CA2034892A1 - Pantograph with two coupled heads for railroad motorcars - Google Patents
Pantograph with two coupled heads for railroad motorcarsInfo
- Publication number
- CA2034892A1 CA2034892A1 CA002034892A CA2034892A CA2034892A1 CA 2034892 A1 CA2034892 A1 CA 2034892A1 CA 002034892 A CA002034892 A CA 002034892A CA 2034892 A CA2034892 A CA 2034892A CA 2034892 A1 CA2034892 A1 CA 2034892A1
- Authority
- CA
- Canada
- Prior art keywords
- pantograph
- heads
- support
- linking member
- head
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 239000000725 suspension Substances 0.000 claims description 16
- 238000013016 damping Methods 0.000 claims description 10
- 241000928106 Alain Species 0.000 abstract 1
- 230000000875 corresponding effect Effects 0.000 description 4
- 239000007787 solid Substances 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000010891 electric arc Methods 0.000 description 1
- 238000010616 electrical installation Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000002674 ointment Substances 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
- B60L5/22—Supporting means for the contact bow
- B60L5/24—Pantographs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Control Of Multiple Motors (AREA)
Abstract
ABSTRACT
Company called:
FAIVELEY TRANSPORT
"Pantograph with two coupled heads for railroad motorcars"
(An invention of: Alain DEVAUD, Jacques CATHALA and Pascal FORTE) The pantograph, intended for the collection of current by a railroad motorcar, comprises an upper arm (5), the end of which has a support (22). Two collecting heads (20), provided with wearing strips (19) which make the electrical connection to an overhead contact line (L), are connected to said support (22) by connection means (23, 24, 25, 28, 30) which guide them in their movement transversely to the line and perpendicular to the plane of the track, and which are adapted 80 that, when one of the heads (20) moves relative to the support (22), a force having an opposite direction is exerted on the other head (20) (See figure).
Company called:
FAIVELEY TRANSPORT
"Pantograph with two coupled heads for railroad motorcars"
(An invention of: Alain DEVAUD, Jacques CATHALA and Pascal FORTE) The pantograph, intended for the collection of current by a railroad motorcar, comprises an upper arm (5), the end of which has a support (22). Two collecting heads (20), provided with wearing strips (19) which make the electrical connection to an overhead contact line (L), are connected to said support (22) by connection means (23, 24, 25, 28, 30) which guide them in their movement transversely to the line and perpendicular to the plane of the track, and which are adapted 80 that, when one of the heads (20) moves relative to the support (22), a force having an opposite direction is exerted on the other head (20) (See figure).
Description
03~892 ~Pantograph with two coupled heads for railroad motorcars~
The present invention relates to a pantograph intended for collecting current for railroad motorcars from overhead contact lines. It concerns a pantograph in which the regularity of the contact with the overhead contact line is improved by virtually elLminating dewiring.
To reduce the probability of dewiring between the pantograph and the overhead contact line, i~ is known to construct ~o-called "independent-strip" pantographs comprising an upper arm, the end of which ha~ a support on which two collecting heads are mounted. In this type of pantograph, each head is mounted on said support via its own suspension employing, for example, a helical spring. These suspensions are independent.
With these pantographs of the prior art, the probability of dewiring i~ reduced since the probability of the two independently suspended heads simultaneously coming away from the overhead contact line is lower than the probability of an individual head coming away.
- However, it should be noted that the causes of this dewiring are not independent. The main cause comes from the irregularities which may be encountered along the current line, in particular from the overhead contact system droppers for this line, which suspend it from a messenger fixed to pylons placed along the track. When the pantograph passes one of these irregularities, the two heads are affected almost simultaneously by an impulse which tends to disconnect them from the line. As the suspensions are independent, the two heads may come away simultaneously from the line if this impulse is sufficient. Such a complete dewiring of the pantograph results in a momentary dis~unction of the electrical installations of the motorcar and in the appearance of an intense electric arc, which damages both the heads of the pantograph and the overhead contact line if it occurs too often.
. . .
... . -.
-. ~ . . - ., 3~892 The object of the invention is to virtually remove the probability of this dewiring.
Thus, the sub~ect of the invention iB a pan-tograph for railroad motorcars comprising an upper arm, the end of which has a support to which two heads in-tended to make the connection to an overhead current line are connected.
According to the invention, this pantograph is distinguished in that ~he heads are mounted independently of one another on the support by connection means which guide them in their movement transversely to the current line and in that suspension means are mounted on the connection means so that, when one of the heads moves relative to the support, a force having an opposite direction is exerted on the other head.
