Technical Field of the Invention

The present invention relates primarily to an electrically conducting

arrangement serving as a current collector or current diverter, and secondary to a stretch of road having one or more parallel tracks and with the track assigned to said stretch of road, which for the purpose of clarification is divided into individual road sections.

The present invention provides and describes, as a first category, a simple arrangement having only one current collector and/or a current diverter, intended to co-operate with only one longitudinally oriented track and electrical contact surfaces that are introduced in this track and will be denominated a "first contact surface", series-oriented with a "second contact surface", where a definition of these contact surfaces will be given in the following.

The present invention also provides and describes, as a second category, a double arrangement having double current collectors or current diverters, intended to be co-operatable with a respective one of two longitudinally oriented and parallel tracks introduced in the stretch of road and its assigned road sections and having one or more electrical contact surfaces introduced in each a track along rails introduced therein.

A current collector, of said first or second category, is then adapted to be extendable between an electrically propellable vehicle and toward and to an energizable contact surface related along the stretch of road and its individual road sections.

Here, the present invention provides the presence of a "first contact surface", which is allocated to a first road section and may be formed of a first, first electrically conducting rail, and of a "second contact surface" in the extension of the "first contact surface" and rail, which may be formed of a second, first electrically conducting rail, which are coupled after each other end-to-end as viewed in the normal direction of travel of a vehicle.

A "first contact surface" of a first, first rail allocated to the stretch of road and the first road section and a "second contact surface" of a second, first rail allocated to the stretch of road and the next road section should then be separated from each other end-to-end by means of a separation by a short road section, exhibiting an electrical insulation, such as a "first insulating part", however here formed as a virtual (may afford a displacement of the current collector along its track without conductance of electric current) part serving as contact surface.

The "first contact surface" of the first, first rail and the after-coupled "second contact surface" of the second, first rail should then both be assigned one and the same first track assigned to the two road sections and the "first insulating part", in order to be able to allow said current collector to pass along the first, first rail and its first road section, the electrically insulating and separating first part and its second road section, as well as the after-coupled "second contact surface" and its third road section, in order to, via the current collector, allow diverting electric power and energy to one or more of the electrically propellable vehicles.

The present invention intends to get a special application in a system, adaptable to one or more vehicles, which should be arranged to, by means of one or more electric motors, be propellable along series-oriented tracked road sections, having assigned active and inactive contact surfaces.

Even if the present invention teaches, as a most proposed embodiment, to allow feeding the energizable "first contact surface" and the "second contact surface" with an AC voltage, it should be taken into consideration that nothing prevents providing a utilization of a DC voltage instead.

Here, it should be emphasized that said "first contact surface", introduced in a first track section, should, in the form of a first, first rail section, extend along the stretch of road and the lane and/or the road section and be assigned a first voltage, while the "second contact surface", introduced in its track section serving as an extension of said first track section, should, in the form of a first, second rail section, extend along the stretch of road and the lane and/or the road section and be assigned a second voltage connecting to the first voltage.

The current collector should then be formed in such a way that it can divert electric energy from only the first, first and the second, first rails, as a first embodiment or category, or simultaneously from first, second and second, second rails oriented in parallel to the first, first and the second, first rails, as a second embodiment or category, and since the design of a first part of the current collector, the one that should co-operate with a first, first rail, and the design of a second part of the current collector, the one that should co-operate with a first, second parallel rail, is identical, the following description will focus on such a current collector that is adapted to divert current from only one rail and its rail assembly, with its two rails introduced in its first tracks, extending from a first road section to a subsequent third road section with an intermediately orientated electrically insulating and relatively short road section.

The longitudinal extension of the stretch of road or lane is, only for the purpose of clarification, divided into a number of subsequent road sections co-ordinated to each other, which in the following description only will be denominated first, second and third road sections, even if there are considerably more such road sections within the scope of the invention.

For the purpose of clarification and simplification, the contact surfaces that are related to a first rail and/or rail assembly, as counted in the direction of travel of the vehicles, have been designated as related to a first, first and a second, first rail section, while parallel contact surfaces that are related to a second rail and/or rail assembly, as counted in the direction of travel of the vehicle, have been designated as related to a first, second and a second, second rail section.

For the purpose of clarification, the following description has stated a longitudinally oriented track formed to a stretch of road and its road sections and an energizable "first contact surface" related to its individual road sections and an energizable - a second (a third) road section having a formed longitudinally oriented track - "second contact surface" related to its individual road sections.

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

For a first category:

A "first contact surface" has, as an embodiment example, been illustrated as an energizable first, first rail, wherein this rail (or rail section) is introduced in a bottom area of a track, in the form of a canalization, in the roadway, and wherein the upper subarea of the track is adapted to be open and oriented to connect to the plane of the roadway, and wherein the longitudinally oriented extension or surface section of this contact surface is assigned a length connecting to the length of a first road section.

A "first insulating part" has, as an embodiment example, been illustrated as an electrically insulating first part, in the form of a sliding surface along a virtual rail, wherein this sliding surface (or rail section) is introduced in a bottom area of a track, in the form of a canalization, in the roadway, and wherein the upper subarea of the track is adapted to be open and oriented to connect to the plane of the roadway, and wherein the longitudinally oriented extension of this virtual contact surface or sliding surface is assigned a length connecting to the length of a second, although short, road section.

A "second contact surface" has, as an embodiment example, been illustrated as an energizable second, first rail, wherein this rail (or rail section) is introduced in a bottom area of a track, in the form of a canalization, in the roadway, and wherein the upper subarea of the track is adapted to be open and oriented to connect to the plane of the roadway, and wherein the longitudinally oriented extension or surface section of this contact surface is assigned a length connecting to the length of a third road section.

In the first category of the present invention, the "first contact surface", the "first insulating part", and the "second contact surface" should be series-oriented end-to-end along one and the same track, extending along the first, the second, and the third road section.

