ENERGY RECHARGING DEVICE FOR A VEHICLE

Abstract

The object of the invention is a device for recharging with energy a piece of storage equipment loaded on-board a vehicle comprising at least one power supply device external to the vehicle, at least one power collector fixed on the vehicle, the power collector comprising a central portion provided with at least one friction strip, intended for powering the vehicle when the vehicle is moving, the central portion being laterally extended with at least one horn formed in one piece in a metal material and forming an upper surface. At least one portion of the upper surface of the horn forms a contact area capable of directly coming into contact with a corresponding contact surface of the power supply device when the vehicle is at a standstill in a stop station in order to ensure energy transfer between the power collector and the power supply device via the contact area.

Description

The present invention relates to a device for recharging with energy a piece of storage equipment loaded on-board a vehicle, comprising at least one power supply device exterior to the vehicle, at least one power collector fixed on the vehicle, the power collector comprising a central portion provided with at least one friction strip, intended for powering the vehicle when the vehicle is moving, the central portion being laterally extended with at least one horn formed in one piece in a metal material and forming an upper surface.

Such recharging devices are notably used for railway vehicles and urban transportation electrical vehicles such as trams or trolley buses, which are self-powered over the whole or part of their travel. Indeed, more and more operators of these lines do not desire catenaries in their city centre, which degrade the esthetics of the neighborhoods.

In this case, it is possible to provide recharging of the energy of the vehicles when the latter are stopped in a station by static contact between friction strips of the pantograph of the vehicle and an electric power supply line. Such recharging in a station is carried out for a duration at most equal to the one set for embarkation and disembarkation of the passengers, typically between 15 and 30 seconds. This duration should be as short as possible in order not to unnecessarily increase the trip duration of the vehicle. Recharging a device for storing electric energy, such as a battery or a set of super capacitors presently having a power of about a few hundred kW taking into account the size limitations imposed by the vehicle, within a short time not exceeding 30 seconds, requires the availability of a recharging device allowing such power to be exchanged without deteriorating the constitutive portions of the device because of overheating or any risk for the users.

Now, power collectors from the prior art are designed in order to collect power with a sliding contact. Indeed, the carbon of the friction strips of a pantograph is used for its wear resistance and electricity conduction properties. However, carbon is not a sufficiently good electric conductor for withstanding for a period of several seconds a current transfer of several thousands of amperes without heating to temperatures generally leading to its destruction: the sliding contact is therefore necessary in order to avoid overheating of the materials in contact.

One of the purposes of the present invention is to provide an electric power recharging device allowing the recharging of energy storage equipment on-board a vehicle without having the drawbacks of the devices of the prior art and without inducing heating processes which cause deterioration or even destruction of the components making it up. More specifically it aims at improving energy transfers during the recharging when the vehicle is at a standstill.

For this purpose, the object of the invention is an energy-recharging device of the aforementioned type, characterized in that at least one portion of the upper surface of the horn forms a contact area able to come directly in contact with a corresponding contact surface of the power supply device when the vehicle is at a standstill in a stop station in order to ensure energy transfer between the power collector and the power supply device via the contact area.

The energy-recharging device according to the invention may also comprise one or several of the following characteristics, taken individually or according to any one or the totality of technically possible combinations:

• • the upper surface of the horn is continuous at least in and in the vicinity of the contact area;
  • the horn is made in a material having high heat and electric conductivities, such as aluminum, copper, gold or silver;
  • the position of the contact area along the upper surface of the horn is variable, the contact area being defined, in each stop station, as the upper surface area facing corresponding contact surface of the power supply device when the vehicle is at a standstill in a stop station;
  • the horn comprises a horizontal area substantially in the alignment of the central portion and an inclined area;
  • the contact area is formed by a portion of the upper surface of the horizontal area and/or by a portion of the upper surface of the inclined area;
  • the horn is assembled to onto the central portion;
  • the power collector is a pantograph comprising two bows;
  • each bow comprises a central portion laterally extended with two horns positioned on either side of the central portion, each horn being able to cooperate with a power supply device; and
  • the horn is formed by means for guiding a catenary during the displacement of the vehicle.

