DE29722421U1 - Busbar overrun on switches - Google Patents

Description

ABB Daimler-Benz Transportation (Technology) GmbH

Berlin 19 December 1997

Mp. No. 97/704 PAT2-Pn

Conductor rail run-up at switches Description

The invention relates to a conductor rail run-up on switches according to the preamble of claim 1. The invention can be used, for example, in local rail vehicles, such as suburban trains and subways.

To guide the current collectors of a rail vehicle to switches, conductor rail ramps are required, which ensure the transition of the current collector from one conductor rail to the other and ensure an uninterrupted electrical supply of the vehicle. It is generally known that the conductor rails in the switch area are provided with one-piece lateral guide plates which automatically guide the current collector grinding shoes from the lateral high position to a low position up to the contact surface lower edge of the conductor rail.

These side guide plates must be specially designed to suit the local conditions of the switches and, for example, adapted to different rail radii, to any additional track curvatures and to the side spaces that must be kept free. Different versions for different switch radii are therefore common for both aluminum composite conductor rails and steel conductor rails. Furthermore, these side guide plates are specially adapted to the current collector types to be guided. The assembly of the side

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The guide plates are attached, for example, by welding them onto the conductor rail. These generally known configurations are relatively expensive, particularly with regard to assembly and special adaptation to the local conditions and the current collectors to be guided.

The invention is based on the object of specifying a conductor rail run-up on switches of the type mentioned at the beginning, which can be used universally for different local conditions, for example different rail radii or track curvatures and different current collector types.

This object is achieved according to the invention in conjunction with the features of the preamble by the features specified in the characterizing part of claim 1.

The advantages that can be achieved with the invention are in particular that the proposed conductor rail ramp is universally suitable for different rail radii and track curvatures. The given rail radius is reproduced by dividing it into several ramp sections. The conductor rail ramp can be used universally for both aluminum composite conductor rails and steel conductor rails. It is universally suitable for both left-hand and right-hand switches. Furthermore, it can be used universally for different current collector types. In other words, only a single design of the conductor rail ramp is required for different rail radii and for both conductor rails (installation location to the right or left of the track).

The individual ramp sections enable the conductor rail run-up to be constructed using a modular system. The conductor rail run-up, for example, consists of six to eight ramp sections. The required number of ramp sections depends on the given switch radius. The larger the switch radius, the higher the number of ramp sections required. The modular system reduces the costs of a conductor rail run-up due to the prefabrication of the components in large quantities and facilitates warehousing and stocking of spare parts.

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The complete conductor rail system (aluminum or steel conductor rail) can be completed in one piece before the conductor rail run-up is mounted on switches by simply clamping it onto the existing conductor rail system using fastening devices and without the need for welding, for example. Furthermore, it is also easy to retrofit a continuously constructed conductor rail with the proposed conductor rail run-up. Gaps in conductor rails in existing systems, which have arisen due to space problems, for example, can be retrofitted with the proposed conductor rail run-up at short notice if required.

Due to the modular system and the very low weight and small dimensions of the individual components, the conductor rail ramp can be handled and installed very easily. There are no transport difficulties to the installation site. In addition, no lug connections between the individual components are necessary when installing the switch ramp. The time required for installation is greatly reduced. Therefore, only relatively short closure breaks are necessary during installation, during which the rail line must be blocked for vehicles. The conductor rail ramp can also be dismantled very easily and quickly.

The emergency guide plates provided on some of the ramp sections ensure that the current collector shoe is automatically and inevitably guided from the high position on the side to the low position to the lower edge of the contact surface of the conductor rail.

Maintenance of the conductor rail ramp is not required. If necessary, worn individual ramp sections of the conductor rail ramp can be easily replaced without having to intervene in the conductor rail system itself.

The invention is explained below using the embodiments shown in the drawing. The drawing shows:

Fig. 1 a side view of the busbar run-up,

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Fig. 2 a view of a section of a switch with the conductor rail run-up,

Fig. 3 a section A-A through a ramp section of the first embodiment of the conductor rail run-up,

Fig. 3 shows a section B-B through a ramp section of a third embodiment of the conductor rail run-up.