For a second category, there should further be provided:

A "third contact surface" has, as an embodiment example, been illustrated as an energizable first, second rail, wherein this rail (or rail section) is introduced in a bottom area of a track, in the form of a canalization, in the roadway, and wherein the upper subarea of the track is adapted to be open and oriented to connect to the plane of the roadway, and wherein the longitudinally oriented extension or surface section of this contact surface is assigned a length connecting to the length of the first road section. This first, second rail should be oriented in parallel to the first, first rail defined above.

A "second insulating part" has, as an embodiment example, been illustrated as an electrically insulating second part, in the form of a sliding surface along a virtual rail, wherein this sliding surface (or rail section) is introduced in a bottom area of a track, in the form of a canalization, in the roadway, and wherein the upper subarea of the track is adapted to be open and oriented to connect to the plane of the roadway, and wherein the longitudinally oriented extension of this virtual contact surface or sliding surface is assigned a length connecting to the length of the second road section. This "second insulating part" should be oriented in parallel to the "first insulating part" defined above and allocated a second road section.

A "fourth contact surface" has, as an embodiment example, been illustrated as an energizable second, second rail, wherein this rail (or rail section) is introduced in a bottom area of a track, in the form of a canalization, in the roadway, and wherein the upper subarea of the track is adapted to be open and oriented to connect to the plane of the roadway, and wherein the longitudinally oriented extension or surface section of this contact surface is assigned a length connecting to the length of a third road section. This second, second rail should be oriented in parallel to the second, first rail defined above.

In the second category of the present invention, the "third contact surface", the "second insulating part" and the "fourth contact surface" should be series-oriented end-to-end along one and the same additional track, extending along the first, the second, and the third road sections and parallel to the first track.

Background of the Invention

Methods, arrangements and designs related to the above-mentioned technical field and nature are previously known in a plurality of different embodiments.

As an example of prior art and the technical field to which the invention relates, the content of WO 2010/140 964 A1 may be mentioned.

Said publication then shows and describes a system with electrically propellable vehicles, wherein the respective vehicle should be allocated an electrically conducting arrangement serving as a current collector, and wherein this arrangement should be adapted to be extendable between current collectors allocated to the vehicle and an energizable "first contact surface" and "second contact surface" allocated to the stretch of road or the road surface as well as, oriented in parallel thereto and separated by an intermediate insulation, a "third contact surface" and a "fourth contact surface", with a track-assigned electrical insulation, such as a "first insulating part" and a "second insulating part", separating the respective pair of contact surfaces.

More particularly, the first and the second rails including their rail sections should be assigned first and second contact surfaces related to a corresponding first track or canalization, within their road section or sections, and be assigned third and fourth contact surfaces related to a corresponding second track or canalization, within their road section or sections, be assigned a second track or canalization oriented in parallel to the first track, and co-ordinated within the same road section.

The rail sections, introduced in the first track and/or the second track running parallel thereto, are mutually adapted to, within a created common canalization, in their longitudinal extensions along road sections, be co-ordinatable with each other across assigned, oriented in parallel, electrically separating or insulating parts, in order to allow said current collector to, with its laterally oriented and parallel two contacts and/or contact surfaces, pass along the first, first and the first, second rails, respectively, and its assigned first road section, then via intermediate sliding surfaces as fictitious or virtual rails assigned the function of electrically insulating parts separating the series-oriented energizable rails within its assigned second road section, and then along a first, second rail and a second, second rail and its third road section, in order to divert electric power and energy to one or more electrically propellable vehicles with their electrically drivable motors, usually DC motors, when the vehicles, primarily, passes along said first and said second track and within their first and third road sections.

Another example of prior art is disclosed in WO 2010/076976 A2, wherein a transport system for electric vehicles is disclosed. The system comprises a plurality of powering rail segments that are separated from each other via gaps, where every second rail segment is earthed and every second rail segment unearthed. By means of two power-acquiring units, which are in connection with a rail segment each, an electrical circuit is created to provide the electric vehicle with power.

Summary of the Present Invention

Technical Problem

If attention is paid to the circumstance that the technical considerations that a person skilled in the relevant technical field has to make to be able to present a solution to one or more technical problems raised, are, on one hand, initially a necessary understanding of the measures and/or the sequence of measures that have to be taken, and on the other hand a necessary selection of the means that is/are required, then the subsequent technical problems would, in view of this, be relevant in the creation of the present subject matter of invention. .

Considering prior art, such as it has been described above, it should, therefore, be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and

considerations that will be required to, in an electrically conducting arrangement serving as a current collector and adapted to be extendable between an electrically propellable vehicle and to a stretch of road and its energizable "first contact surface" and "second contact surface" related to individual road sections and having an electrical insulation separating the end-to-end-related longitudinally oriented extension of the contact surfaces, such as a "first insulating part", where the "first contact surface" and the after-coupled "second contact surface" both should be assigned one and the same road section-assigned first track, in order to be able to allow said current collector to pass along the "first contact surface" and its first road section, the "first insulating part" and its second road section, as well as the after- coupled "second contact surface" and its third road section, in order to divert electric power and energy from the "first contact surface" and/or from the "second contact surface" to one or more of the electrically propellable vehicles, and in that connection 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" should be effectable with a reduced or an entire elimination of formation of sparks caused by a selected potential difference and/or transferred current values, even if the "first" and the "second contact surface" would, among other things due to occurring loads, exhibit somewhat different voltages and/or occurring voltage spike caused by a current change/unit of time.

