least be able to extend to a part having a resistance and / or over to a thus series-oriented insulating part, such as the "first insulating part".

What can primarily be considered to be characteristic of the present invention is stated in the characteristic part of the following claim 1. BRIEF DESCRIPTION OF THE DRAWINGS Prior art description and a presently proposed embodiment, having the significant features associated with the present invention, will now be further described, by way of example, with reference to the accompanying drawings, in which; Figure 1A shows, as a prior art, according to WO 201 O / 14O 964 A1, in a perspective view a vehicle, in the form of a FORD, model "A", converted for a battery operation with an electrically driven motor, a power control control circuit, for a speed control corresponding to a current power take-off, as well as a steering means, Figure 1B shows a perspective view of a truck with a trailer and with a power steering control circuit, in accordance with the principles reported in Figure 1A, Figure 1C shows the existence of two vehicle-related energy sources, a first ("I", "G") energy source in the form of a diesel generator, a second ("II"; B) energy source in the form of a set of batteries and an external vehicle, a third ("lII", " s1 ") energy source, here assigned the form of elongated road sections belonging to voltage-setting contact surfaces, illustrated as rails or rail sections, and with associated contact surfaces, oriented in a road section underlying ducting, Figure 2 shows a known example pile on a set of third, vehicle texts, energy sources ("III"; "Si". "s2" and "s3") with parallel energizable rails or contact surfaces within a cavity for individual road sections, where a pair of these rails is connectable to a supply voltage, via assigned switching means (switch), and where the road section road section on road sections can be activated via a sequential activation of one or more of its assigned coupling means, Figure 3 shows in a perspective view an electrical conductor, as a pantograph serving, arrangement, in accordance with the instructions given according to the present invention, structured as a vehicle-associated pantograph of a first category and where this single pantograph is illustrated in a position between a live "first contact surface", within a first, first rail and a "second contact surface" within a second, first rail, and suggests a construction of a double arrangement and a pantograph of a second category, Figure 4 shows the pantograph in different time-distributed "t" positions "A" to "E" along the "first contact surface" in the form of the first, first rail and along the "second contact surface" in the form of the second, first rail, upon passage of an electrically insulating joint, in accordance with the present invention, therebetween. the first contact surface 10 and the subsequent "second contact surface" in the vehicle's transport winding are considered, Figure 5 schematically illustrates the time - related change of the current through the two contacts of the pantograph, Figure 6 more faithfully shows the time - related change of the current " t "through the pantograph's two contacts according to Figure 5, and generated time-related voltage spikes at rapidly changing current values according to Figure 7 show a simplified circuit arrangement which should be able to simulate a commutation of a current, between the first, first and the second, first live the rails, which are then oriented end-to-end on each side of a "first insulating part", and Figure 8 shows in a section a road section , with two directional edges of the road section arranged ducts, each with two grooves, in which grooves are recessed or inserted two parallel energizable rails with associated contact surfaces, between which a supplying AC voltage can occur depending on whether a switch is brought to an active or inactive state.

DESCRIPTION OF A KNOWN SYSTEM ACCORDING TO FIGURES 1A - 1C AND 4 (here fi gur 2) IN WO 2010/140 964 A1.

The system described here comprises an electrically conductive arrangement serving as a vehicle-associated pantograph (4), adapted extensively between the vehicle 1 and a energizable first rail or rail section 4a, in a channel 51 and a energizable second rail or rail section 4b, in a channel 52 with a longitudinally extending insulation of the rails, such as an electrically insulating duct 30 with an E-shaped cross-section to form the ducts 51, 52 on each side of a partition wall 53.

The electrically conductive, as a pantograph serving arrangement (4) is thus, adapted to be raised and lowered between an electrically drivable vehicle 1 and one, to a road section 2 and its individual road sections 2a1, 2a, 2a1 ', related voltage a first contact surface 4a 'assigned to a first road section 2a1, such as in the form of a first, first rail 4a, 42 and a tensionable one a second contact surface 4a' assigned to a second road section 2a, such as in the form of a second, first rail 4b, 43, viewed in the normal direction of travel of a vehicle, coupled to each other with a "first contact surface" 4a 'assigned to the first road section 2a1 and the "second road section 2a assigned" the contact surface "4b ', and a separating electrically insulating part, such as a" first insulating part ", designated 44.

