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Current collector

A current collector is a conductive component used to gather and transfer electrical current. In electric rail vehicles, such as trams, trolleybuses, electric locomotives, and electric multiple units (EMUs), it is a mechanical device that transfers electrical power from an overhead contact wire or a third rail to the vehicle's on-board traction motors or power supply systems.^[1] In batteries, particularly lithium-ion types, current collectors are thin metal foils—typically copper for the anode and aluminum for the cathode—that collect electrons from the electrodes and connect to external circuits.^[2] These rail devices maintain continuous sliding contact with the power source while the vehicle moves at high speeds, ensuring reliable current delivery despite vibrations, environmental factors, and track irregularities.^[3] Current collectors are essential for the operation of electrified rail networks, enabling efficient power transmission without onboard fuel storage, and they vary in design based on the power supply method and vehicle speed. For overhead systems, common types include the trolley collector, a simple pole with a wheel or shoe that rolls or slides along the wire, suitable for low-speed urban trams; the bow collector, featuring a curved metal bow with contact strips for better stability at moderate speeds up to 100 km/h; and the pantograph, a folding, diamond-shaped arm with articulated contact strips that extends upward to maintain pressure on the catenary wire, ideal for high-speed trains exceeding 200 km/h.^[4] In third-rail systems, collectors typically consist of a shoe or skate mounted on a retractable arm that presses against the energized rail, typically operating at 600–750 V DC and designed for minimal friction to support speeds in metros and light rail.^[3] Modern current collectors incorporate advanced materials, such as copper, graphite, or carbon-based contact strips, to reduce wear, arcing, and energy loss, while smart features like pressure sensors, temperature monitoring, and automatic retraction enhance safety and reliability.^[3] They play a critical role in reducing emissions and operational costs in urban and intercity transport, with ongoing innovations focusing on dynamic contact management to minimize pantograph-catenary interaction issues at high velocities.^[5]

Overhead systems

Trolley poles

A trolley pole is a tapered cylindrical device, typically constructed from wood, metal, or fiberglass, that serves as a simple overhead current collector for electric vehicles such as streetcars and trolleybuses. At its upper end, it features a grooved wheel or slider shoe, often with a carbon insert for enhanced wear resistance, which maintains contact with an electrified overhead wire suspended 4.7 to 7.5 meters above the road surface. The pole is hinged to a swiveling base mounted on the vehicle's roof, allowing it to pivot and follow the wire's path, while an insulated copper cable runs along or inside the pole to transmit collected current to the vehicle's propulsion and control systems.^[6]^[4] Mechanically, the trolley pole operates via a spring-loaded mechanism that applies upward pressure—approximately 10 kg for wheel types and 17 kg for carbon-insert sliders—to ensure consistent contact with the overhead wire despite variations in height or vehicle movement. The swiveling base enables rotation up to 180 degrees to navigate curves and reverse direction, though this often requires manual intervention or automatic pitching systems using ropes, reels, or compressed air for raising and lowering the pole. In operation, the pole is positioned to trail behind the vehicle to minimize de-wiring risks, and modern variants include trolley catchers to retrieve the pole if it jumps off the wire.^[6]^[4] The trolley pole's development traces to the late 19th century, with early innovator Charles Van Depoele devising a practical spring-loaded version in the 1880s to enable single-wire overhead collection for electric streetcars. American engineer Frank J. Sprague significantly advanced the design through patents and implementation in 1888, installing the first large-scale system in Richmond, Virginia, which revolutionized urban transport by replacing horse-drawn vehicles. Usage peaked in the early 20th century as electric streetcars proliferated in cities worldwide, though adoption declined mid-century with the rise of buses and higher-speed rail technologies.^[7]^[8]^[9] Trolley poles find primary application in low-speed urban settings, powering trams and trolleybuses at speeds up to 80 km/h where overhead wiring supports it, such as in PCC streetcar systems; modern hybrid trolleybuses in cities like Mexico City (as of 2020) can briefly operate off-wire at similar speeds. They remain in use today for trolleybus fleets in cities like San Francisco, where dual-pole configurations draw from overhead wires at 600 V DC to propel vehicles along hilly routes. The carbon or metal shoes provide durability against wire abrasion, while the overall design supports current transmission in DC systems typical of street-level operations.^[4]^[10]^[6]^[11] Key advantages of trolley poles include their low-cost construction and compatibility with straightforward overhead wiring, making them economical for legacy urban networks. However, limitations such as frequent de-wiring on sharp curves or at speeds exceeding 80 km/h without advanced wiring, along with the need for manual pole adjustments, restrict their use to slower applications; for higher speeds, alternatives like pantographs offer greater stability. Current capacities in these DC setups typically reach up to 1000 A, sufficient for standard tram loads but inadequate for high-power demands.^[6]^[4]