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required to allow said current collector to be adapted to have and assigned a first contact, electrically connected with a second contact assigned to the current collector, and that these two contacts should be physically separated but electrically interconnected in a longitudinal extension assigned to the first track, such that when the first contact assigned to the current collector in a selected direction of travel is allowed to pass across the electrically insulating part, all current will commutate over via the second contact, and when the first contact establishes an electrical connection with the "second contact surface", the second contact assigned to the current collector should at least be extendable across the "first insulating part" and preferably into a direct or indirect contact with the "first contact surface". It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required to allow the first contact assigned to the current collector and the second contact assigned to the current collector to both be adapted in such a way, with a distance oriented between the contacts, that they simultaneously can establish an electrical connection with the "first contact surface" and the "second contact surface" coupled after as viewed in the direction of travel, or vice versa.

It should be seen as a technical problem to be capable of realizing the significance of, the advantages 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 both be assigned the same, or at least essentially the same, AC voltage.

It should be seen as a technical problem to be capable of realizing the significance of, the advantages 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 electrically insulating joint, formed of the electrically insulating and separating "first insulating part", to be co-ordinated end-to-end by means of a series connection of a resistive first part, having a resistance that is higher than the resistance of each one of said first and second contact surface, and a second part, which exhibits an electrical insulation and has a resistance that is higher than the resistance of the resistive first part, with co-ordinated parts in a selected direction of travel of the vehicle and the track assigned to the road section.

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required to allow the resistive first part and the second part exhibiting the electrical insulation to both be assigned the same, or at least essentially the same, longitudinal extensions, in order to co-ordinately form said insulating joint between the "first contact surface" and the "second contact surface".

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required to allow the resistive first part to be assigned a resistance value that increases successively and/or step-wise as counted in the direction of travel.

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required for, upon a passage of said insulating joint, between the "first contact surface" and the "second contact surface", the current collector to be adapted to initially, with its first contact oriented forward in the direction of travel, pass over to the resistive first part, wherein a major share of the current will be commutated over via the second contact, oriented backward in the direction of travel, which then offers a lower contact resistance value.

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required for, when the forwardly oriented first contact of the current collector is allowed to pass over to the after-coupled "second contact surface", the current also to pass via the second contact oriented backward in the direction of travel.

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required to allow compensating for an inductive loop and allow a circuit to be adapted to, via a utilized feed circuit, retard the current from passing via the forwardly oriented first contact.

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical ^' measures and/or considerations that will be required for, when the backwardly oriented second contact is allowed to move over to the resistive first part, the current, by an increasing resistance value, giving rise to a steadily increasing voltage drop, which makes the current to be commutated over via the forwardly oriented first contact, which then is electrically connected with the "second contact surface".

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required to allow the resistive part to have a resistance value selected such that a desired commutation will become entirely or partly completed at an instant of time when the backwardly oriented second contact leaves the resistive part. It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required to allow an electrically conducting arrangement serving as a current collector, within a second category, with its two separated and in parallel co-ordinated contacts, to be adapted to be extendable between an electrically propellable vehicle and two energizable related to one and the same stretch of road 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" mutually separated by each an electrical insulation, such as an electrically insulating "first insulating part" and an electrically insulating "second insulating part", with the respective one of the "first contact surface" and the "second contact surface" as well as the "third contact surface" and the "fourth contact surface" electrically separated end-to-end by said assigned insulations, such as the "first insulating part" and the "second insulating part", where the "first contact surface" and the after-coupled "second contact surface" as well as the "third contact surface" and the after-coupled "fourth contact surface" both are assigned each a track, within the first and the third road section, and where these tracks are oriented in parallel to each other along the stretch of road and its road sections, while said current collector, with its two equipositioned contacts, simultaneously should 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 section, as well as the after-coupled "second contact surface" and "fourth contact surface", in order to divert electric power and energy, as a two- phase voltage (AC voltage) or different polarities (DC voltage), to one or more electrically propellable vehicles, and in that connection be able to teach that each one of the contact surfaces of said parallel current collector should be adapted to have and assigned a first contact, electrically connected with a second contact and that these two contacts should be physically separated from but electrically coordinated with each other within longitudinal extensions assigned to the first and/or the second track, such that, when the (two) first contacts assigned to the current collector will establish an electrical connection with the "second contact surface" and the "fourth contact surface", the second contacts assigned to the current collector should at least be adapted to be extendable across the respective one of the "first insulating part" and the "second insulating part".

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required to teach that two first contacts, related to the current collector, simultaneously with two second contacts, related to the current collector, should be able to establish an electrical connection with the after-coupled "second contact surface" and "fourth contact surface".

It should be seen as a technical problem to be capable of realizing the significance of, the advantages associated with and/or the technical measures and/or considerations that will be required to allow providing a special stretch of road, having one or more, a plurality of, tracks, divided into road section after road section, and where the respective track is adapted to have a "first contact surface" (or a "third contact surface) of a first road section and a "second contact surface" (or a "fourth contact surface") of a third road section, and where these contact surfaces, of the first and third road sections, should be co-ordinated with each other end-to- end across a "first insulating part" (or a "second insulating part") related to a second road section and in that connection be able to teach that the second road section should have, within its assigned tracks, for the "first insulating part" and the "second insulating part", a co-ordinated series connection of a resistive first part, having a resistance that is higher than the resistance of each one of said first.and second contact surface, and a second part, exhibiting an electrical insulation and having a resistance that is higher than the resistance of the resistive first part. Solution

The present invention concerns an electrically conducting arrangement serving as a current collector in accordance with claims 1 and 12.

In that connection, the present invention starts out from the known technique provided by way of introduction and is based on an electrically conducting arrangement serving as a current collector and adapted to be extendable between an electrically propellable vehicle and an energizable first contact surface allocated to the first road section and related to a stretch of road and its individual and first road section, a second contact surface allocated to a third road section, coupled after each other as viewed in the normal direction of travel of a vehicle, with electrical insulation, such as a first insulating part, separating a first contact surface allocated to the first road section and a second contact surface allocated to the second road section, where the first contact surface and the second contact surface both are assigned one and the same stretch of road-assigned first track, in order to be able to allow said current collector to pass along the first contact surface and its first road section, the electrically insulating and separating first insulating part and its second road section as well as the after-coupled second contact surface and its third road section, in order to divert electric power and energy to one or more of the electrically propellable vehicles.

