Patent ID: 12240354

The invention will be elucidated in more detail in the following.

FIG.1shows in cross-section a line section1for the operation of electrically driven rail vehicles19, with a track2, which exhibits two parallel rails3a,3b, with a contact line5, borne by an insulator4, said contact line being arranged on one side of the track2in a spatial region6extending parallel to the rails3a,3b, wherein the contact line5is intended to supply current-collectors20of the electrically driven rail vehicles19with current and to support said current-collectors from underneath, and wherein the contact line5and the insulator4bearing the contact line5are intermittently interrupted or not interrupted.

A support device8, which is non-functional for the power supply of the rail vehicle, is arranged on the other side of the track in a second spatial region7extending parallel to the rails2, said support device being intended to support current-collectors20of the electrically driven rail vehicles19, seeFIG.7andFIG.8, from underneath without supplying them with current. The surfaces of the contact line5and of the support device8which are intended for supporting the current-collectors20are situated in a plane9, the separations10a,10bof which, measured perpendicular to the plane9, from the first rail3a, adjacent to the contact line, and from the second rail3bof the track2are equal.

The support device8may have been constructed in a single part or in multiple parts and may consist, for instance, of solid material or of a hollow section. In particular, a support device8that is hollow inside may, performing additional functions, accommodate or bear devices12supplied with current. Electrical leads, data lines, data-processing devices, control devices, pressure sensors, optical sensors or other sensors, as well as electric lighting, enter into consideration in particular as electrical or electronic devices12suppled with current which are arranged on the support device8. Sensors may provide, in particular, firstly, measured data relating to the line section1, secondly, measured data relating to the rail vehicle19and the running behavior of the rail vehicle19, and also, thirdly, measured data relating to hazardous situations. An example of the first case is the detection of damage to devices pertaining to the line section1; an example of the second case is the detection of the position, speed and vibrational behavior of the rail vehicle19; and an example of the third case is the detection of an obstacle on a railroad crossing.

FIG.2andFIG.3show, from above, the line section1with a switch. The contact line5and the insulator4bearing the contact line5, and also the support device8, are intermittently interrupted. Movable support devices11replace these in the interruption. This guarantees that the supporting of the current-collectors20is uninterrupted in the case of both switch positions. The permanent supporting of the current-collectors20is indispensable at relatively high speeds. In the case of the switch position shown inFIG.2, the branch line is traversed; in the case of the switch position shown inFIG.3, the main track is traversed. The movable support devices11are preferably each supported so as to be capable of being moved horizontally about a pivot.

FIG.4shows the line section1with at least one base plate13. The line section1exhibits regularly recurring mounting points14arranged on the at least one base plate13, which are intended for fastening the insulator4bearing the contact line5, for fastening the rails3a,3b, and for fastening the support device8. Regularly recurring mounting points14may also have been provided for the fastening of further parts, in particular for the protective covers15shown inFIG.7. The parts fastened at mounting points14may have been fastened to the base plate13with the aid of fastening means—for instance, screws or dowels. In equivalent manner, a mounting point14may also have been formed in such a way that the part to be fastened takes up a designated, fixed position on the base plate13without fastening means—for instance, by sinking into a recess of the base plate13or by being supported on the base plate13. In the case of multi-part base plates13, it is crucial that the parts of the base plate13take up fixed positions, predetermined relative to one another, so that the aggregate thereof is equivalent to a single-part base plate13.

FIG.5shows the line section1with a road section17intersecting it. The surface of the road section17is located at the same height as the upper side of the rails3aand3b. The track section1exhibits two movable support devices11arranged parallel to the rails3aand3b, which can each be moved in the vertical direction by lifting devices16.FIG.5shows the lifting devices16and also the movable support devices11in the operative position which enables the line section1to be traversed by a rail vehicle19, seeFIG.7andFIG.8.

FIG.6shows the line section1represented inFIG.5, wherein lifting devices16and also the movable support devices11are in the inoperative position which enables the line section1to be crossed by a road vehicle.

FIG.7shows the line section1in a circular tunnel18.

The base plate13here is in two parts, consisting of a first part13a, forming a sidewalk, and a lower part13b, bearing the track. The two parts13a,13btake up a defined, fixed position with respect to one another. As a result, it is ensured that dimensional tolerances between the protective cover15amounted on the first part13aand the protective cover15bmounted on the second part13bare minimized. Depending upon the type of construction, the base plate13may have been subdivided further. For instance, the first part13ashown inFIG.7may have been subdivided further into an upper part, forming the sidewalk, and a base part, bearing the sidewalk. Such a subdivision may be advantageous, particularly when a usable free space is to be formed between the sidewalk and the base part, or when different materials are to be combined. Deviating from the representation inFIG.7, such a free space may provide room for the contact line5and for the insulator4bearing the contact line, so that the sections of the base plate13delimiting the free space also perform the function of a protective cover15. A factor common to all possible configurations is that—in advantageous manner in terms of safety engineering—the facilities utilized by people, in particular the sidewalk, the contact line5representing a danger to people, and the insulators4and protective covers15averting this danger are standardized parts with, at all times, the same positions and separations relative to one another.

Optionally, the protective cover15amounted on the first part13aof the base plate13additionally assumes the function of a step which can be stepped on, via which the sidewalk constituted by the first part13aof the base plate13can be reached from the traveling way. The protective covers15a,15bhave been designed in such a way that the contact line5, constituted here by a third rail, cannot be reached directly, and accordingly the danger of contact by people is ruled out. The shape of the current-collector20of the rail vehicle19has been adapted to the shape of the cavity formed by the protective covers15a,15b. By virtue of the extended separation of the contact line5from the rails3aand3band also from the rail vehicle19, it is possible to use higher voltages and/or current intensities which simplify the operation of high-speed trains.