By virtue of this device, if one of the heads tends to come away from the line a force is applied to the other head, the effect of which is to hold it against the line. The complete dewiring of the pantograph is therefore virtually eliminated.
According to a preferred version of the inven-tion, the suspension mean~ comprise an elastic member.
Advantageously, this suspension is damped by a damper provided in these same suspension means.
In an advantageous embodiment, each of the heads is linked to the support by at least one connecting ~tructure having the form of an articulated parallelo-gram, one side of which forms part of the support, with its opposite side fastened to said head, and the other side~ of which consist of at least two parallel connect-ing rods of the same length, articulated at one end on said support and at the other end on said head. These connecting structures in the form of a parallelogram, corresponding respectively to the two heads, can be placed opposite one another on either side of the sup-port. The connecting structures thus paired are then linked in twos by a linking member fixed, at each end, to one of the articulated connecting rods forming sides of the corresponding connecting structure in the form of a .
- .
: . , . . ': . . - . ~ , ~ 3 ~ 2034892 parallelogram~
This configuration permits effective guidance of the heads transversely to the overhead contact line in accordance with a perpendicular to the plane of the track and the obtaining of the desired dynamic effect. The above linking member can incorporate the suspension and damping devices.
Other features and advantages of this invention will become apparent in the description below. In the attached drawings, given by way of non-limi~ing example:
- Figure 1 is a ~iew in elevation of the upper part of a pantograph according to the invention in accordance with the plane I-I of Figure 2, and - Figure 2 is a plan view of this pantograph.
Mounted on the upper arm S of the pantograph are two support~ 22 intended to support the collecting heads 20. Each support 22 i8 articulated on the arm 5 and, in a known manner, a stabilizing bar 4 is provided to keep the support 22 in a stable position with respect to the overhead contact line L (shown in dotted lines in the figures).
This pantograph comprises two heads 20, in which a bow 18 supports one or more wearing strips 19 which extend substantially perpendicularly to the overhead con~act line L and in a plane parallel to the track. The two heads are connected to the supports 22 by connection means which guide them in the direction of the line L.
Thus, each head 20 has two stems 25 which extend perpendicularly to the directions defined by the wearing strips 19 and by the overhead contact line L. On each of these stems 25 are articulated two parallel connecting rods 23, 24 of the same length, the articulation pins 23a, 24a being situated on the stem 25 at a distance h.
These two connecting rods 23, 24 are articulated at their opposite ends on one of the supports 22, the correspond-ing articulation pin~ 23b, 24b being separated, on this support 22, by the same distance h. The means for con-necting the heads 20 to the support 22 therefore comprise two pairs of connecting structures in the form of an :
:, .. .
, articulated parallelogram, one fixed side of which, of length h, forms part of a support 22, the side opposite this fixed side of which forms part of a stem 251 and the other two opposite sides of which consist of two articu-lated connecting rods ~23, 24).
The articulation pins 23a, 23b, 24a, 24b at the vertices of these parallelograms are all parallel to the direction of the wearing strips 19, so that the heads 20 are subject to displacement, with respect to the support 22, according to a translational movement transversely to the overhead contact line L, perpendicular to the plane of the track.
For each of these connecting structures in the form of a parallelogram, the upper connecting rod 24 has a pro~ection 28 transversely to its axis.
The~e connection means (structures in the form of a parallelogram, and projections 28) as a whole have a positional symmetry with re~pect to a plane P which passes through the centre of the support 22 and which is perpendicular to the direction of the overhead contact line L and therefore to the plane of the track.
The connecting-rod projections 28, which are paired, that is to ~ay situated opposite one another with respect to this plane P, are linked by a linking member 30.
The linking member 30 is, in the example il-lustrated, articulated at its ends on the corresponding ends of the connecting-rod pro~ections 28.
Advantageously, the linking member 30 has a helical spring 42 and a hydraulic damper 37a, 37b, in which a piston 37b connected to one of the connecting-rod pro~ections 28 can slide in a cylinder 37a which contains a hydraulic fluid and which is connected to the paired connecting-rod pro~ection 28. In this configuration, the helical spring 42 bears at both ends on shoulders 38a, 38b, present on the cylinder 37a and on the end of the piston pin 37b respectively.