The "first contact surface" 4a ', for the first, first rail 4a, 42 and the reconnected "second contact surface" 4b' for the second, first rail 4b, 43 are both associated with one and the same road section-assigned first channel, in the form of a groove 51, in order to allow said pantograph (4) to pass along the first, first rail 42 and its first road section 2a1, the electrically insulating and separating part 44 and its second road section 2ab and the reconnected second, first rail 43 and its third road section 2a, to dissipate electrical power and energy to one or fl era of the electrically drivable vehicles 1, lb and its motor 5.

The first rail 4a, 42 is illustrated here associated with the first channel or track 51, within the first road section 2a1, and the second rail 4b, 43 is illustrated here associated with the same channel or track 51, within a second (third) road section 2a.

The first track 51 and a second track 52 can advantageously be adapted to be coordinatable in parallel with each other, via a common ducting 30, which is summarized in Figure 3.

The first groove 51 and the second groove 52 are here electrically separated or insulating from each other via a vertical intermediate part 53, in order to be able to allow said pantograph (4) to be able to pass simultaneously along the first rail section 4a, 42, its first contact surface 4a 'and its road section 2a1, the electrically insulating and separating part 44 and its road section 2ab and the second rail section 4b, 43, its second contact surface 4b' and its road section 2a, to dissipate electrical power and energy to a or several electrically drivable vehicles 1, 1b, passing said first 2a1, second 2ab and third 2a road sections.

Thus, Figure 1A shows a vehicle 1 driven, for an electrically and by one or fl your batteries “B” propulsive vehicle 1, along a road section 2 and its road sections 2a1, 2a, adapted system 10 15 20 25 30 535 745 21 The vehicle 1 here consists of an "A-Ford", but this is here converted to a battery-powered vehicle, while Figure 1B shows in a perspective view a truck 1b with trailer 1c.

The vehicles 1, 1b according to the invention shall then comprise a steering equipment or control unit 3, so that a driver “F” (not shown) can drive and steer his vehicle 1, 1b along said road section 2 with assigned road sections 2a1, 2ab and 2a.

The system "S" proposed according to the invention shall then primarily comprise: "a" one or fl era, via separate electric motor 5 or motors, drivable vehicles 1, 1b and where resp. vehicles have a power regulating control circuit "R2", in Figures 1A and 1C, for the creation of a required power and / or a speed control, and where the required power is provided primarily by vehicle-related rechargeable batteries "II", "B" and "b" a plurality, road section 2 divisible, road sections 2a1, 2a2, 2a3; 2a1 ', 2a2', 2a3 'figure 2, each assigned one or more electrical stations' s1', 's2', 's3'; "s1 '", "s2'", "s3" 'to thereby additionally charge the vehicle's batteries "II", Figure 1C shows in principle an electrical connection arrangement related to a vehicle 1 with a schematically shown control equipment 10, for to direct a pantograph (4) towards and to an electrical contact with at least one live, rail section 4a, 42, resp. 4b, 43 for a possible operation of a vehicle-associated electric motor 5 from the battery "II". "B" and / or from a stationary station "III", "s1".

The pantograph (4) can here be fixedly related to a carrier, which in height is movably arranged via a first electric auxiliary motor and laterally is movably arranged via a second electric auxiliary motor (not shown).

The means required for this movement are not shown in detail but are obvious to a person skilled in the art, with reference to the prior art.

These signals are generated in a central unit 100 and signals on conductors (not shown) are sensed within the same central unit 100. The central unit 100 is a complex unit, which must be able to detect the presence of the contact surfaces 4a via a sensor. 'and 4b' for the rails or conductors 4a, 42; 4b, 43 and lower the pantograph (4) via the control equipment 10 to an electrical contact with these, partly via a connection 10a be able to regulate the power to be supplied to the motor 5. For this purpose a first switching control circuit "R1" coordinated with a second control circuit "R2".

