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JP-2026514407-A - Trolley wire lubrication device

JP2026514407AJP 2026514407 AJP2026514407 AJP 2026514407AJP-2026514407-A

Abstract

An apparatus for applying a fluid antifreeze to the trolley wire of an overhead line, comprising: a holding device extending from the vehicle toward the trolley wire, wherein an electric-driven vehicle draws electrical energy from the overhead line by a pantograph; a transfer roller oriented horizontally and laterally with respect to the longitudinal axis of the vehicle, coupled to the holding device in a manner that allows it to rotate in the axial direction, and capable of contacting the trolley wire; and an open container for the antifreeze, positioned below the transfer roller and partially surrounding the circumferential surface of the transfer roller so that the transfer roller can be moistened by the antifreeze supplied through the container by rotational motion, wherein the apparatus also comprises means for controlling the rotational motion, the means being designed to limit the circumferential speed of the transfer roller so that it rotates more slowly than when it is sliding freely along the trolley wire. [Selection Diagram] Figure 3

Inventors

  • シムチェン マクシミリアン

Assignees

  • シムチェン マクシミリアン

Dates

Publication Date
20260511
Application Date
20240328
Priority Date
20230328

Claims (12)

  1. An apparatus (100) for applying a fluid antifreeze (124) to the trolley wire (18) of an overhead line, wherein an electric vehicle (10) draws electrical energy from the overhead line by a pantograph (14), A holding device extending from the vehicle (10) in the direction of the trolley wire (18), A transfer roller (110) is oriented horizontally and laterally with respect to the longitudinal axis of the vehicle, coupled to the holding device in a manner that allows it to rotate in the axial direction, and is capable of contacting the trolley wire. An apparatus (100) comprising an open container (114) for the antifreeze (124), the open container (114) being positioned below the transfer roller (110) and partially surrounding the circumferential surface of the transfer roller (110) so that the transfer roller (110) can be moistened by the antifreeze (124) supplied through the container (114) by rotational motion, The apparatus (100) is characterized by also having means for controlling the rotational motion, configured to limit the peripheral speed of the transfer roller (110) so that it rotates more slowly than when it rolls slidably along the trolley wire (18).
  2. The apparatus (100) according to claim 1, characterized in that the material of the transfer roller (110) is tribologically optimized with respect to the trolley wire (18) so that the relative-moving transfer roller (110) interacts with the trolley wire (18) in a rolling and sliding manner with low wear within a predetermined contact pressure range, and the material is particularly a plastic, a plastic having a base matrix composed of a fluorine-stabilized plastic filled with a solid lubricant, or a metal material having good sliding properties, particularly brass, or a metal having a wear-resistant coating or applied sliding lacquer, particularly aluminum having a nicasil coating.
  3. The apparatus (100) according to claim 1 or 2, characterized in that the circumferential surface of the transfer roller (110) has a substantially convex spherical design.
  4. The apparatus (100) according to any one of claims 1 to 3, characterized in that the holding device comprises a pretensioning device for providing a predetermined contact pressure between the trolley wire (18) and the transfer roller (110).
  5. The apparatus (100) according to claim 4, characterized in that the contact pressure between the trolley wire (18) and the transfer roller (110) can be selectively changed via the pretensioning device.
  6. The apparatus (100) according to any one of claims 1 to 5, characterized in that the holding device comprises a firmly coupled holding element that forms a sliding bearing having the transfer roller (110).
  7. The apparatus (100) according to any one of claims 1 to 6, characterized in that the container (114) comprises at least one inlet (116a, 116b) located at one axial end for supply, and an outlet (118) located in the center between the opposing axial ends on the side wall of the container for discharging the antifreeze (124).
  8. The apparatus (100) according to claim 7, characterized in that the container (114) comprises two inlets (116a, 116b) attached to the mutually opposing axial ends of the container (114).
  9. The apparatus (100) according to claim 7 or 8, characterized in that the outlet (118) is attached at a predetermined distance from the base of the container.
  10. The apparatus (100) according to any one of claims 1 to 9, characterized in that the peripheral speed and/or circumferential direction of the transfer roller (110) can be adjusted independently of the vehicle speed.
  11. The apparatus (100) according to claim 10, characterized in that the peripheral speed and/or circumferential direction of the transfer roller (110) can be adjusted via a motor (113) that drives the transfer roller (110).
  12. The apparatus (100) according to claim 10, characterized in that the peripheral speed of the transfer roller (110) can be controlled via a brake coupled to the transfer roller (110).