Bow collectors

Bow collectors represent an early evolution in overhead current collection systems for electric trams and locomotives, bridging the simplicity of trolley poles with more advanced designs. Developed as a reliable method for maintaining contact with overhead wires at moderate speeds, they feature a rigid, bow-shaped frame that slides along the wire, providing stability on urban and suburban routes. Unlike wheeled trolley poles, which are limited to low speeds, bow collectors use continuous pressure to handle minor wire undulations, making them suitable for tram operations up to approximately 80 km/h.^[12] The design centers on a long horizontal bow, typically constructed from a light metal strip or tube, which presses upward against the trolley wire. This bow is mounted on a framework affixed to the vehicle roof, supported by a central pole that allows limited lateral movement. Springs apply consistent pressure to ensure contact, while end clips prevent the bow from slipping off the wire during operation. The system runs in a trailing configuration, similar to trolley poles, but the extended contact area reduces the risk of dewirements on irregular wiring.^[12] Historically, bow collectors emerged in the late 19th century as an improvement over trolley poles for very low-speed applications. In 1889, German engineer Walter Reichel of Siemens & Halske proposed the design, enabling better performance on early electric tramways. One of the first implementations occurred in Hobart, Australia, in 1893, using Siemens technology, and the system gained widespread adoption in European cities by the early 1900s. They remained common in continental European trams through the mid-20th century, particularly in systems like those in Leeds and Glasgow, before being largely replaced by pantographs.^[13]^[14]^[15] Variants include single-bow configurations for direct current (DC) systems, where a single overhead wire suffices, and double-bow setups for alternating current (AC) catenary lines, which require contact with two parallel wires to handle phase differences. In AC applications, the dual bows maintain alignment with side-by-side contact wires supported between poles.^[12] Materials emphasize conductivity, durability, and low wear on the overhead wire. The bow frame is typically bronze or copper-alloy for excellent electrical properties and resistance to corrosion, while the contact strip—often a sliding surface along the bow—is made of copper, aluminum, or carbon to prioritize wear on the collector rather than the wire. Carbon variants incorporate graphite for self-lubrication, forming a protective patina that reduces friction and arcing during slides.^[12]^[16] Bow collectors offer advantages in stability over trolley poles, enabling smoother operation at medium speeds without frequent dewirements and better accommodating slight wire sags or curves in urban settings. However, their rigid structure limits adaptability to high speeds above 80 km/h, where vibrations can cause inconsistent contact, leading to their phase-out in favor of flexible pantographs for mainline rail and faster trams by the late 20th century.^[12]^[15]

Pantographs

Pantographs represent an advanced form of articulated overhead current collector, particularly suited for high-speed rail applications. Their design features a folding diamond-shaped frame composed of two articulated arms that support a contact strip, typically made of carbon or metal-impregnated materials, which maintains sliding contact with the catenary wire to collect electrical power. This configuration allows the pantograph to dynamically adjust to variations in the overhead line, ensuring reliable current transfer while minimizing disruptions at elevated speeds. The diamond shape, originating from early 20th-century innovations, provides structural stability through a scissor-like mechanism that extends and retracts the arms. The modern pantograph traces its origins to the 1903 invention of the diamond-shaped design by John Q. Brown for California commuter trains, marking a significant evolution from earlier rigid bow collectors. Widespread adoption occurred post-1920s as electric locomotive networks expanded across Europe and North America, driven by the need for efficient overhead collection in electrified main lines. Operation relies on pneumatic, hydraulic, or spring-based suspension systems to sustain a consistent contact force, typically around 70-130 N, enabling stable performance at speeds exceeding 300 km/h. This force regulation is critical for preventing contact loss amid aerodynamic forces and track irregularities. Specific variants include single-arm pantographs, favored in contemporary high-speed trains such as France's TGV for their lighter weight and lower aerodynamic drag, contrasted with double-arm designs prevalent in older systems for added stability. Adaptations for AC and DC electrification involve tailored geometries and materials to accommodate differing voltage levels and current intensities, ensuring compatibility across mixed networks. Frames are constructed from lightweight aluminum alloys to reduce mass and vibration, while copper-carbon contact strips provide the necessary conductivity and wear resistance for peak currents up to 5000 A during acceleration. Pantographs offer distinct advantages for high-speed rail, including superior flexibility and current collection efficiency compared to rigid alternatives, supporting operations well beyond 300 km/h with minimal energy loss. However, they demand precise catenary geometry to avoid instability, and at speeds over 350 km/h, challenges arise from accelerated wear on contact strips and increased arcing due to intermittent contact, which can degrade system reliability and necessitate frequent maintenance.