In order to be able to solve one or more of the above-mentioned technical problems, the present invention particularly teaches that the thus known technique shall be supplemented by allowing said current collector to be adapted to have and assigned a first contact, electrically connected with a second contact assigned to the current collector, and that these two contacts should be physically separated from each other, but electrically interconnected with each other in a longitudinal extension assigned to the first track, such that when the first contact assigned to the current collector is allowed to pass across the electrically insulating part, all current will commutate over via the second contact, and when the first contact establishes an electrical connection with the second contact surface within the third road section, then the second contact assigned to the current collector at least should be extendable across the insulating part.

Each one of said first and second contact is intended to alone, alternatively together, be able to afford the requisite transfer of current to a vehicle for the driving thereof.

As proposed embodiments and developments within the scope of the invention, the provision falls that the first contact assigned to the current collector and the second contact assigned to the current collector should be adapted and dimensioned in such a way that they simultaneously can establish an electrical contact between the first contact surface and the second contact surface coupled after as viewed in the direction of travel.

Furthermore, the energizable first contact surface and the energizable second contact surface are adapted such that the two can be assigned the same, or at least essentially the same, AC voltage. In addition, it is taught that the first contact surface and the second contact surface should, via an electrically insulating joint, formed of the electrically insulating and separating first insulating part, be co-ordinated end-to-end and with the first insulating part formed by means of a series connection of a resistive first part, having a resistance that is higher than the resistivity of each one of said contact surfaces, preferably at least 20 % higher than the resistance of each one of said contact surfaces, and a second part, exhibiting an electrical insulation and having a resistance that is higher than the resistance of the resistive part.

The resistive first part and the second part exhibiting the electrical insulation should both be assignable the same, or at least essentially the same, longitudinal extensions, in order to, as connected in series, be able to form said insulating joint.

The resistive first part may then be assigned the same low resistance value as a live rail offers in at least a portion of its longitudinal extension, or a somewhat higher resistance value or a successively increasing resistance value as counted in the direction of travel.

More particularly, it is taught that, upon a passage of said insulating joint, between the first contact surface and the second contact surface, the current collector is adapted to initially, with its first contact oriented forward in the direction of travel, pass over to the resistive first part, wherein a major share of the current will be commutated over via the second contact, oriented backward in the direction of travel, which then offers a lower contact resistance value.

When the forwardly oriented first contact is allowed to pass over to the after- coupled second contact, the current will also pass via the second contact oriented backward in the direction of travel, in accordance with an embodiment.

A structured inductive loop via the feed circuit should then be adapted to allow retarding the current from passing via the forwardly oriented first contact, wherein the current still will flow in the second, rear, contact.

When the backwardly oriented second contact is allowed to move over to the resistive part, the current will, by an increasing resistance value, give rise to a steadily increasing voltage drop, which makes the current to be commutated over via the forwardly oriented first contact.

The value of the resistance of the resistive first part may then be selected such that a desired commutation will be completed when the backwardly oriented second contact leaves the resistive part. The arrangement serving as a current collector according to the second category should advantageously be formed with two separated and in parallel coordinated totally four contacts, adapted to be extendable between an electrically propellable vehicle and two energizable contact surfaces related to one and the same stretch of road and its individual road sections and allocated to a first road section, such as a "first contact surface" and a "third contact surface", having electrical insulations separating the "first contact surface" and the "third contact surface", respectively, and oriented elongate and parallel to the tracks, such as electrically insulating parts within each canalization, and having an electrical insulation, in the form of a "first insulating part", separating the "first contact surface" and the "second contact surface", and allow a "second insulating part", such as an electrically insulating canalization, and with the respective one of the "first contact surface" and the "second contact surface" as well as the "third the contact surface" and the "fourth contact surface" oriented in parallel thereto, to be separated electrically from each other though oriented end-to-end via an assigned insulation, where the "first insulating part" and the "second insulating part" are formed as two electrically insulating track-connecting parts, where the "first contact surface" and the after-coupled "second contact surface" both are assigned one and the same first track in the stretch of road and its two after-coupled road sections, and where the "third contact surface" and the after-coupled "fourth contact surface" both are assigned a second track, oriented in parallel to the first track along the stretch of road and its road sections, while said current collector, with its two parallel contact devices, each one of which has first and second contacts, should simultaneously be able to pass along the "first contact surface" and the "third contact surface" and its first common road section, the electrically insulating and separating insulation, the "first insulating part" and "the second insulating part" and its common second road section as well as pass the after-coupled "second contact surface" and the "fourth contact surface" and its third road section, in order to divert electric power and energy, as a two-phase voltage (AC voltage) or different polarities (DC voltage), to one or more electrically propellable vehicles (1), where each one of said parallel current collectors should be adapted to have and assigned a first contact, electrically connected with a second contact, and that these two contacts should be physically separated from each other but electrically interconnected with each other in a longitudinal extension assigned to the first track or the second track, such that when the first contacts (the foremost ones as viewed in the direction of motion) assigned to the current collector are allowed to pass across a first insulating part and a second insulating part, respectively, all current will commutate over via the current-collecting assigned second contacts, and when the first contact will establish an electrical connection with the second contact surface and the fourth contact surface the second contacts assigned to the current collector should at least be extendable across the first insulating part and the second insulating part.

Here, the invention teaches that the first contacts foremost in the selected direction of travel or the direction of motion and related to the current collector should be electrically connected with the "second contact surface" and the "fourth contact surface" at the same time as the second contacts related to the current collector will establish an electrical connection with the "first contact surface" and the "third contact surface".