The current collectors (4) conduct current and voltage 2-phase initiated by the first control circuit "R1" and activating the second control circuit "R2".

This control circuit "R2" senses the power demand of the motor 5 and primarily allows the motor 5 to be supplied via the switching control circuit "R1" with the power it needs according to input signals on a line 10a and generated output signals on a line (not shown) and thus firstly the stationary system "IIl", "s1" is loaded and secondly and if necessary the battery set "II", "B" or vice versa. A parallel connection of an externally drawn power and an internally drawn power can be realized here within these switching control circuits "R1" and power-adjusting control circuits "R2".

Via the line 10a information to the central unit 100 is input about a desired speed for the vehicle 1 and via internal circuits (not shown) and the function within the control circuit "R2" is influenced and activated, directly or indirectly, the switching control circuit "R1 Figure 2 sounds then show an electrical coupling arrangement 41 where road section-related road section on road section 2a, 2a1, 2a2, 2a3; 2b, 2a1 ', 2a2' and 2a3 'with station after station "s1" s2 "," s3 "and" s1 "s2'" and "s3 '" can be activated and energized from one and the same charging source "lll" via associated coupling means 43a, 43a '; 44a, 44a '; 45a '45a', as a vehicle 1 will pass along the road sections, from top to bottom resp. from the bottom up in Figure 2.

This requires a number of switch means 43a, 43a '; 44a, 44a '; 45a, 45a 'pre-connection and disconnection of the stations, where this connection and disconnection can take place via stationary sensors (not shown). For a supplementary description of the known system, according to Figures 1A to 1C and Figure 2, reference is made to the description in WO 2010/140 964 A1.

DESCRIPTION OF THE PROPOSAL FORM IN ACCORDANCE WITH THE FRUITS 3 TO 8.

It should then be emphasized at the outset that in the following description of a presently proposed embodiment, which exhibits the significant features associated with the invention and which is clarified by the figures shown in the following drawings, we have selected terms and a special terminology. with the intention of clarifying the idea of the invention itself in the first instance.

In this context, however, it should be borne in mind that the terms chosen here should not be seen as limiting only to the terms used and chosen here, but it should be understood that each term thus chosen should be interpreted so that it can also cover all technical equivalents that work. in the same or substantially the same way in order to be able to achieve the same or substantially the same intention and / or technical effect.

Figure 3 then shows one contact means 40, serving as a pantograph according to the first category, in a perspective view, running along its "first contact surface" 4a 'related to a first rail or rail section 4a, 42 inserted in a groove 51 within a duct 30.

The duct atlet 30 is formed with an upwardly open first groove 51 and an upwardly open second groove 52, electrically insulated from each other by an elongate partition wall 53 forming an E-shape for the duct 30 and grooves 51, 52 formed therein.

The groove 51 is shown here carrying a "first contact surface" 4a 'assigned to the first rail 4a, 42, and a "second contact surface" 4b' assigned to a second rail 4b, 43 along which contact surfaces 4a 'and 4b', the pantograph 40 with its two contacts The track 52 can then advantageously support a "third contact surface" (4a ') (not shown) and a "fourth contact surface" (4b') assigned to a first, second rail (42). ), and a second, second rail (43), along which a parallel-oriented pantograph (40) can run.

The invention is embodied as a first embodiment in Figure 3, illustrating an electrically conductive, serving as a pantograph, first arrangement 40, adapted extensively between an electrically driven vehicle 1 and a first contact surface, which can be energized by a road section and its individual road sections. "4a 'and / or" second contact surface "4b' with the proposed embodiment described OVafl.

A second arrangement (40) is only schematically shown in the clock 3, with two parallel arrangements 40, (40), where the second arrangement (40) is only indicated.

Two arrangement-associated and pantograph-serving contacts or pantograph-associated contact surfaces 41a, 41b shall, in the normal direction of travel "P" of a vehicle 1, be connected along one another, the "first contact surface" 4a 'and the "second contact surface" 4b' separating, electrical insulation, such as a "first insulating member" 44 within the road section 2ab.