Ground-level systems

Contact shoes

Contact shoes are sliding contact devices used in third- and fourth-rail systems to collect electrical current from ground-level conductor rails in metro, subway, and commuter rail applications, ensuring safe and reliable power transmission to the vehicle while minimizing exposure to the energized rail.^[17] These devices are typically mounted on the bogie or axle end of the rail vehicle and feature a metal shoe that maintains physical contact with the rail's grooved surface, facilitating the transfer of direct current (DC) power without the need for overhead wiring.^[18] Unlike overhead pantographs used in open rail environments, contact shoes operate entirely at track level, which suits enclosed urban transit corridors.^[19] The design of a contact shoe centers on a spring-loaded metal paddle or blade encased in an insulated housing, allowing it to slide continuously along the conductor rail while adapting to track irregularities. Coil springs provide the necessary upward or lateral force to keep the shoe pressed against the rail, with the housing typically constructed from molded polyester-fiberglass for electrical isolation and durability. Common configurations include overrunning (top-running) shoes for exposed rails, underrunning (bottom-running) for protected setups, and side-running variants that contact the rail's vertical face, all of which ensure stable sliding engagement with the grooved rail profile.^[18]^[17]^[20] In operation, contact shoes maintain consistent pressure against the rail through the spring mechanism, enabling the transmission of up to 1000 A continuous at 750 V DC or higher in customized systems, with provisions for intermittent peaks. The shoe automatically adjusts or retracts via spring action during rail gaps or transitions to prevent damage, while integrated features like arc shields and sensors enhance safety by monitoring contact integrity and mitigating short circuits. For high-voltage applications, ceramic or porcelain insulators may be incorporated into the housing assembly to provide additional dielectric strength and protection against electrical breakdown.^[18]^[17]^[21] Contact shoes were first introduced in the 1890s for electric subways, notably in the London Underground's City and South London Railway, which employed a four-rail system where the shoes collected positive current from the third rail and returned it via a fourth rail insulated from the running rails. By the 1920s, third-rail contact shoe systems had become a standard for urban rail electrification, as seen in expansions of the London Underground and early metro networks in cities like New York and Paris, due to their compatibility with tunnel environments. Materials for contact shoes prioritize low friction, high conductivity, and wear resistance, with the sliding surface often made from copper-graphite composites to reduce abrasion on the rail while allowing efficient current flow. The housing and hardware are typically stainless steel for corrosion resistance, complemented by non-conductive insulators to safeguard against high voltages up to 1500 V DC.^[22]^[18] Third-rail contact shoes offer advantages such as a weatherproof profile when protected by enclosures, making them suitable for indoor or covered tracks, and their ground-level placement keeps the infrastructure visually hidden compared to overhead systems. However, installation costs can be high due to the need for specialized rail supports and insulators, and in cold climates, ice buildup on top-contact variants poses a risk of interrupted power collection, necessitating de-icing measures.^[19]^[23]

Conduit and stud collectors

Conduit and stud collectors represent early ground-level power collection methods developed for urban electric streetcars in the late 19th and early 20th centuries, aimed at avoiding visible overhead wires for aesthetic reasons. These systems supplied direct current (DC) at 500-600 volts through underground infrastructure, with the vehicle's collector engaging the live conductor to power the motors while the return path completed via the rails.^[24] Both approaches faced significant challenges from environmental exposure and mechanical complexity, leading to their eventual replacement by simpler overhead systems. The conduit system featured a slotted underground duct positioned between the rails, housing a live conductor rail from which power was drawn by a plow-shaped collector attached to the streetcar. This plow dipped into the slot and maintained contact with the conductor as the vehicle moved, enabling operation without surface wires; in cities like New York, it powered streetcars from the late 1890s through the 1920s on lines such as those operated by the Third Avenue Railway.^[25] Adopted in urban centers including Washington, D.C., and London to preserve scenic views, the system peaked in the 1910s with extensive networks supporting daily commuter traffic. However, maintenance proved arduous, as the open slot frequently clogged with debris, dirt, and even animal waste, requiring constant cleaning to prevent power interruptions or plow jams that halted service.^[26]^[24] In Washington, D.C., the last conduit lines operated by the Capital Traction Company persisted until 1962, when rising costs and reliability issues prompted full abandonment in favor of buses.^[24] In contrast, the stud contact system used flush-mounted surface studs embedded in the roadway, connected to an underground cable and energized only momentarily via magnetic switches as the streetcar approached, with a roller shoe on the vehicle making brief contact to draw power. First trialed in Paris in 1896 on the République-Romainville line, where it carried over 3 million passengers in its initial seven months, the system saw experimental use in the UK from the 1880s through the 1920s in locations like Wolverhampton (1901-1921) and Lincoln (1905-1919).^[26]^[27] While aesthetically appealing like conduits, studs posed severe safety hazards from occasional failures leaving them live, resulting in electric shocks to pedestrians and animals—for instance, a horse was killed after stepping on a live stud during construction of the Torquay Tramways in 1907. In one 1908 East London trial, 927 live studs were encountered over three weeks on a 3-mile route, leading to multiple human injuries from fires and explosions.^[27] Post-1920 safety regulations, driven by such incidents and public outcry, effectively ended stud use, with systems like Wolverhampton's converting to overhead wires due to high repair costs and unreliability.^[27] Despite their innovative hidden infrastructure, both conduit and stud collectors were rendered obsolete by the 1960s primarily due to exorbitant maintenance demands and inherent risks, though modern contact shoe designs in third-rail systems have since provided safer ground-level alternatives.^[24]^[26]