The invention will be better understood upon reading the following description. given only as an example and made with reference to the appended drawings, wherein:

FIG. 1 is a schematic view of the implementation of a recharging device according to the invention on a running track;

FIG. 2 is a schematic perspective view of a power collector of the recharging device of FIG. 1;

FIG. 3 is a schematic sectional view transversely to the running track of one portion of the power collector of FIG. 2;

FIG. 4 is a schematic sectional view transversely to the running track of the recharging device according to a first embodiment;

FIG. 5 is a schematic view analogous to FIG. 4 of a recharging device according to an alternative of the first embodiment;

FIG. 6 is a schematic view analogous to FIG. 4 of a recharging device according to a second embodiment; and

FIG. 7 is a schematic view analogous to FIG. 4 of a recharging device according to an alternative of the second embodiment.

FIG. 1 represents a schematic view of the implementation of a recharging device according to the invention for a vehicle circulating on a track comprising portions supplied with electric power by catenaries and portions not supplied with electric power. Stop stations of the vehicle are laid out along the track. The stop stations for example correspond to stations, in which the vehicle may stop for allowing embarkation and disembarkation of passengers. Some stop stations are located in the portions not supplied with electric power, other stop stations are located in portions supplied with electric power.

The vehicle is notably a railway vehicle or an urban transportation electric vehicle such as a tram or a trolley bus.

When it circulates in the portions supplied with electric power by the catenaries, the vehicle is supplied with electric power by putting friction strips of a pantograph of the vehicle in contact with the catenary. When it circulates in portions not supplied with electric power, the vehicle consumes the electric energy stored in storage equipment, for example batteries or assemblies of supercapacitors, loaded on-board the vehicle. The recharging device according to the invention is able to ensure recharging of this storage equipment with energy when the vehicle is at a standstill in a stop station.

The recharging device comprises a power supply device exterior to the vehicle and a power collector positioned on the vehicle. The power collector is able to come into contact with the power supply device when the vehicle is at a standstill in a stop station in order to ensure energy exchange between the power collector and the power supply device so as to recharge the equipment for storing energy loaded on board the vehicle, the power collector being electrically connected to said storage equipment.

The power supply device is laid out at the stop stations located in portions not supplied with electric power or at stop stations located in portions supplied with electric power. Advantageously, it is located in a portion not supplied with electric power. For its power supply, it is connected to a substation of a known type (not shown) which distributes the electric power from an electric power distribution network. The power supply device for example distributes a DC voltage of 750 volts.

In the embodiment illustrated, the power supply device is an overhead power supply device. It comprises at least one rigid catenary segment able to cooperate with the power collector of the vehicle when the vehicle is at a standstill at a stop station. According to an embodiment (FIGS. 4 and 6), it comprises two rigid catenary segments, able to each cooperate with the power collector of the vehicle and positioned on either side of the running track, notably symmetrically with respect to the track. Each rigid catenary segment is for example mounted on a post implanted on the side of the track in the stop station. Alternatively, the rigid catenary segments are mounted on a same post implanted at the side of the track in the stop station.

In the illustrated embodiment, the power collector is a pantograph positioned on the roof of the vehicle. As illustrated in FIGS. 2 to 7, this power collector includes a simple or multiple head and a jointed structure capable of displacing the head between an energy pickup position, in which the head is in contact with the rigid catenary segments of the power supply device and an insulation position, in which the head is at a distance from the power supply device, folded on the roof of the vehicle.

The head comprises two bows 16, 18 (FIG. 2) substantially parallel to each other. The bows extend along an extension direction perpendicular to the extension direction of the vehicle and to the track. Subsequently in the description, the extension direction of the bow is called a lateral direction. Each bow is symmetrical relatively to a middle plane perpendicular to the lateral direction.

Each bow comprises a central portion extended laterally at each of its ends by an end portion or horn extending along the lateral direction. Thus, each bow comprises two horns located on either side of the central portion. The horns are assembled with the central portion, notably by screwing or bolting, in order to form the bow. The horn forms a means for guiding the catenary relatively to the power collector capable of avoiding that the catenary passes under the head of the power collector, notably upon passing a switch. During normal operation, i.e. when the vehicle runs along a rectilinear track portion, the horns are not intended to come into contact with the catenary.