The "first contact surface" 4a "and the reconnected" second contact surface "4b 'are both assigned a first groove 51 assigned to your coordinated road sections, in order to allow said pantograph 40 to pass along the" first contact surface "and its first road section. 2a1, the electrically insulating "first insulating part" 44 and its second road section 2ab and the coupled "second contact surface" and its third road section 2a, for dissipating electrical power via the "first contact surface" and the "second contact surface" and energy to one or more electrically drivable vehicles 1, via an electrical connection (not shown) to divert current according to figure 3.

With reference to the appended Figures 4A to 4E in Figure 4 and taking into account what has been described in connection with the known system, according to Figures 1A to 1C and 2, the basic assumptions of the present invention and where the peculiarities associated with the invention have been concretized, by the now proposed and in the following more detailed description of the invention and indicating a part of the different positions a pantograph 40 can assume in a displacement "P" along the "First contact surface" 4a ', related to the first rail 4a, 42 over a "first insulating part" 44 and along the "second contact surface" 4b "related to the second rail 4b, 43.

The present invention provides, according to Figure 4, that said pantograph 40 should be adapted to have and associated with a first (a front) contact 41a, electrically connected, by means of a bridge or a jumper 43, with a second (an aft) contact 41 b and that these two contacts 41a. 41b shall be physically separated from each other but electrically connected to each other to the longitudinal extent of the road sections 2a1, 2ab, 2a, so that the first contact 41a can establish an electrical contact with the "second contact surface" 4b 'related to a second, first rail 43 simultaneously as the second contact 41b can establish an electrical contact with the "first contact surface" 4a ', for the first, first rail 42. This is illustrated under "B" in Figure 4.

More specifically, an arrangement is provided in which the energizable first, first rail 42 and a energizable, the first, first rail 42 can be connected, second, first rail 43 and in which both can be assigned the same, or at least substantially the same, AC voltage, however e] shown in Figure 3.

The energizable "first contact surface", 4a 'and the energizable "second contact surface", 4b' are coordinated with each other, however, at a distance 44 'from each other and end-to-end, by means of a series connection, in the north of the vehicle. grinding direction considered, by a resistance part having a first part 44a and a second part 44b having an electrical insulation, the upper surfaces of which serve as sliding surfaces 44a ', 44b' for the contacts 41a, 41b.

The resistance having the first part 44a and the insulation having the second part 44b should be assigned the same, or at least substantially the same, longitudinal extensions, and directly series-oriented, between the "first contact surface", 4a 'and its rail section 42 and the subsequent "Second contact surface" 4b 'and its rail section 43. Furthermore, it can be noted that the resistance having the first part 44a and the insulation having the second part 44b may consist of a resistor, divided into sections with a resistor having a conductor between, while the insulating part may consist of sections with an insulation with conductors in between and with a layering of the sections as thin sheets, perpendicular to the longitudinal extent of the rail.

When passing an insulating joint 44, between the "first contact surface" 4a 'and the "second contact surface" 4b', the pantograph 40, with its two contacts 41a, 41b and a contact electrically connecting part 43, may be adapted to initially, with its first contact 41a, oriented in the direction of travel, pass over to the first part 44a having the resistance (according to "A" in Figure 4), the larger part of the current being commutated via the second part oriented in the direction of travel backwards. contact 41 b, which can then offer a lower transition resistance value.

Figures 4A to 4E illustrate the time course when a pantograph 40, according to the instructions of the invention, with its two contacts 41a and 41b, is allowed to pass from the "first contact surface" 4a 'towards and to the "second contact surface" 4b' via the "first the insulating part ”44, forming part of the second road section 2ab and constituting an insulating joint.

Figure 4A illustrates an initial position while the clock 4B illustrates that the two contacts 41a and 41b of the pantograph 40 rest against resp. of the energized 'first contact surface' 4a 'and the energized' second contact surface '4b' and that a commutation of the current takes place in principle equally distributed via its two contacts 41a, 41b.