Modern segment-based systems

Since the early 2000s, advancements in ground-level power supply have introduced segment-based systems that energize only the portion of the conductor rail under the passing vehicle, enhancing safety by minimizing exposure to live parts. These systems use collector shoes similar to third-rail designs but interact with short, segmented rails activated via radio signals or proximity sensors. A prominent example is Alstom's Alimentation Par le Sol (APS), deployed on the Bordeaux tramway in 2003, which operates at 750 V DC and allows catenary-free operation in historic city centers. APS collectors feature skates that maintain contact with 150-meter segments, with onboard batteries bridging unpowered sections like switches. As of 2025, similar technologies like Ansaldo's Tramwave and CAF's ACR have been implemented in cities including Rio de Janeiro (2016) and Dubai (2022), supporting speeds up to 70 km/h while complying with safety standards such as EN 50122-1 for low stray currents.^[28] These innovations reduce visual impact and electromagnetic interference compared to continuous third rails, though initial installation costs remain higher.^[29]

Battery applications

In lithium-ion batteries, current collectors refer to the conductive foils that support the electrodes and facilitate electron transfer, distinct from the mechanical devices used in rail vehicles. As of 2025, research focuses on ultra-thin foils (4-6 μm thick) and composite materials to reduce weight and enhance performance.^[30]^[31]

Anode collectors

In lithium-ion batteries, the anode current collector serves as a thin conductive foil that collects electrons generated from the anode active material, such as graphite, during the discharge process and facilitates their transfer to the external circuit.^[32] This role is critical for maintaining efficient electron transport while minimizing internal losses in the cell.^[33] The primary material for anode current collectors is electrolytic copper foil, typically 6-12 μm thick, chosen for its high electrical conductivity and electrochemical stability at the low potentials of the anode (around 0.1-0.5 V vs. Li/Li⁺).^[34]^[30] Copper's density and conductivity ensure low ohmic losses, though alternatives like nickel foam are explored for three-dimensional structures to enhance surface area and accommodate volume changes in advanced anodes.^[35] Emerging options include carbon nanotube composites, which offer reduced weight while preserving conductivity.^[36] Design features of copper foil current collectors emphasize adhesion and integration; surface treatments, such as carbon coatings, improve bonding with the active material slurry, reducing delamination risks during cycling.^[37] For cell assembly, tabs are welded to the foil—often via ultrasonic or laser methods—to connect multiple electrode sheets to the battery terminals, ensuring uniform current distribution.^[38] These modifications enhance mechanical integrity without significantly increasing resistance. The use of copper foil as the standard anode current collector was established in the 1990s, coinciding with Sony's commercialization of the first lithium-ion batteries in 1991, where it paired with carbon-based anodes to enable safe, high-energy-density cells.^[39] This development marked a shift from earlier lithium-metal systems, prioritizing stability and manufacturability. Performance metrics for anode current collectors prioritize low contact resistance, typically 0.1-0.5 Ω·cm² for the electrode-collector interface, to support high-rate discharge, alongside corrosion resistance in organic electrolytes to prevent degradation over thousands of cycles.^[40] The foil adds inactive mass that influences the overall electrode's gravimetric capacity by not contributing to lithium storage.^[41] Copper foil offers advantages in ductility, allowing it to withstand electrode expansion and contraction without cracking, which supports long-term cyclability in commercial cells.^[42] However, its relatively high density limits energy density improvements, prompting research into lighter alternatives like carbon nanotube-based collectors to reduce mass while maintaining performance.^[43] In contrast, cathode collectors favor aluminum for its lighter weight and stability at higher potentials.^[34]