Within the invention, also the presence of a specially formed stretch of road falls, having one, or a plurality of, tracks, and divided into road section after road section, and where the respective track is adapted to have a "first contact surface" (a "third contact surface") of a first road section and a "second contact surface" (a "fourth contact surface") of a third road section, and where these contact surfaces, of the first and the third road sections, are co-ordinated with each other across a second, electrically insulating and separating road section, where this second road section should have, within its track(s), a series connection of a resistive first part, having a resistance that is higher, preferably at least 20 % higher, than the resistance of each one of said first and second contact surface, and a second part, exhibiting an electrical insulation and having a resistance that is higher than the resistance of the resistive first part.

Brief Description of the Drawings

Prior art and a presently proposed embodiment, having the significative features associated with the invention, will now, for the purpose of exemplifying, be described in more detail with reference to the appended drawing, wherein:

Figure 1 A shows as prior art, according to WO 2010/140 964 A1 , in a perspective view, a vehicle having an electrically driven motor, a control circuit controlling the power, for a speed regulation corresponding to a present power output, as well as a controlling means, Figure 1B shows a perspective view of a lorry having a trailer and having a control circuit controlling the power, in accordance with the principles accounted for under Figure 1A,

Figure 1C shows the presence of two vehicle-related energy sources, a first ("I", "G") source of energy in the form of a diesel generator, a second ("II"; B) source of energy in the form of a set of batteries as well as a vehicle-external, third ("III", "s1") source of energy, here assigned the form of elongate road section-associated energizable contact surfaces, illustrated as rails or rail sections, and having associated contact surfaces, oriented in a canalization subjacent the road section, Figure 2 shows a known example of a set of third, vehicle-external energy sources ("III"; "s1", "s2" and "s3") having parallel energizable rails or contact surfaces in a cavity for individual road sections, where a pair of these rails is connectable to a supply voltage, via assigned coupling means (switches), and where the road section after road section of the stretch of road can be activated via a sequential activation of one or more of their assigned coupling means,

Figure 3 shows in a perspective view an electrically conducting arrangement serving as a current collector, in accordance with the provisions given according to the present invention, structured as a vehicle-associated current collector of a first category, and where this single current collector is illustrated in a position between an energized "first contact surface", in a first, first rail and a "second contact surface" in a second, first rail, as well as indicates a design of a double

arrangement and a current collector of a second category,

Figure 4 shows the current collector in different time-slot "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 a passage of an electrically insulating joint, in accordance with the present invention, between the "first contact surface" and the following "second contact surface" as viewed in the conveying direction of the vehicle,

Figure 5 schematically illustrates the time-related alteration of the current through the two contacts of the current collector,

Figure 6 shows more lifelike the time-related alteration of the current "t" through the two contacts of the current collector "A", according to Figure 5, as well as generated time-related voltage spikes upon rapidly changed current values according to "B", Figure 7 shows a simplified circuitry that should be capable of simulating a commutation of a current, between the first, first and the second, first energized rails, which then are oriented end-to-end on each side of a "first insulating part", and

Figure 8 shows in a section a road section, having two canalizations, with their respective two tracks, assigned to the faced-away edges of the road section, in which tracks, two parallel energizable rails are recessed or introduced having associated contact surfaces, between which a feeding AC voltage may occur depending on whether a coupling means (switch) is brought to an active or an inactive position.

Description of a Known System According To WO 2010/140 964 A1

The system provided here, with reference to Figures 1A-1 as well as 2, comprises an electrically conducting arrangement (4) serving as a vehicle- associated current collector and adapted to be extendable between the vehicle 1 and an energizable first rail or rail section 4a, in a channel 51 , and an energizable second rail or rail section 4b, in a channel 52, having a separating insulation in the longitudinal extension of the rails, such as an electrically insulating canalization 30 having a E-shaped cross-section so as to form the channels 51 , 52 on each side of a partition wall 53.

The electrically conducting arrangement (4) serving as a current collector is thus adapted to be vertically adjustable between an electrically propellable vehicle 1 and an energizable "first contact surface" 4a', related to a stretch of road 2 and its individual road sections 2a1 , 2a, 2a1' and allocated to a first road section 2a1 , such as in the form of a first, first rail 4a, 42, and an energizable "second contact surface" 4b', allocated to a second stretch of road 2a, such as in the form of a second, first rail 4b, 43, coupled after each other as viewed in the normal direction of travel of a vehicle, with a "first contact surface" 4a' allocated to the first stretch of road 2a1 and the "second contact surface" 4b' allocated to the second stretch of road 2a, as well as a separating electrically insulating part, such as a "first insulating part", designated 44.

The "first contact surface" 4a' of the first, first rail 4a, 42 and the after-coupled "second contact surface" 4b' of the second, first rail 4b, 43 are both assigned one and the same road section-assigned first channel, in the form of a track 51 , in order to be able to allow said current collector (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 as well as the after-coupled second, first rail 43 and its third road section 2a, in order to divert electric power and energy to one or more of the electrically propellable vehicles 1 , 1b and its motor 5.

The first rail 4a, 42 is here illustrated to be assigned the first channel or track

51 , within the first road section 2a1 , and the second rail 4b, 43 is here illustrated to be assigned the same channel or track 51 , within a second (third) road section 2a.

The first track 51 and a second track 52 may advantageously be adapted to be co-ordinatable parallel to each other, via a common canalization 30, which briefly has been indicated Figure 3.

Here, the first track 51 and the second track 52 are electrically separated or insulated from each other via a vertical intermediate part 53, in order to be able to allow said current collector (4) to simultaneously be able to pass along the first rail section 4a, 42, its first contact surface 4a' and its road sections 2a 1 , the electrically insulating and separating part 44 and its road sections 2ab as well as the second rail section 4b, 43, its second contact surface 4b' and its road sections 2a, in order to divert electric power and energy to one or more electrically propellable vehicles 1 , 1 b, passing said first 2a1 , second 2ab and third 2a road sections.

Accordingly, Figure 1 A shows a system "S" adapted for the driving along a stretch of road 2 and its road sections 2a 1 , 2a of an electric vehicle 1 propellable by one or more batteries "B".