Figure 4C illustrates that the second contact 41b rests in part against the first part 44a of the resistance and the second part 44b having the insulation and that an even larger proportion of the current passes through the first contact 41a.

Figure 4C illustrates that the second contact surface 41b is in an intermediate position and covers a small surface area of the resistance having the first part 44a and the insulation having the second part 44b, while Figure 3E illustrates that the the first contact 41a rests in its entirety against the electrically insulating second part 44b.

Figure 4D illustrates that the contact 41b rests against the insulating part 44b and the contact 41a rests against the "second contact surface" 4b '.

A continued displacement of the pantograph 40 in the direction of the arrow "P" causes the contact 41b to pass over and past the insulating second part 44b, with a current distribution as above.

Figure 4E illustrates that the second contact 41b assumes a position where it has completely passed the insulated second part 44b or the joint 44.

Figure 5 schematically illustrates the varying values of the current wire at the displacement of the pantograph 40 along the road sections 2a1, 2ab and 2a and with the two contacts 41a, 41b (the contact 41a first in a selected direction of travel "P") in an electrical contact with the contact surfaces 4a ', 44a 'and 4b'. 44b '.

During the time sections that both contacts 41a, 41b abut against the contact surface 4a ', the output power and the current values are distributed equally from the two contacts 41a, 41b, thus 41a + 41b.

When the contact 41a is brought into co-operation with the resistance part 44a 'and its contact surface 44a', according to Figure 4A, the current value through this contact 41a is lowered at the same time as the current value through the contact 41b increases, and when the contact 41a is above the electrically insulating part 44b, all current will pass through the connector 41b.

Figure 4B illustrates a position where the contact 41a is partly in an electrical contact with the contact surface 4b 'and the contact 41b is partly in an electrical contact with the contact surface 4a' and equal currents pass via the contacts 41a, 41b, to then change position and when both contacts 41a, 41b abut against the contact surface 4b ', according to Figure 4E, the output power and current values are evenly distributed from the two contacts 41a, 41b.

Figure 6A indicates a more natural current / time curve, adjoining the one shown in Figure 5, and Figure 6B illustrates voltage-related nail-structured values "B1", "B2", "BS" and "B4", where the nail values "Bt" and " BB "represents those which occur at a current value change per unit time when the current through the switch 41a drops from an intermediate position to a minimized position while the current through the switch 41b rises from an intermediate position to a maximized position.

The nail values “BZ” and “B4” are related to the moment when the contact 41 b takes over a maximum current value towards and to the entire power supply "i", alternatively when the contact (41a) takes over a maximum power supply value for the entire power supply and contact according to 41 gur 41 b assumes an electrically non-conductive position.

A conducting inductive loop, according to Figure 7, is adapted to be able to brake the current from passing through the forwardly oriented first contact 41a via a supply circuit.

As the backwardly oriented second contact 41b has moved over to the resistor 44a, the current will, through an increasing resistance value, give rise to an increasing voltage drop, Fig. 6 the lower curve which causes the current "i" to be commutated over to the forward oriented first contact 41 a.

The value of the resistor 44a is selected so that a desired commutation is completed when the rearwardly oriented second contact surface 41b leaves the resistor 44a.

Figure 7 illustrates a circuit which can simulate a commutation of the current between the rails 42, 43 inserted within the duct 30 and within its groove or cavity 51. (The cavity 52 is intended for a parallel oriented second rail (42,), (43), according to Figures 2 and 3.) 10 15 20 25 30 535 745 29 Since this is a current variation process. which is faster than a standardized alternating current (50 - 60 Hz), a circuit adapted for a direct current application is shown in the simulation, according to Figure 7.

The total inductance "L2" between a transformer and a vehicle 1 has in this case been set to 1mH, which corresponds to approximately 500 meters. the inductance "L1" between tracks 42 and 43 is here set to 100pH, which corresponds to a distance of about 500 meters.

The resistance part is shown as a time-variable resistance "R1", which in a millisecond goes linearly from zero to full resistance. In a millisecond, a car travels at 90 km / h only 25 mm, which in this case represents the length of the resistance.