Cathode collectors

Cathode current collectors in lithium-ion batteries serve as the conductive substrate for the positive electrode, accepting electrons from the external circuit during charging to facilitate the reduction of cathode active materials, such as nickel-manganese-cobalt (NMC) oxides, thereby enabling lithium ion intercalation into the layered structure.^[44] This process supports efficient charge transfer and maintains electrical connectivity between the electrode and the battery tabs, influencing overall cell capacity, rate performance, and cycling stability.^[44] The primary material for cathode current collectors is aluminum foil, typically 10-20 μm thick, chosen for its low density (2.70 g/cm³), high electrical conductivity (2.65 × 10⁻⁸ Ω m), and natural oxidation resistance up to approximately 4.5 V versus Li/Li⁺, provided by thin passivation layers of Al₂O₃ and AlF₃.^[44] For flexible battery applications, alternatives like stainless steel mesh or carbon cloth are employed to enhance mechanical durability under bending, with carbon cloth offering superior electrochemical stability and conductivity for lithium-rich layered oxide cathodes.^[45] Design features include surface etching to increase roughness and improve adhesion of the active material slurry, reducing interfacial resistance, alongside the intentional formation of the protective oxide layer to prevent electrolyte-induced corrosion.^[44] Aluminum's adoption as a cathode current collector traces back to the early 1990s, with its integration in Sony's first commercial lithium-ion prototypes in 1991, where it replaced heavier alternatives to boost energy density.^[44] Post-2010 refinements, driven by electric vehicle (EV) demands, focused on thinner foils (e.g., 12 μm in high-performance cells) and advanced surface treatments like carbon coatings to minimize weight and enhance high-rate capabilities in large-format packs.^[44] Performance is characterized by excellent voltage stability and minimal dissolution under standard operating conditions, thanks to the passivation film; however, poor design can lead to pitting corrosion and elevated contact resistance, increasing overall cell impedance.^[44]^[40] Advantages include its lightweight nature and low cost, making it ideal for mass production, though limitations such as susceptibility to localized pitting prompt the use of alternatives like titanium or nickel in specialized applications such as high-temperature environments.^[44] In contrast to anode collectors, which typically employ copper foil for its compatibility with low-potential environments, cathode collectors prioritize oxidation resistance at elevated voltages.^[44]

References

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Current collector - Wärtsilä
Electric current collectors are used by trolleybuses, trams, electric locomotives or EMUs to carry electrical power from overhead lines or electrical third ...
[2]
Current Collector Devices Power Transfer for Rail - Mersen
They are a critical components as they are collecting the energy from the third rail to energize the Electrical Multiple Unit at high speed all along the track.
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Current Collector for Overhead System and Types - eeeguide.com
Current Collector for Overhead System which consists of three types, namely, Trolley collector, Bow collector and Pantograph collector.
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Current Collectors | Wabtec Corporation
Rating 5.0 (1) Wabtec's 3rd-rail current collectors are designed for minimum dynamic mass and friction for various speeds and applications.
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Learn - M-Line Trolley - McKinney Avenue Transit Authority
Charles Van Dopoele devised a practical spring-loaded trolley pole to collect current from a single overhead wire. Frank Sprague pioneered the practical ...<|separator|>
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Jul 25, 2025 · Sprague did not invent the trolley pole, but he certainly improved it. Sprague even helped Boson go underground, with a third rail system.
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Rating 4.5 (23) However, in 1889 the German engineer Reichel from Siemens first suggested the use of a bow current collector instead. This collector enabled the current to ...<|separator|>
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Melbourne's electric trams have collected electricity from overhead wires by trolley poles with wheels and slides, bow collectors and pantographs.Missing: design variants
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Our 3rd rail current collectors for metros, subways or monorail vehicles ensure safe power transmission into the vehicle through uninterrupted contacting.Missing: loaded housing
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Underrunning or overrunning contact shoe; Coil spring loaded paddle designed to meet contact force specifications; Cable shunted paddle to eliminate current ...Missing: shoes housing
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The third rail power of the train is obtained by contacting the third rail with the current collector extending from the bogie through the sliding shoe.Missing: shoes | Show results with:shoes
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The steel rail provides the height, wear surface, and base; the aluminum strip provides high conductivity. The steel and aluminum elements are joined by Huck- ...Missing: shoes spring- housing
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Contact resistance between the coating and current collector is often the largest electronic resistance in an electrode and is affected by chemical, ...
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Apr 22, 2025 · Reducing commercial current collector weight, representing 8–15% of total battery mass, is a key strategy. While aluminum and copper collector ...<|separator|>
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