Fig. 1 shows a side view of the conductor rail ramp. The conductor rail ramp 5 is made up of six ramp sections 6, 7, 8, 9 arranged directly next to one another and mounted on a continuous conductor rail 1 (aluminum composite conductor rail or steel conductor rail), where each of these ramp sections has the same length a. Each of the ramp sections has a preferably hot-dip galvanized side plate 10 for guiding the current collector shoe of the rail vehicle (see Fig. 3). Three of the ramp sections 6 - which is also referred to below as the ramp section of the first embodiment - are arranged next to one another. Of the other ramp sections 7, 8, 9, only one is present.

The ramp sections 7, 8, 9 have in common that additional, preferably hot-dip galvanized, emergency guide plates 11, 12, 13 are welded onto the side plates 10. In the ramp section 7 - which is also referred to below as the ramp section of the second embodiment - the emergency guide plate 11 runs from left to right upwards. In the middle section of the ramp section 8 - which is also referred to below as the ramp section of the third embodiment - the emergency guide plate 12 runs horizontally near the lower edge of the side plate 10 and then rises upwards in the right and left branches. In the ramp section 9 - which is also referred to below as the ramp section of the fourth embodiment - the emergency guide plate 13 runs from right to left upwards. At the separation joints between ramp sections 7, 8, 9, the front surfaces of the emergency guide plates are directly opposite each other, so that despite the division of the emergency guide

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guide plates on three ramp sections 7, 8, 9, resulting in an essentially offset-free course of the emergency guide plates.

The individual ramp sections 6 to 9 are assembled using fastening devices, preferably hot-dip galvanized claws 15 in the manner described in more detail below. Each ramp section is preferably connected to the conductor rail 1 using three detachable fastening devices, preferably claws 15 - which are welded to the side plates 10 - with one fastening device in the end areas and one fastening device in the middle area of each ramp section.

Each conductor rail run-up at switches preferably consists of the three ramp sections 7, 8, 9 with the emergency guides for the forced lowering of the current collector shoe of the vehicle under the conductor rail 1 at the switch tip and, depending on the given switch radius, of an additional three, four or five ramp sections 6. For a switch radius of 190 m, for example, three ramp sections 6 are used and for a switch radius of 500 m, for example, five ramp sections 6 are used. Each of the ramp sections 6 to 9 is preferably a = 1350 mm long.

Fig. 2 shows a view of a section of a switch 22 with the conductor rail run-up 5 according to the invention. The course of the main track 23 and the switch track 24 as well as the position of the individual ramp sections 6 (three pieces), 7, 8, 9 are sketched. The arrangement of the individual fastening devices, preferably claws 15 (three fastening devices per ramp section) is clearly visible.

In Fig. 3, a section A-A through a ramp section of the first embodiment 6 of the busbar run-up 5 is shown. The exact position of the section A-A is shown in Fig. 1. The profile of the claws 15 can be clearly seen in the sectional view. On the one hand, the claws 15 have wedge edge surfaces which precisely engage in the wedge edge surfaces 2 of the busbars 1, whereby the spatial position - in particular the angle of the side plate relative to the horizontal - of the individual ramp sections is precisely determined. Since the wedge edge surfaces of the

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Claws 15 are precisely adapted to the wedge edge surfaces 2 of the busbars 1, also result in relatively large contact surfaces for current transmission. The surfaces of the claws 15 opposite these wedge edge surfaces are inclined at a certain angle to the horizontal, so that the desired inclination of the side plates 10 is achieved, suitable for guiding the current collector grinding shoes.

At the height of the upper edge of the busbar 1, the claw 15 has an abutment 16 which extends to the middle of the busbar. An essentially mirror-image configuration - consisting of a preferably hot-dip galvanized counter-claw 17 with abutment 18 - is located on the opposite side of the busbar. In the transition areas of the claws or counter-claws to their abutments bores are made which allow fastening bolts 19, for example screw bolts or rivet bolts, to be inserted and connected. On the one hand, the fastening bolts 19 press the wedge edge surfaces of the claws 15 and counter-claws 17 into the corresponding wedge edge surfaces 2 of the busbars 1, while on the other hand the end areas of the abutments 16, 18 of the claws and counter-claws press against each other. In this way, a mechanically stable fastening is achieved.