With this pantograph, if one of the heads 20 tends to come away from the overhead contact line, that : , . ,. : . . :
. . :
.: . . ~ . -is to say if it i5 given, with respect to the support 22, an impulse in the direction of the motorcar, then a force in the opposite direction i8 communicated to the other head 20 via the connecting structures in the form of a parallelogram, and the linking members 30: the connecting rods 23, 24 pivot about the pins 23a, 23b, 24a, 24b and the displacement of the projection 28 is transmitted to the paired projection 28 by the linking member 30, resulting in a force which holds the second head 20 against the overhead contact line L. Since the linking member 30 employs a spring 42, it also provides the elastic suspension of the heads 20, which permits the upper part of the pantograph to respond to the variations in the contact force between the wearing strips 19 and the overhead contact line L. In addition, hydraulic damping permits attenuation of the variations in this contact force by reducing the amplitude of the movement of the heads 20.
The dewiring between the wearing strips 19 and the line L is virtually eliminated and, by this same assembly, the regularity of the contact force is improved.
It should be noted that the damped suspensions of the pantograph in the region of its head usually require the use of a damper having a relatively low damping coefficient with the constraint of a minimal space requirement to avoid disadvantageously affecting the mass and the aerodynamics of the device. This type of damper generally involves solid friction which is quite con-3iderable given the viscous damping obtained and, sincethis solid friction is not well controlled, the response of the damped suspension will not be controlled satis-factorily. By virtue of the assembly proposed by the present invention, it is possible to produce thi~ damped suspension with a higher viscous damping coefficient so that the solid friction is no longer a problem. In fact, the head-connecting structures in the form of a parallelogram, and the connecting-rod projections 28 produce, during the pivoting of these structures, a .
`.
, . . .
.
- 6 - 2~4892 reduction in amplitude between the movement of the heads 20 transversely to the line L and the movement trans-mitted to the linking member 30. It is thu~ possible to obtain greater damping between the piston 37b and the cylinder 37a while delivering the same effective damping in the region of the heads 20. The reliability of the damped ~uspension i8 therefore improved.
Of course, the invention i~ not limited to the specific example described above. Numerous geometrical variants thereof are possible without departing from the scope of the invention.
:. . . .
.
~:: . , .: . - . - . :
.~ . . .. .
The present invention relates to a pantograph intended for collecting current for railroad motorcars from overhead contact lines. It concerns a pantograph in which the regularity of the contact with the overhead contact line is improved by virtually elLminating dewiring.
To reduce the probability of dewiring between the pantograph and the overhead contact line, i~ is known to construct ~o-called "independent-strip" pantographs comprising an upper arm, the end of which ha~ a support on which two collecting heads are mounted. In this type of pantograph, each head is mounted on said support via its own suspension employing, for example, a helical spring. These suspensions are independent.
With these pantographs of the prior art, the probability of dewiring i~ reduced since the probability of the two independently suspended heads simultaneously coming away from the overhead contact line is lower than the probability of an individual head coming away.
- However, it should be noted that the causes of this dewiring are not independent. The main cause comes from the irregularities which may be encountered along the current line, in particular from the overhead contact system droppers for this line, which suspend it from a messenger fixed to pylons placed along the track. When the pantograph passes one of these irregularities, the two heads are affected almost simultaneously by an impulse which tends to disconnect them from the line. As the suspensions are independent, the two heads may come away simultaneously from the line if this impulse is sufficient. Such a complete dewiring of the pantograph results in a momentary dis~unction of the electrical installations of the motorcar and in the appearance of an intense electric arc, which damages both the heads of the pantograph and the overhead contact line if it occurs too often.
. . .
... . -.
-. ~ . . - ., 3~892 The object of the invention is to virtually remove the probability of this dewiring.
Thus, the sub~ect of the invention iB a pan-tograph for railroad motorcars comprising an upper arm, the end of which has a support to which two heads in-tended to make the connection to an overhead current line are connected.
According to the invention, this pantograph is distinguished in that ~he heads are mounted independently of one another on the support by connection means which guide them in their movement transversely to the current line and in that suspension means are mounted on the connection means so that, when one of the heads moves relative to the support, a force having an opposite direction is exerted on the other head.
By virtue of this device, if one of the heads tends to come away from the line a force is applied to the other head, the effect of which is to hold it against the line. The complete dewiring of the pantograph is therefore virtually eliminated.
According to a preferred version of the inven-tion, the suspension mean~ comprise an elastic member.
Advantageously, this suspension is damped by a damper provided in these same suspension means.