The central portion is substantially rectilinear. It extends substantially horizontally. It comprises a lower surface oriented towards the roof of the vehicle and an upper surface opposite to the lower surface. At least one portion of its upper surface is formed by a friction strip. This friction strip is typically made of carbon. When the vehicle moves along the portion of the track provided with a catenary, the friction strips of the power collector are able to come into contact with the catenary so as to ensure energy transfer between the catenary and the power collector when the vehicle is running. The contact between the catenary and the friction strips of the power collector is sliding and is effected when the vehicle is moving. The material used for forming the friction strips is adapted for optimized pickup of power without heating beyond the critical threshold when the contact is frictional i.e. the vehicle is moving along the catenary.

Each horn comprises a horizontal area substantially extending in the alignment of the central portion and an inclined area forming a non-zero angle with the horizontal area. The inclined area is inclined downwards relatively to the central portion and relatively to the horizontal area. It comprises a substantially rectilinear proximal segment inclined downwards and away from the central portion, extended with a substantially vertical distal segment. Such a shape is adapted to the guiding as described above.

Each horn is formed in a single piece in a metal material. The metal material used is a material having high heat and electric conductivities, and notably a heat conductivity of more than 100 W·m⁻¹K⁻¹. It is notably made in a material such as copper, aluminum, gold, silver or alloys of these materials. The horn formed in a single piece defines an upper surface. At least one portion of this upper surface forms a contact area, capable of directly coming into contact with a corresponding contact surface of the power supply device when the vehicle is at a standstill in a stop station in order to ensure energy transfer between the power collector and the power supply device.

The contact between the contact area and the power supply device may be achieved in several ways, for example in a contact point (point-like contact), in a contact line (line contact) or in a contact surface (surface contact). According to an embodiment, the contact is a surface contact.

<<Direct>> contact means that no element added on the horn is interposed between the upper surface and the surface of the power supply device. Upon contact between the contact surface of the power supply device and the contact area of the power collector, the metal forming the horn directly contacts, i.e. without interposition of another material, the contact surface of the power supply device.

The upper surface is a substantially continuous surface at least at the contact area and in the vicinity of the latter, i.e. it does not have any sharp edge at least at the contact area and in the vicinity of the latter. Optionally, the upper surface is continuous over the whole of its length.

The portion of the upper surface forming the contact area does not have any structural difference with the remainder of the upper surface.

The position of the contact area on the upper surface is variable. It depends on the localization of the contact surface with which it is intended to cooperate when the vehicle is stopped at the corresponding power supply device. For each stop station, the contact area corresponds to the portion of the upper surface facing the contact surface when the vehicle is stopped in the stop station. The dimensions of the contact area substantially correspond to the dimensions of the contact surface so as to maximize energy transfer between the power collector and the power supply device 8 via the contact area 42 when the vehicle 2 is at a standstill.

Each rigid catenary segment is capable of cooperating with the contact areas of each of the two bows located on the same side of the track. Each rigid catenary segment is therefore capable of cooperating with two contact areas.

According to a first embodiment of the recharging device illustrated in FIG. 4, the contact surface of the rigid catenary segment is positioned so that the contact area is formed by a portion of the upper surface of the horizontal area of the horn.

According to a second embodiment illustrated in FIG. 6, the contact surface of the rigid catenary segment is positioned so that the contact area is formed by a portion of the upper surface of the inclined area of the horn.

When the vehicle stops in a station, it deploys the power collector by means of the jointed structure so as to put the contact areas of the head in contact with the contact surfaces of the rigid catenary segments located at the vertical of the contact areas. Energy transfer is then carried out between the power collector and the power supply device via the contact areas. An energy transfer area is thus obtained at each of the contact areas. This energy transfer is a static transfer i.e. it is carried out at a standstill.

At a standstill, the electric path is thus the following: from the substations distributing electric power towards the rigid catenary segments and the contact surfaces, from the contact surfaces towards the contact areas by the contact between the contact surfaces and the contact areas, and then from the contact areas along the bows as far as an area for connection to a power supply cable (not shown) of the vehicle electrically connected to the energy storage equipment of the vehicle.