The vehicle 1 is a battery-operated vehicle in the form of a car, while Figure B shows in a perspective view a lorry 1 b having a trailer 1c.

The vehicles 1 , 1 b according to the invention should then comprise a control equipment or control unit 3, such that a driver "F" (not shown) can drive and control his/her vehicle 1 , 1 b along said stretch of road 2 having assigned road sections 2a1 , 2ab and 2a.

Then, the proposed system "S" according to the invention should primarily comprise: "a", one or more vehicles 1 drivable via each an electric motor or motors, and where the respective vehicle has a power-control loop "R2", in Figures 1A and 1C, for a provision of a requisite power and/or a speed regulation, and where the requisite power is provided primarily by vehicle-associated rechargeable batteries "II", "B", and "b", a plurality of road sections 2a1 , 2a2, 2a3; 2a1\ 2a2\ 2a3' in Figure 2 that can divide the stretch of road 2 and each of which assigned one or more electrical stations "si", "s2", "s3"; "s1 ^' ", "s2"', "s3 ^'M , in order to, thereby, among other things supplementarily allow charging the batteries "M", "B" of the vehicle.

Figure 1C shows principally an electrical connection arrangement related to a vehicle 1 having a schematically shown control equipment 10, in order to direct a current collector (4) toward and into an electrical connection with at least one energized rail section 4a, 42 and 4b, 43, respectively, for a possible operation of a vehicle-associated electric motor 5 from the battery "II", "B" and/or from a stationary station "Ill","s1".

Here, the current collector (4) may be fixedly related to a support, which vertically is movably arranged via a first electric auxiliary motor and laterally is movably arranged via a second electric auxiliary motor (not shown)..

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

These signals are produced in a central processing unit 100 and signals on conductors, not shown, are detected within the same central processing unit 100.

The central processing unit 100 is a complex unit, which, on one hand, via a sensor, should be able to detect the presence of the contact surfaces 4a' and 4b' of the rails or the conductors 4a, 42; 4b, 43 and lower the current collector (4) via the control equipment 10 into an electrical connection with these, and on the other hand, via a connection 10a, be able to regulate the power that is to be fed to the motor 5. For this purpose, a first switching control loop "R1" co-ordinated with a second control loop "R2" is required.

The current collectors (4) conduct current and voltage in two phases initiated by the first control loop "R1" and activating the second control loop "R2".

This control loop "R2" detects the requirement of power to the motor 5 and primarily feeds the motor 5 via the switching control loop "R1" with the power it needs according to input signals on a line 10a and generated output signals on a line, not shown, and thereby primarily the stationary system "III", "s1" can be loaded and secondary and if required the set of batteries "M", "B", or vice versa. A parallel connection of an externally extracted power and an internally extracted power may here be realised within these switching control loops "R1 " and power-adjusting control loops "R2". Via the line 10a, pieces of information about a desired speed of the vehicle 1 are fed to the central processing unit 100, and via internal circuits, not shown, and the function in the control loop "R2", the switching control loop "R1" is actuated and activated directly or indirectly.

Figure 2 then shows an electrical connection arrangement 41 where stretch of road-related road section after road section 2a, 2a1 , 2a2, 2a3; 2b, 2a1', 2a2' and 2a3' with station after station "si", "s2", "s3" and "s1 "', "s2"' and "s3"', respectively, are activatable and made live from one and the same charging source "IN" via associated coupling means 43a, 43a'; 44a, 44a'; 45a' 45a', as a vehicle 1 will pass along road sections, from top and downward and from below and upward, respectively, in Figure 2.

For this, a number of coupling means (switches) 43a, 43a'; 44a, 44a'; 45a, 45a' are required for the connection and disconnection of the stations, where this connection and disconnection can be effected via stationary sensors, not shown.

For a supplementing description of the known system, reference is made to the disclosure in WO 2010/140 964 A1.

Description of a Preferred Embodiment According to Figures 3io 8

It should then by way of introduction be emphasized that in the subsequent description of a presently proposed embodiment, which has the significative features associated with the invention and which is elucidated by the figures shown in the appended drawings, we have selected terms and a particular terminology with the intention to thereby primarily allow making evident the proper inventive idea.

It should, however, in this connection be taken into consideration that expressions selected here should not be seen as limiting solely to the terms utilized and selected here, but it should be understood that each term selected in this manner should be interpreted such that it, in addition, will be able to comprise all technical equivalents operating in the same or substantially the same way in order to, in this way, enable the achievement of the same or substantially the same intention and/or technical effect.

In Figure 3, there is then shown one contact means 40 serving as a current collector 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 introduced in a track 51 in a canalization 30. The canalization 30 is formed with an upwardly open first track 51 and an upwardly open second track 52, electrically insulated from each other by an elongate partition wall 53 forming an E-shape for the canalization 30 and tracks 51 , 52 formed therein.

Here, the track 51 is shown to support a "first contact surface" 4a' allocated to the first rail 4a, 42, and a "second contact surface" 4b' allocated to a second rail 4b, 43 along which contact surfaces 4a' and 4b', the current collector 40 with its two contacts 41a, 41 b can run.

The track 52 may then advantageously support a "third contact surface" (4a'), not shown, and a "fourth contact surface" (4b ¹ ) allocated to a first, second rail (42), and a second, second rail (43), along which a parallel-oriented current collector (40) can run.

The invention is concretised as a first embodiment in Figure 3, illustrating an electrically conducting first arrangement 40 serving as a current collector and adapted to be extendable between an electrically propellable vehicle 1 and an energizable "first contact surface" 4a' and/or "second contact surface" 4b' related to a stretch of road and its individual road sections and having the proposed embodiment described above.