In an advantageous embodiment, each of the heads is linked to the support by at least one connecting ~tructure having the form of an articulated parallelo-gram, one side of which forms part of the support, with its opposite side fastened to said head, and the other side~ of which consist of at least two parallel connect-ing rods of the same length, articulated at one end on said support and at the other end on said head. These connecting structures in the form of a parallelogram, corresponding respectively to the two heads, can be placed opposite one another on either side of the sup-port. The connecting structures thus paired are then linked in twos by a linking member fixed, at each end, to one of the articulated connecting rods forming sides of the corresponding connecting structure in the form of a .
- .
: . , . . ': . . - . ~ , ~ 3 ~ 2034892 parallelogram~
This configuration permits effective guidance of the heads transversely to the overhead contact line in accordance with a perpendicular to the plane of the track and the obtaining of the desired dynamic effect. The above linking member can incorporate the suspension and damping devices.
Other features and advantages of this invention will become apparent in the description below. In the attached drawings, given by way of non-limi~ing example:
- Figure 1 is a ~iew in elevation of the upper part of a pantograph according to the invention in accordance with the plane I-I of Figure 2, and - Figure 2 is a plan view of this pantograph.
Mounted on the upper arm S of the pantograph are two support~ 22 intended to support the collecting heads 20. Each support 22 i8 articulated on the arm 5 and, in a known manner, a stabilizing bar 4 is provided to keep the support 22 in a stable position with respect to the overhead contact line L (shown in dotted lines in the figures).
This pantograph comprises two heads 20, in which a bow 18 supports one or more wearing strips 19 which extend substantially perpendicularly to the overhead con~act line L and in a plane parallel to the track. The two heads are connected to the supports 22 by connection means which guide them in the direction of the line L.
Thus, each head 20 has two stems 25 which extend perpendicularly to the directions defined by the wearing strips 19 and by the overhead contact line L. On each of these stems 25 are articulated two parallel connecting rods 23, 24 of the same length, the articulation pins 23a, 24a being situated on the stem 25 at a distance h.
These two connecting rods 23, 24 are articulated at their opposite ends on one of the supports 22, the correspond-ing articulation pin~ 23b, 24b being separated, on this support 22, by the same distance h. The means for con-necting the heads 20 to the support 22 therefore comprise two pairs of connecting structures in the form of an :
:, .. .
, articulated parallelogram, one fixed side of which, of length h, forms part of a support 22, the side opposite this fixed side of which forms part of a stem 251 and the other two opposite sides of which consist of two articu-lated connecting rods ~23, 24).
The articulation pins 23a, 23b, 24a, 24b at the vertices of these parallelograms are all parallel to the direction of the wearing strips 19, so that the heads 20 are subject to displacement, with respect to the support 22, according to a translational movement transversely to the overhead contact line L, perpendicular to the plane of the track.
For each of these connecting structures in the form of a parallelogram, the upper connecting rod 24 has a pro~ection 28 transversely to its axis.
The~e connection means (structures in the form of a parallelogram, and projections 28) as a whole have a positional symmetry with re~pect to a plane P which passes through the centre of the support 22 and which is perpendicular to the direction of the overhead contact line L and therefore to the plane of the track.
The connecting-rod projections 28, which are paired, that is to ~ay situated opposite one another with respect to this plane P, are linked by a linking member 30.
The linking member 30 is, in the example il-lustrated, articulated at its ends on the corresponding ends of the connecting-rod pro~ections 28.
Advantageously, the linking member 30 has a helical spring 42 and a hydraulic damper 37a, 37b, in which a piston 37b connected to one of the connecting-rod pro~ections 28 can slide in a cylinder 37a which contains a hydraulic fluid and which is connected to the paired connecting-rod pro~ection 28. In this configuration, the helical spring 42 bears at both ends on shoulders 38a, 38b, present on the cylinder 37a and on the end of the piston pin 37b respectively.
With this pantograph, if one of the heads 20 tends to come away from the overhead contact line, that : , . ,. : . . :
. . :
.: . . ~ . -is to say if it i5 given, with respect to the support 22, an impulse in the direction of the motorcar, then a force in the opposite direction i8 communicated to the other head 20 via the connecting structures in the form of a parallelogram, and the linking members 30: the connecting rods 23, 24 pivot about the pins 23a, 23b, 24a, 24b and the displacement of the projection 28 is transmitted to the paired projection 28 by the linking member 30, resulting in a force which holds the second head 20 against the overhead contact line L. Since the linking member 30 employs a spring 42, it also provides the elastic suspension of the heads 20, which permits the upper part of the pantograph to respond to the variations in the contact force between the wearing strips 19 and the overhead contact line L. In addition, hydraulic damping permits attenuation of the variations in this contact force by reducing the amplitude of the movement of the heads 20.