Figure 8 illustrates that two electrically energizable rails 4a, 42; 4b, 43 are coordinated in their groove or cavities 51, within a channel 30, with the rails 42, 43 coordinated within the bottom portion of the cavity 51.

The upper part of the cavity 51 is open towards the carriageway 2 and coordinated with an O-rail or grounded rail 4c.

Figure 3 then illustrates and schematically illustrates an electrically conductive arrangement serving as a dual pantograph 40, (40), with two separate and parallel coordinated contacts 41a, (41a); 41b, (41b), adapted stretchable between an electrically driven vehicle 1 and two, to one and the same road section and its individual road sections related, energizing a "first contact surface" 4a '(4a') and a "second contact surface" 4b ', (4b ') and an electrical insulation separating these contact surfaces, such as a "first insulating part" 44 separating said contact surfaces 4a', 4b 'electrical end-to-end, where the "first contact surface" and the connected "second contact surface" are both assigned a first track 51 within the road section 2 and its two road sections 2a1, 2a and where a "third contact" (4a ') and a connected "fourth contact" (4b') are both assigned to a second track 52, parallel to The said pantograph 40, (40) with its two contacts, a first 41a, (41a) and a second 41b, (41b) contact, must be able to pass. along the "first contact surface" 4a 'and a "third contact surface" (4a') and the ss common common road section "V1", the electrically insulating and separating "first insulating part" 44 and the "second insulating part" (44) and its common second road section "V2" and subsequent "second contact surfaces" 4b 'and "fourth contact surfaces "'(4b') and its third path section" V3 ", to dissipate electrical power and energy, such as a 2-phase voltage (AC voltage) or different polarities (DC voltage), to one or fl era electrically drivable vehicles 1, 1b.

Each of said parallel pantographs 40, (40) is adapted to have and assigned a first contact 41a, (41a), electrically connected 43, (43) to a second contact 41b, (41b) and that resp. of these two contacts are physically separated from each other in a longitudinal extent assigned to the first groove 51 and / or the second groove 52, so that when the pantograph assigned the first contacts 41a, (41a), will establish an electrical contact with the The "second contact surface" and the "fourth contact surface", the pantographs 40. (40) assigned to the second contacts 41b, (41b) shall in any case extend over a "first insulating part" 44 and a "second insulating part". (44).

The first contacts 41a, (41a) related to the pantograph 40, (40) will at the same time as the second contacts 41b, (41b) related to the pantograph 40, (40) establish an electrical contact with the "second contact surface" and the "fourth contact surface" and the "first contact surface" and the "third contact surface".

The invention also provides a road section, with a number of parallel tracks, divided into road sections on road sections, and where resp. cavity or grooves 51, 52 are adapted to have a "first contact surface" 4a ', (4a') for a first road section "V1" and a "second contact surface" 4b ', (4b') for a third road section "V3" and these contact surfaces, for the first and third road sections, are coordinated with each other over a second, electrically insulating and separating, road section "V2" .The second road section "V2" shall have, within tracks 51, 52, respectively a series connection of a first part 44a having an electrical resistance and a second part 44b having an electrical insulation. Figure 15 then illustrates a cross section of a road section 2 or a road section 2a with two side-related ducts or cavities 30, 302 each formed with two grooves 51, 52 with associated rails 4a, 42; 4b, 43.

Rails 4a, 42; 4b, 43 are connected via switches "s1", "s2", "s3" to a low-voltage network "LV" network (40OV), with the switches distributed over approx. 1000 meters, over a transformer "Tr2" and a circuit breaker " EB ". And connects the low voltage network to a high voltage network" HV "network.

The invention is of course not limited to the embodiment given above as an example, but may undergo modifications within the scope of the inventive concept illustrated in the appended claims.

Special consideration should be given to the fact that each unit and / or circuit shown can be combined with any other unit and / or circuit shown within the framework in order to be able to achieve the desired technical function.