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

Two arrangement-associated contacts serving as current collectors or current collector-associated contact surfaces 41a, 41b should, as viewed in the normal direction of travel "P" of a vehicle 1 , be coupled after each other along an electrical insulation, such as a "first insulating part" 44 within the road section ^" 2ab, separating the "first contact surface" 4a' and the "second contact surface" 4b'.

The "first contact surface" 4a' and the after-coupled "second contact surface" 4b' are both assigned a first track 51 provided for several co-ordinated road sections in order to be able to allow said current collector 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, as well as the after-coupled "second contact surface" and its third road section 2a, in order to, via the "first contact surface" and the "second contact surface", allow diverting electric power and energy to one or more electrically propellable vehicles 1 , via an electrical connection, not shown, to divert current "i", according to Figure 3.

With reference to the attached Figures 4A to 4E in Figure 4 and taking into consideration what has been described in connection with the known system, according to Figures 1A to 1C and 2, there are thus shown schematically and in detail the fundamental conditions of the present invention, and where the

significative peculiarities associated with the invention have been made concrete, by the now proposed embodiment described in more detail in the following and providing some of the different positions a current collector 40 can assume upon a displacement "P" along the "first contact surface" 4a', related to the first rail 4a, 42 across a "first insulating part" 44 and along the "second contact surface" 4b', related to the second rail 4b, 43.

According to Figure 4, the present invention teaches that said current collector 40 should be adapted to have and assigned a first (fore) contact 4 a, electrically connected, by means of a bridge or a strapping 43, with a second (aft) contact 41b and that these two contacts 41a, 41 b should be physically separated from each other but electrically interconnected in the longitudinal extension of the road sections 2a1 , 2ab, 2a, such that the first contact 41a can establish an electrical connection with the "second contact surface" 4b ^* related to a second, first rail 43 at the same time as the second contact 41 b can establish an electrical connection with the "first contact surface" 4a' of the first, first rail 42. This is illustrated under "B" in Figure 4.

More particularly, there is provided an arrangement where the energizable first, first rail 42 and an energizable second, first rail 43 coupable after the first, first rail 42, and where both should be assignable the same, or at least essentially the same, AC voltage, however not shown in Figure 3.

The energizable first contact surface 4a' and the energizable second contact surface 4b' are co-ordinated with each other, however at a distance 44' from each other and end-to-end, by means of a series connection, as viewed in the normal direction of travel of the vehicle, by a resistive first part 44a and a second part 44b exhibiting an electrical insulation and the upper surfaces of which serve as sliding surfaces 44a', 44b' for the contacts 41a, 41b. The resistive part has a resistivity that is higher than the resistance of each one of the first contact surface and the second contact surface but lower than the resistance of the second part exhibiting electrical insulation.

The resistive first part 44a and the second part 44b exhibiting insulation should be assigned the same, or at least essentially the same, longitudinal extensions, and directly series-oriented, between the first contact surface 4a' and its rail section 42 and the following second contact surface 4b' and its rail section 43.

Furthermore, it can be noted that the resistive first part 44a and the second part 44b exhibiting insulation may consist of a resistance, divided into sections having a conductor between exhibiting the resistance, while the insulating part may consist of sections having an insulation with conductors between and having a sandwiching of the sections as thin plates, perpendicular to the longitudinal extension of the rail.

Upon a passage of an insulating joint 44, between the first contact surface 4a' and the second contact surface 4b', the current collector 40 may, with its two contacts 41a, 41 b and a part 43 connecting the contacts electrically, be adapted to initially, with its first contact 41a oriented forward in the direction of travel, pass over to the resistive first part 44a (according to "A" in Figure 4), wherein the major share of the current will be commutated over via the second contact 41 b, oriented backward in the direction of travel, which then can offer a lower contact resistance value.

Figures 4A to 4E illustrate the time-wise course of events when a current collector 40, according to the provisions of the invention, with its two contacts 41a and 41 b, is allowed to pass from the first contact surface 4a' toward and to the second contact surface 4b' via the first insulating part 44, included in the second road section 2ab and being constituted by an insulating joint.

Figure 4A illustrates an initial position while Figure 4B illustrates that the two contacts 41a and 41 b of the current collector 40 rest against the respective one of the energized first contact surface 4a' and the energized second contact surface 4b', and that a commutation of the current "i", in principle occurs uniformly distributed via its two contacts 41a, 41 b.

Figure 4C illustrates that the second contact 41b rests partly against the resistive first part 44a and the second part 44b exhibiting insulation, and that an even greater share of the current "i" passes through the first contact 41a. In Figure 4C, there is illustrated that the second contact surface 41 b is in an intermediate position and covers a small surface area for the resistive first part 44a and the second part 44b exhibiting insulation, while Figure 3E illustrates that the first contact 41a in its entirety rests against the electrically insulating second part 44b.

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

A continued displacement of the current collector 40 in the direction of the arrow "P" makes that the contact 41 b passes across and past the insulating second part 44b, with a current distribution according to the above.

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

Figure 5 schematically illustrates the varying values of the current

conductance "i" upon the displacement of the current collector 40 along 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 connection with the contact surfaces 4a', 44a' and 4b', 44b'.

During the time periods when the two contacts 41a, 41b abut against the contact surface 4a', the output power and the current values "i" are distributed uniformly from the two contacts 41 a, 41 b, hence 41 a + 41 b.

When the contact 41a is brought into a co-operation with the part 44a exhibiting the resistance 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 over the electrically insulating part 44b, all current "i" will pass via the contact 41b.

In Figure 4B, there is illustrated a position where the contact 41a is partly electrically connected with the contact surface 4b' and the contact 41b is partly electrically connected with the contact surface 4a' and equal currents pass via the contacts 41a, 41 b, in order to thereupon change position, and when the two contacts 41 a, 41 b abut against the contact surface 4b', according to Figure 4E, the output power and the current values "i" are distributed uniformly from the two contacts 41a, 41 b.