The dewiring between the wearing strips 19 and the line L is virtually eliminated and, by this same assembly, the regularity of the contact force is improved.
It should be noted that the damped suspensions of the pantograph in the region of its head usually require the use of a damper having a relatively low damping coefficient with the constraint of a minimal space requirement to avoid disadvantageously affecting the mass and the aerodynamics of the device. This type of damper generally involves solid friction which is quite con-3iderable given the viscous damping obtained and, sincethis solid friction is not well controlled, the response of the damped suspension will not be controlled satis-factorily. By virtue of the assembly proposed by the present invention, it is possible to produce thi~ damped suspension with a higher viscous damping coefficient so that the solid friction is no longer a problem. In fact, the head-connecting structures in the form of a parallelogram, and the connecting-rod projections 28 produce, during the pivoting of these structures, a .
`.
, . . .
.
- 6 - 2~4892 reduction in amplitude between the movement of the heads 20 transversely to the line L and the movement trans-mitted to the linking member 30. It is thu~ possible to obtain greater damping between the piston 37b and the cylinder 37a while delivering the same effective damping in the region of the heads 20. The reliability of the damped ~uspension i8 therefore improved.
Of course, the invention i~ not limited to the specific example described above. Numerous geometrical variants thereof are possible without departing from the scope of the invention.
:. . . .
.
~:: . , .: . - . - . :
.~ . . .. .
Claims (11)
1. A pantograph for railroad motorcars comprising an upper arm (5), the end of which carries at least one support (22) to which two heads (20) intended to make the connection to an overhead current line (L) are connected, wherein the heads (20) are mounted independently of one another on the support (22) by connection means (23, 24, 25) which guide them in their movement transversely to the current line (L) and wherein suspension means (30) are mounted on the connection means (23, 24, 25) so that, when one of the heads (20) moves relative to the support (22), a force having an opposite direction is exerted on the other head (20).
2. The pantograph as claimed in claim 1, wherein the suspension means (30) comprise an elastic member (42).
3. The pantograph as claimed in claim 1, wherein said suspension means (30) comprise a damper (37a, 37b) for damping the movements of the heads (20) relative to the support (22).
4. The pantograph as claimed in claim 1, wherein each of the heads (20) is linked to the support (22) by at least one connecting structure having the form of an articulated parallelogram, one side of which forms part of the support (22), with its opposite side fastened to said head (20), and the other sides of which consist of at least two parallel connecting rods of the same length (23, 24), articulated at one end (23b, 24b) on the support (22) and at the other end (23a, 24a) on said head (20).
5. The pantograph as claimed in claim 4, wherein the two heads (20) and their connecting structures in the form of a parallelogram are placed opposite one another on either side of the support (22) and wherein the connecting structures thus paired are linked in twos by a linking member (30) fixed, at each end, to one of the articulated connecting rods (23, 24) forming sides of the corresponding connecting structure in the form of a parallelogram.
6. The pantograph as claimed in claim 5, wherein the linking member (30) is mounted on the connecting rods (23, 24) so that, when one of the heads (20) moves with respect to the support (22), a force in the opposite direction is exerted on the other head (20) via the connecting structures in the form of a parallelogram, and the linking member (30).
7. The pantograph as claimed in claim 5, wherein the linking member (30) is fixed to an articulated connecting rod (23, 24) on a projection (28) which this connecting rod comprises in a direction transversely to its axis.
8. The pantograph as claimed in claim 5, wherein the linking member (30) exhibits an elasticity to ensure the suspension of the heads (20).
9. The pantograph as claimed in claim 5, wherein the linking member (30) additionally ensures the damping of the movement of the heads (20) relative to the support (22).
10. The pantograph as claimed in claim 8, wherein the elasticity of the linking member (30) is obtained by a helical spring (42).