Claims (11)

1. 0 15 20 25 30 535 745 32 P1 1-0058 ON TENT BOOK V An electrically conductive arrangement, serving as a pantograph ("A"), adapted extensively between an electrically drivable vehicle (1) and one, to a road. stretch and its individual road sections (2a1, 2a) related voltage-setting, a first, road section assigned, "first contact surface" (4a ') and a, to a third road section, assigned "second contact surface" (4b'), where these two contact surfaces shall, when viewed in the normal direction of travel of a vehicle, be connected to each other by a, the "first contact surface" and the "second contact surface", separating electrical insulation, such as a "first insulating part" (44), where the "first contact surface '(4a') and the reconnected "second contact surface" (4b ') are both assigned one and the same road section-assigned first track (51), in order to allow said pantograph (40) to pass along the "first contact surface" and its the first section of road ("V1"), the "insulating part" (44) and its second section ("V2") and the reconnected "second contact surface" (4b ') and its third road section ("V3") for dissipating electrical power and energy to one or more of the electrically drivable vehicles (1), characterized in that said pantograph (40) is adapted to have and assigned a first contact (41a), electrically connected (43) to a pantograph associated with a second contact (41b), that these two contacts (41a, 41b) are physically separated but electrically conductive and oriented at a distance from each other within a longitudinal extent of the first groove (51), so that when the pantograph (40) assigned the first contact (41a) allows an electrical contact to be established with the "second contact surface" ( 4b '), the pantograph assigned to the second contact (41b) must in any case be able to extend over the "insulating part" (44), and when the forwardly oriented first contact (41a) is allowed to pass over to the electrically insulating part ( 44b) will all current a tt commute over via the, in the direction of travel backward oriented, the second contact (41 b). Arrangement according to claim 1, characterized in that the pantograph associated with the first contact (41a) and the pantograph assigned the second contact (42b) are adapted to simultaneously establish an electrical contact with the "first contact surface" and the one viewed in the direction of travel. , connected "second contact surface". 10 15 20 25 30 535 745 33 Arrangement according to claim 1, characterized in that the energizable "first contact surface" and the energizable "second contact surface" are both assigned the same, or at least substantially the same, AC voltage. . Arrangement according to claim 1 or 2, characterized in that the energizable "first contact surface" and the energizable "second contact surface" are separated in an end-to-end orientation, via an electrically insulating joint formed by the " the insulating part "which is coordinated end-to-end by means of a series connection of a first part (44a) having an electrical resistance and a second part (44b) having an electrical insulation. Arrangement according to claim 3, characterized in that the first part (44a) having the resistance and the second part (44b) having the electrical insulation are both assigned the same, or at least substantially the same, longitudinal extensions to form said electrically insulating joint. . . Arrangement according to Claim 4 or 5, characterized in that the first part having the resistance is assigned a same resistance value, calculated in the same way, as the connecting contact surface (4a ') with its rail (4a) or a resistance value around it and / or exhibiting an increasing resistance value in the direction of travel. . Arrangement according to claim 1, 3 or 4, characterized in that when passing said insulating joint, between the "first contact surface" and the "second contact surface", the pantograph (40) is adapted to initially with its forward movement oriented , the first contact (41a) may pass over to the part (44a) having the resistance, whereby a larger proportion of the current will be commutated via the second contact (41b) oriented in the direction of travel backwards, which then offers a lower transition resistance value. de. Arrangement according to claim 6, characterized in that when the forwardly oriented first contact (41a) is allowed to pass over to the coupled "second contact surface" (4b '), the current will also pass through the, in the direction of travel oriented backwards, second contacts (41 b). Arrangement according to claim 7, characterized in that an inductive loop is adapted to be compensated, via an utilized supply circuit, by allowing the current to be braked from passing via the forwardly oriented first contact (41a). Arrangement according to claim 7, characterized in that when the rearwardly oriented second contact (41b) is allowed to surface over to the part (44a) having the resistance 5, the current comes. by an increasing resistance value, to give rise to an increasingly increasing voltage drop, which means that the current will be commutated over to the forward-oriented first contact (41a). Arrangement according to claim 6 or 8, characterized in that the value of the resistance is selected so that a desired commutation is completed when the rearwardly oriented second contact (41b) leaves the part having the resistance (44a).