Figure 6A provides a more lifelike current/time curve, connecting to the one shown in Figure 5, and under Figure 6B, there are illustrated voltage-related spike- structured values "B1", "B2", "B3" and "B4", where the spike values "ΒΓ and "B3" represent the ones that occur in a current value change per unit of time when the current through the contact 41a falls from an intermediately orientated state to a minimized state while the current through the contact 41b rises from an

intermediately orientated state to a maximized state.

The spike values "B2" and "B4" are related to the moment of time when the contact 41b takes over a maximized current value toward and to the entire current supply "i", alternatively when the contact (41a) takes over a maximized current supply value for the entire current supply and the contact according to Figure 41 b assumes an electrically non-conducting position.

An occurring inductive loop via a feed circuit, simulated according to Figure 7, is adapted to be able to retard the current from passing via the forwardly oriented first contact 41a when the first contact enters the second contact surface, wherein the current will flow in the backwardly oriented second contact.

When the backwardly oriented second contact 41 b has moved over to the resistive part 44a, the current will, by an increasing resistance value, give rise to a steadily increasing voltage drop, Figure 6, the lower curve "B", which makes the current "i" to be commutated over to the forwardly oriented first contact 41a.

The value of the resistance 44a of the resistive part is selected such that a desired commutation will be completed when the backwardly oriented second contact surface 41b leaves the resistive part 44a.

In Figure 7, there is illustrated a circuit that can simulate a commutation of the current between the rails 42, 43 introduced in the canalization 30 and within its track or its cavity 51. (The cavity 52 is intended for a parallel-oriented second rail (42,), (43), according to Figures 2 and 3.)

Since a course of current fluctuation is concerned that is faster than a standardized alternating current (50-60 Hz), a circuit adapted to a direct current application is shown in the simulation according to Figure 7.

In this case, the total inductance "L2" between a transformer and a vehicle 1 has been set to 1 mH, which corresponds to approximately 500 m. Here, the inductance "L1" between the tracks 42 and 43 is set to 100 μΗ, which corresponds to a distance of approx. 100 m.

The resistive part is shown as a time-variable resistance "R1", which in a millisecond runs linearly from zero to full resistance. In a millisecond, a car at 90 km/h travels only 25 mm, which in this case represents the length of the resistance. It should however be pointed out that the resistive part may have another length, for instance longer.

Figure 8 illustrates that two electrically energizable rails 4a, 42; 4b, 43 are co- ordinated in their track or cavities 51 , 52, in a canalization 30, with the rails 42, 43 co-ordinated within the bottom portion of the cavities 51 , 52.

The upper portion of the cavity 51 is open toward the roadway 2 and coordinated with a 0-rail or earthed rail 4c.

Figure 3 then illustrates and schematically shows an electrically conducting arrangement 40, (40) serving as a doubled current collector and having two separated and in parallel co-ordinated contacts 41a, (41a); 41b, (41 b) adapted to be extendable between an electrically propellable vehicle 1 and two energizable a "first contact surface" 4a' (4a') and a "second contact surface" 4b', (4b') related to one and the same stretch of road and its individual road sections as well as an electrical insulation separating these contact surfaces, such as a "first insulating part" 44 separating said contact surfaces 4a', 4b' electrically end-to-end, where the "first contact surface" and the after-coupled "second contact surface" both are assigned a first track 51 within the stretch of road 2 and its two road sections 2a1 , 2a, and where a "third contact" (4a') and an after-coupled "fourth contact" (4b') both are assigned a second track 52, oriented in parallel to each other along the stretch of road and its road sections.

Said current collector 40, (40) with its two contacts, a first 41a, (41a) and a second 41b, (41b) contact, should be able to pass along the "first contact surface" 4a' and a "third contact surface" (4a') and its first 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" as well as after- coupled "second contact surfaces" 4b' and "fourth contact surfaces" (4b') and its third road section "V3", in order to divert electric power and energy, as a two-phase voltage (AC voltage) or different polarities (DC voltage), to one or more electrically propellable vehicles 1 , 1b.

Each one of said parallel current collectors 40, (40) is adapted to have and assigned a first contact 41a, (41a), electrically connected 43, (43) with a second contact 41 b, (41 b), and that the respective one of these two contacts is physically separated from each other in longitudinal extensions assigned to the first track 51 and/or the second track 52, such that when the first contacts 41a, (41a) assigned to the current collector will establish an electrical connection with the "second contact surface" and the "fourth contact surface", the second contacts 41 , (41b) assigned to the current collector 40, (40) should at least be extendable across a "first insulating part" 44 and a "second insulating part" (44).

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

The invention also provides a stretch of road, having a plurality of parallel tracks, divided into road section after road section, and where the respective cavity or track 51 , 52 is adapted to have a "first contact surface" 4a', (4a') of a first road section "V1" and a "second contact surface" 4b', (4b') of a third road section "V3", and where these contact surfaces, of the first and the third road sections, are co- ordinated with each other across a second, electrically insulating and separating road section "V2". The second road section "V2" should have, within the respective track 51 , 52, a series connection of a first part 44a exhibiting an electrical resistance and a second part 44b exhibiting an electrical insulation.

Figure 8 then illustrates a cross-section for a stretch of road 2 or a road section 2a having two laterally related canalizations or cavities 30, 30', each one formed with two tracks 51 , 52 having associated rails 4a, 42; 4b, 43.

The rails 4a, 42; 4b, 43 are connected via change-over switches "s1", "s2", "s3" to a low voltage network "LV" network (400 V), with the change-over switches distributed at approx. 1000 m, across a transformer "Tr2" and a circuit breaker "EB", and connect the low voltage network to a high voltage network "HV" network.

The invention is of course not limited to the embodiment given above as example, but may be subjected to modifications within the scope of the general idea according to the invention, illustrated in the subsequent claims.

Particularly, it should be taken into consideration that each unit and/or category shown can be combined with any other unit and/or category shown within the scope in order to be able to attain the desired technical function.