A protective cover 20 with an angled additional protective cover 21 made of a plastic material extends over the busbar run-up. This protective cover is connected to the additional protective cover of the busbars 1 via suitable sleeves.

Fig. 3 shows that the proposed busbar ramp is universally suitable for both aluminum composite busbars and steel busbars. The lower edge of the busbar is designed, for example, in the left-hand area as the lower edge of the grinding surface 3 for aluminum composite busbars and in the right-hand area as the lower edge of the grinding surface 4 for steel busbars.

In Fig. 4, a section B-B through a ramp section 8 of the third embodiment of the conductor rail run-up 5 is shown. The exact position of the section B-B is shown in Fig. 1, the section is located approximately in the middle of the ramp section 8.

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At this point, the emergency guide plate 12 is in a horizontal position on the lower edge of the side plate 10. At this position, the lower edge 25 of the side plate 10 is expediently flattened (e.g. ground down) in such a way that an essentially stepless transition for the current collector shoe from the emergency guide plate to the lower edge of the contact surface of the conductor rail 1 is obtained.

The rise of the emergency guide plate 12 as it continues along the side plate and the transition to the further emergency guide plate 11 are indicated. For mechanical stabilization, bracing plates 14 - preferably three bracing plates per ramp section 7, 8, 9 - are provided between the side plates 10 and the emergency guide plates 12, with assembly again being carried out by welding.

Claims (8)

Mp.No. 97/704 ~ .* .s' . : ~ .-.'..: .* 19 December 1997 1. Conductor rail run-up on switches for guiding the current collector of a rail traction vehicle, characterized in that the conductor rail run-up (5) is composed of several individual ramp sections (6 to 9) arranged directly next to one another and connected to the conductor rail (1) via fastening devices (15), the number of ramp sections used depending on the given switch radius and each of the ramp sections having a side plate (10) connected to the fastening devices with a predetermined inclination relative to the horizontal. 2. Conductor rail run-up according to claim 1, characterized in that at least one ramp section (7 to 9) additionally has an emergency guide plate (11 to 13) connected to the side plate, which forcibly lowers the current collector from the lateral high position to a low position up to the lower edge of the contact surface (3, 4) of the conductor rail (1). 3. Busbar run-up according to claim 2, characterized in that a ramp section (6) of the first embodiment without any emergency guide plate, a ramp section (7) of the second embodiment with an emergency guide plate (11) rising from left to right at the top, a ramp section (8) of the third embodiment with an emergency guide plate (12) that is horizontal in the middle section at the bottom and then rises upwards in the right and left branches, and a ramp section (9) of the fourth embodiment with an emergency guide plate (13) that rises from right to left at the top are provided, the ramp sections (7 to 9) of the second to fourth embodiment being arranged directly next to one another in such a way that the emergency guide plates run without offset, with at least one ramp section (6) of the first embodiment adjoining them to the right and/or left of them. Mp.No. 97/704 .* &Lgr; * : .*,*..: .* 19 December 1997 4. Conductor rail ramp according to one of the preceding claims 1 to 3, characterized in that the ramp sections (6 to 9) each have the same length. 5. Busbar run-up according to one of the preceding claims 1 to 4, characterized in that the fastening devices (15) have a profile adapted to the wedge edge surface (2) of the busbar (1). 6. Busbar run-up device according to one of the preceding claims 1 to 5, characterized in that the fastening devices are designed as claws (15) opposite which counter-claws (17) lie, whereby abutments (16, 18) of the claws and counter-claws grip over the busbar (1) and can be pressed against one another with the aid of a fastening device (19). 7. Busbar run-up according to one of the preceding claims 1 to 6, characterized in that the lower edge (25) of the side plate (10) is flattened at least in that section in which the emergency guide plate (12) runs in the immediate vicinity of this lower edge. 8. Busbar run-up according to one of the preceding claims 1 to 7, characterized in that bracing plates (14) are connected both to the side plates (10) and to the emergency guide plates (11 to 13).