Description

This invention relates to a device for applying a lubricant or antifreeze to the trolley wire of an overhead line, where an electric vehicle draws electrical energy from the overhead line via a pantograph. Furthermore, this invention relates to a device particularly suitable for de-icing, i.e., for preventative antifreeze application to the trolley wire, and the operation of the device is not limited by the maximum vehicle speed. The overhead catenary wire is generally known for supplying electrical energy (current). Such catenary wires are used for railway vehicles, such as trams or express trains, to supply the necessary electrical energy to the vehicle while it is running, but they are also used for overhead catenary buses (trolleybuses). As shown in Figures 1 and 2 using the example of a tram, the catenary wire is usually stretched above the rails (or road) to represent the poles of the voltage source, and the vehicle (e.g., a tram) is supplied with the necessary energy from the voltage source via a pantograph (e.g., having contact bars or contact strips). The catenary wire is usually made of copper and typically has a circular cross-section with two V-shaped grooves formed in the upper half so that a retaining clamp can engage with it (see Figure 2(b)). During winter, ice formation frequently occurs on the trolley wire, potentially causing undesirable contact interruptions. These can damage vehicle components, leading to vehicle breakdown or even vehicle shutdown. For example, if the exit track is blocked during release time, this can cause significant delays or even power outages. Furthermore, frequent arcing increases wear on the contact strips and trolley wire. As a result, before temperatures drop below freezing, the trolley wire (or contact wire) begins to be "lubricated" or moistened with an antifreeze, such as glycerin. This is typically done by felt roll lubrication bars, which are mounted on operating vehicles (maintenance vehicles used for the maintenance of operating equipment, according to BOStrab) or on passenger transport vehicles (e.g., trams, express trains, trolleybuses, etc.). Depending on the size of the network and the number of lubricating vehicles, the lubrication journey is performed in three stages, up to 24 hours a day. In this case, a felt roll, constantly impregnated with an antifreeze (e.g., glycerin), rolls along the trolley wire via a supply hose. Such felt roll structures are described in more detail, for example, DE202004008632U1. Here, the felt roll is attached to the conversion pantograph, which, in addition to the traction pantograph, is mounted on the roof of the vehicle. However, the real problem is that excess lubricant (glycerin) easily drips into the collection tank, is introduced into the vehicle, and the lubricant becomes contaminated to a considerable extent by, among other things, water, carbon wear, fiber wear, and/or dirt from the environment (e.g., foliage), making it unusable for reuse. Furthermore, the rolls, pressed during travel, roll directly over the contact point with the trolley wire; that is, the peripheral speed of the rolls corresponds to the travel speed. Consequently, the rotational inertia force generated at relatively high speeds in the mechanical system, and the resulting risks associated with the released lubricant, limit the vehicle's maximum permissible speed to approximately 30 km/h. Inevitably, fiber wear, along with contamination from the trolley wire and carbon polishing strip, can cause significant clogging upon return, potentially leading to repeated failures or damage. Therefore, maintenance and cost expenditures for such devices are relatively high. Furthermore, conventional equipment requires a minimum pressing force (e.g., approximately 85 Newtons) between the felt roll and the trolley wire to ensure the felt roll is reliably transported. Therefore, along with the pressing force of the traction pantograph, the equipment can result in high load and deflection of the trolley wire. This increases the likelihood of further collisions with trolley wire elements, and in the worst case, can lead to total loss of the lubricating arch and breakage of the trolley wire. If the felt roll becomes clogged (for example, by a frequently operating heavy-running bearing, or even by a relatively slight decrease in pressing force when the outlet is clogged with felt wear and the bucket is full), the felt roll will break down very quickly and therefore must be replaced with a new one. To prevent this, electronic rotational monitoring has been required for this purpose. Furthermore, the impregnation behavior of the felt roll, the shedding of lubricant, and the outflow behavior of contaminated, high-viscosity residual lubricant can cause significant fluctuations in system weight and already sensitive pressing force. Uneven impregnation of the felt roll can result in strong imbalances and vibrations, for example, on the arched sections and trolley wir