FIGS. 5 and 7 respectively illustrate alternatives of the first and second embodiments, the only difference of which with the first and second embodiments is that the power supply device only comprises one rigid catenary segment positioned on one side of the running track instead of two rigid catenary segments positioned on either side of the track. The contact surface of the rigid catenary segment is capable of coming into contact with a contact area of a horn of the power collector located on the same side of the track as the catenary segment, the contact area being at the vertical of the surface when the vehicle is at a standstill in the corresponding stop station. Only one horn of each bow is therefore capable of coming into contact with the power supply device. Therefore in these alternatives, there is only one energy transfer area at each bow. This area is located on a single side of the track, i.e. the side of the track where the rigid catenary segment is positioned. This configuration is simpler to achieve, more economical in materials than the one according to the first and second embodiments (FIGS. 4 and 6). On the other hand, the configuration according to the first and second embodiments is preferable mechanically (better distribution of the mechanical forces because of the symmetry in the bearing areas between the power supply device and the power collector) and allows larger energy transfers because of the doubling of the possible transfer surface area.

In the invention, the horns of the head, which are customarily used only for guiding the catenary, are used for ensuring a new function, i.e. the power supply function for vehicles at a standstill. The energy transfer is directly accomplished between the horns of the head and the power supply device and does not require structural modification of the existing pantographs already mounted on the vehicles. The invention thus provides a simple and inexpensive recharging system when the vehicle is at a standstill, since it simply requires that adapted power supply devices be available in the stop stations. The invention thus proposes a bimodal pantograph capable of being supplied with energy both when the vehicle is running via the sliding contact achieved between the catenary and the friction strips in the central portion of the bows and when it is at a standstill via the contact between the horns and the power supply device, without complicating the kinematics of the pantograph (these are always the known movements of deployment and folding back of the head), or requiring additional components.

The recharging system according to the invention is further particularly flexible. Indeed, as it is not necessary to add elements assembled to onto the horn for forming the contact surface, the entirety of the upper surface of the horn may form the contact area, since the whole horn is formed in a single piece in the same metal material. As was explained earlier, at each stop station, the position of the contact area on the horn is only defined by the layout of the contact surfaces of the power supply device. Thus, it is possible, for a same vehicle to provide in a first stop station, a layout of the contact surfaces leading to localization of the contact area in the horizontal portion of the horn and in a second stop station a localization of the contact area in the inclined portion of the horn. With this flexibility, it is for example possible to adapt in each stop station, the architecture of the power supply device to the particularities of the station, notably in terms of available space.

The recharging device according to the invention generates very good electric energy transfer between the power supply device and the power collector while avoiding excessive heating of the contact area of the power collector by means of the good heat and electric conductivity of the material forming the contact area. Indeed, even if electric energy transfer is accompanied by production of heat by the Joule effect in the horn of the pantograph, the produced heat is distributed by conduction through the horn and therefore no excessive localized heating of the contact area occurs.

Claims

1. A device for recharging with energy a piece of storage equipment loaded on-board a vehicle comprising at least one power supply device external to the vehicle, at least one power collector fixed on the vehicle, the power collector comprising a central portion provided with at least one friction strip intended for powering the vehicle when the vehicle is moving, the central portion being laterally extended with at least one horn formed in one piece in a metal material and forming an upper surface, characterized in that at least one portion of the upper surface of the horn forms a contact area capable of directly coming into contact with a corresponding contact surface of the power supply device when the vehicle is at a standstill in a stop station in order to ensure energy transfer between the power collector and the power supply device via the contact area.

2. The recharging device according to claim 1, characterized in that the upper surface of the horn is continuous at least in and in the vicinity of the contact area.

3. The recharging device according to claim 1, characterized in that the horn is made in a material having high heat and electric conductivities, such as aluminum, copper, gold or silver.

4. The recharging device according to claim 1, characterized in that the position of the contact area along the upper surface of the horn is variable, the contact area being defined, in each stop station, as the area of the upper surface facing the corresponding contact surface of the power supply device when the vehicle is at a standstill in the stop station.

5. The recharging device according to claim 1, characterized in that the horn comprises a horizontal area substantially in the alignment of the central portion and an inclined area.

6. The recharging device according to claim 5, characterized in that the contact area is formed by a portion of the upper surface of the horizontal area and/or by a portion of the upper surface of the inclined area.

7. The recharging device according to claim 1, characterized in that the horn is assembled to the central portion.

8. The recharging device according to claim 1, characterized in that the power collector is a pantograph comprising two bows.

9. The recharging device according to claim 8, characterized in that each bow comprises a central portion laterally extended with two horns positioned on either side of the central portion, each horn being capable of cooperating with a power supply device.

10. The recharging device according to claim 1, characterized in that the horn is formed by means for guiding a catenary during the displacement of the vehicle.