11. The pantograph as claimed in claim 9, wherein the damping provided by the linking member (30) is obtained by a hydraulic device (37a, 37b).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR9000926A FR2657570B1 (en) | 1990-01-26 | 1990-01-26 | PANTOGRAPH WITH TWO CONJUGATED HEADS FOR RAILWAY DRIVES. |
| FR9000926 | 1990-01-26 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2034892A1 true CA2034892A1 (en) | 1991-07-27 |
Family
ID=9393140
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002034892A Abandoned CA2034892A1 (en) | 1990-01-26 | 1991-01-24 | Pantograph with two coupled heads for railroad motorcars |
Country Status (10)
| Country | Link |
|---|---|
| EP (1) | EP0444973B1 (en) |
| JP (1) | JP2622036B2 (en) |
| KR (1) | KR910014262A (en) |
| AT (1) | ATE115069T1 (en) |
| AU (1) | AU6980591A (en) |
| CA (1) | CA2034892A1 (en) |
| DE (2) | DE69105552T2 (en) |
| ES (1) | ES2025549T1 (en) |
| FR (1) | FR2657570B1 (en) |
| ZA (1) | ZA91464B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108808403A (en) * | 2018-06-22 | 2018-11-13 | 中国三峡建设管理有限公司 | The power supply system of electronic construction machinery in a kind of hole |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19648787C1 (en) * | 1996-11-25 | 1998-06-18 | Hanhoff Thomas | Rocker for pantographs of electrically powered vehicles with overhead line supply |
| EP1361103B1 (en) * | 2002-04-26 | 2012-10-10 | Schunk Bahntechnik GmbH | Pantograph for a current collector |
| CA2629334C (en) * | 2007-01-23 | 2014-05-20 | Rongjun Tie | A constant strain spring compensation device |
| KR101009589B1 (en) * | 2008-12-17 | 2011-01-20 | 주식회사 스타파워 | Phantograph for electric rail car |
| DE102011013267A1 (en) * | 2011-03-07 | 2012-09-13 | Bombardier Transportation Gmbh | pantograph |
| CN104999915B (en) * | 2015-07-16 | 2017-12-12 | 金华青年汽车制造有限公司 | A kind of car pantograph device |
| CN110194060B (en) * | 2018-02-27 | 2021-04-20 | 比亚迪股份有限公司 | Current collector and electric locomotive with same |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB355567A (en) * | 1929-10-18 | 1931-08-27 | Ass Elect Ind | Improvements relating to electric current collectors of the pantograph type |
| US3106272A (en) * | 1961-06-09 | 1963-10-08 | August O H G Stemmann | Current collector |
-
1990
- 1990-01-26 FR FR9000926A patent/FR2657570B1/en not_active Expired - Lifetime
-
1991
- 1991-01-22 ZA ZA91464A patent/ZA91464B/en unknown
- 1991-01-22 AU AU69805/91A patent/AU6980591A/en not_active Abandoned
- 1991-01-23 AT AT91400143T patent/ATE115069T1/en not_active IP Right Cessation
- 1991-01-23 DE DE69105552T patent/DE69105552T2/en not_active Expired - Fee Related
- 1991-01-23 ES ES199191400143T patent/ES2025549T1/en active Pending
- 1991-01-23 EP EP91400143A patent/EP0444973B1/en not_active Expired - Lifetime
- 1991-01-23 DE DE199191400143T patent/DE444973T1/en active Pending
- 1991-01-24 KR KR1019910001180A patent/KR910014262A/en not_active Application Discontinuation
- 1991-01-24 CA CA002034892A patent/CA2034892A1/en not_active Abandoned
- 1991-01-28 JP JP3087174A patent/JP2622036B2/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108808403A (en) * | 2018-06-22 | 2018-11-13 | 中国三峡建设管理有限公司 | The power supply system of electronic construction machinery in a kind of hole |
| CN108808403B (en) * | 2018-06-22 | 2023-11-24 | 中国三峡建工(集团)有限公司 | Power supply system of electric construction machinery in hole |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2657570A1 (en) | 1991-08-02 |
| DE69105552T2 (en) | 1995-07-06 |
| KR910014262A (en) | 1991-08-31 |
| DE444973T1 (en) | 1992-02-06 |
| EP0444973A1 (en) | 1991-09-04 |
| ZA91464B (en) | 1991-11-27 |
| AU6980591A (en) | 1991-08-01 |
| JPH0787609A (en) | 1995-03-31 |
| EP0444973B1 (en) | 1994-12-07 |
| JP2622036B2 (en) | 1997-06-18 |
| ES2025549T1 (en) | 1992-04-01 |
| DE69105552D1 (en) | 1995-01-19 |
| FR2657570B1 (en) | 1992-10-02 |
| ATE115069T1 (en) | 1994-12-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |