CN117794771A - Pantograph for an electrically drivable motor vehicle - Google Patents

Abstract

The invention relates to a pantograph (12) for an electrically drivable motor vehicle (10), in particular an overhead line hybrid truck (10), having at least one pantograph body (100) and an arm structure (200) that can be moved up and down, wherein the pantograph (12) can be fastened to the motor vehicle (10) by means of the pantograph body (100) and the motor vehicle (10) can be supplied with current as a function of the position of the arm structure (200), wherein the pantograph body (100) can be galvanically coupled to a chassis (11) of the motor vehicle (10) and galvanic isolation from the traction voltage potential takes place in the pantograph (12) itself remote from the pantograph body (100).

Description

Pantograph for an electrically drivable motor vehicle

Technical Field

The invention relates to a pantograph for an electrically drivable motor vehicle, in particular an overhead line hybrid truck. The invention also relates to an electrically drivable motor vehicle, in particular an overhead line hybrid truck.

Background

There are many variations of power transport systems for cargo or personnel having trolley lines that provide electrical energy to vehicles, i.e., motor vehicles (road vehicles), rail vehicles, and/or overhead line vessels (ships, ferries). When using a power supply system for such vehicles, a dc fed overhead line system is typically used. The advantages of this overhead line system are high safety and low space requirements for components on or in the vehicle. The overhead line is arranged on an electrified travel zone (motor vehicle), a rail (rail vehicle) or a travel route (motor vehicle, ship) and is brought into electromechanical contact with a vehicle that can be driven by an electric traction motor by means of a pantograph designed as a pantograph.

A pantograph (see also fig. 1, see below, if necessary) particularly for a motor vehicle (for example an overhead line hybrid truck, an overhead line truck or an overhead line bus for an electronic highway) has galvanic isolation between the traction voltage potential layer (shown: thick single line) and the chassis potential layer (shown: thick short dashed line) of the motor vehicle for electrical safety reasons. That is, the traction voltage on-board electrical system of the motor vehicle is galvanically isolated from the chassis of the motor vehicle, wherein the traction voltage on-board electrical system is monitored by the motor vehicle. In order to cope with simple fault situations, a further potential layer, the so-called intermediate potential layer (double line in the illustration), is provided, wherein in the fault situation, a conclusion is always drawn first on the intermediate potential layer (schlucs). In this and in the following, a "Potential Layer" is always understood to mean a section, zone, part or the like, called a region, which has or can have the same Potential as intended on/in a motor vehicle.

The different regions of the motor vehicle, i.e. the potential layers thereof, are arranged on/in the motor vehicle in an electrically insulated manner from one another. The traction voltage potential layer may make electromechanical sliding contact with the overhead line and carry the voltage of the overhead line. The intermediate potential layer is located between the traction voltage potential layer and the chassis potential layer. The chassis potential layer is galvanically coupled to the chassis of the motor vehicle. The electrical insulation between the traction voltage potential layer and the intermediate potential layer and the electrical insulation between the intermediate potential layer and the chassis potential layer is monitored by the pantograph.

If there is a fault in the electrical insulation between two adjacent potential layers (traction voltage potential layer to intermediate potential layer or intermediate potential layer to chassis potential layer), the pantograph drops from the overhead line (abb ugeln) before the overhead line voltage may be applied to the chassis and thus may cause an electrical hazard. In the ground network, the chassis potential layer can be coupled in a low-ohmic manner with the traction voltage potential layer, depending mainly on the resistance of the motor vehicle tire. On the one hand, for stability reasons, the pantograph must be fixed to the motor vehicle by means of a plurality of large insulators (static overdetermination, using special equalization elements), and on the other hand, for crash situations, the pantograph must be prevented from breaking by means of an anti-collision rod, see also fig. 2 and below.

Disclosure of Invention

The object of the invention is to specify an improved arrangement of a pantograph at a motor vehicle. The object of the invention is achieved by means of a pantograph for an electrically drivable motor vehicle (i.e. a non-rail vehicle or a non-overhead line vessel), in particular an overhead line hybrid truck, and by means of an electrically drivable motor vehicle, in particular an overhead line hybrid truck, according to the independent claims. Advantageous developments, additional features and/or advantages of the invention emerge from the dependent claims and/or the following description of the invention.

The pantograph according to the invention comprises at least one pantograph body and an arm structure movable up and down, which has a rocker or contact (contact of the overhead line) at its upper end, wherein the pantograph can be fastened to the motor vehicle by means of the pantograph body and the motor vehicle can be supplied with current from the overhead line depending on the position of the arm structure, wherein the pantograph body can be galvanically coupled to the chassis of the motor vehicle and the two-stage galvanic isolation from the traction voltage potential takes place in the pantograph itself remote from the pantograph body. Furthermore, the safety is improved, since more parts or components are located at the (safer) chassis potential layer and fewer parts or components are located at the intermediate potential layer.

The invention enables a significantly simpler mechanical interface with a motor vehicle. This applies, for example, to the outlay in construction or design, to the costs and to some of the necessary components. Integration of the pantograph at/on/in the motor vehicle and maintenance of the interface is significantly simplified. Due to the reduced tolerance requirements, the vehicle-side interface can also be significantly simplified and offer the potential for a relatively simple and standardized solution.

Furthermore, the modified structure results in a weight reduction of the pantograph, which is also very important for the entire motor vehicle system and economically due to the position of the pantograph. The weight is particularly important for the design of the underlying load bearing structure. The reduction in weight of the pantograph correspondingly also leads to further weight and size reductions in the load-bearing structure underneath the pantograph. Furthermore, according to the invention, insulation monitoring between the individual potential layers is simplified.

Galvanic isolation between the chassis potential layer of the pantograph (thick short dashed line in the figure) and the further potential layer of the pantograph may take place in the pantograph frame, at the pantograph frame and/or in the pantograph itself remote from the pantograph frame. In other words, in the pantograph assembled on the motor vehicle, the pantograph main frame and the chassis of the motor vehicle are at a common potential layer, that is, a chassis potential layer of the motor vehicle. The pantograph body frame may have as mechanical structure, for example, at least one drive for the arm structure, at least one switch box, at least one arm bearing, at least one further component or unit, etc.

The pantograph itself comprises all the components required in order to direct the traction current from the overhead line to the motor vehicle. That is, the pantograph has, for example: arm structure, pantograph body frame, switch box, cable, insulator etc.. The function of the pantograph is similar to that of a (relatively complex) cable which can be mechanically (pantograph main frame) and electrically (switching box, traction current line) or mechanically (pantograph main frame) and electrically (switching box, traction current line) connected at/in the motor vehicle on the one hand, and which can be mechanically (arm structure) lapped over and lowered from the (anb ugeln) overhead line on the other hand.

According to the invention, the pantograph is no longer galvanically isolated from the chassis of the motor vehicle between the pantograph and the chassis as in the prior art, but rather in the pantograph itself. That is, in the pantograph body frame or between the pantograph body frame and a section of the pantograph directly or indirectly connected to the pantograph body frame. The galvanic isolation is moved from the original potential layer between the actual motor vehicle and the pantograph into the pantograph, wherein the section of the chassis potential layer of the entire motor vehicle (i.e. the actual motor vehicle with the pantograph) becomes "larger" or "more" because the chassis potential layer now extends at least into the pantograph main frame.

The pantograph preferably has three potential layers: chassis potential layer, traction voltage potential layer (thick line in the figure), and intermediate potential layer (double line in the figure) provided between the chassis potential layer and traction voltage potential layer. The intermediate potential layer completely galvanically isolates the traction voltage potential layer from the chassis potential layer; that is, there are no insulating points to which the chassis potential is or can be applied on one side and the traction voltage potential is or can be applied on the other side. In the insulation between the potential layers within, for example, a switch box, significantly smaller insulators can be used, because the mechanical stress is lower and less pollution and weather effects are obtained. In addition, the creepage distance and the air gap can also be reduced.

According to embodiments, the pantograph body frame and possibly the mechanical switch box, the lower arm bearing of the arm structure, the body frame side section of the lower arm of the arm structure, the entire lower arm of the arm structure, the arm joint of the arm structure between the lower arm and the upper arm and/or the body frame side (away from the rocker side) section of the upper arm of the arm structure may be located at the chassis potential layer of the pantograph.

In the following, a mechanical switching box is understood to be, for example, a mechanical traction voltage switching box and/or a mechanical control switching box, which is electrically insulated from the components of its intermediate potential layer and thus does not comprise the components of its intermediate potential layer. The (entire) switching box then comprises components of the intermediate potential layer, wherein the potential limitation is operated within the switching box.

Furthermore, according to an embodiment, the (entire) traction voltage switch box (including electrical components) and/or the (entire) control switch box (including electrical components), the lower arm bearing of the arm structure, the entire lower arm of the arm structure, the arm joint of the lower arm of the arm structure between the lower arm and the upper arm, the entire upper arm of the arm structure, the rocker-side (main frame-side) section of the upper arm of the arm structure, the rocker joint of the arm structure between the upper arm and the rocker carrier or rocker, the rocker carrier of the arm structure, the sensor and the signal cable connected to the control switch box, and/or the electrical shield of the traction voltage switch box and/or the traction current cable connected to the motor vehicle may be located at an intermediate potential layer of the pantograph. Preferably, at least one of the switch boxes or a single or multiple parts of the switch box or one of the arms or a part of the arm is located at the intermediate potential layer.

Furthermore, according to one embodiment, at least one rocker (in particular two rockers) of the arm structure, a part of at least one rocker (in particular at least one slider or at least one contact), a rocker joint of the arm structure between the upper arm and the rocker carrier or a single part or component of the rocker or rocker (for example a suspension of the contact), a rocker-side (side remote from the main frame) section of the upper arm of the arm structure, and/or a traction current cable connected to the traction voltage switch box and/or to the motor vehicle can be located at the traction voltage potential layer of the pantograph. The electrical shield of the traction current cable is located here at the intermediate potential layer.

The arm structure itself may, due to its material properties, act as an insulator and/or be fastened to the pantograph main frame by means of an electrical insulator. Furthermore, the arm structure may have an electrical insulator remote from the at least one rocker arm, which may be electrically insulated therefrom, which electrically insulates the two regions of the arm structure from one another.

An electrical insulator may be provided between the pantograph main frame and the (whole) traction voltage switch box. The traction voltage switching box is preferably fastened to the pantograph main frame by an electrical insulator. Furthermore, an electrical insulator may be provided between the pantograph main frame and the (entire) control switch box. The control switch box is preferably fastened to the pantograph main frame by an electrical insulator. Furthermore, an electrical insulator may be provided between at least one component of the at least one switch box and the associated switch box. Furthermore, an electrical insulator is preferably provided between at least one rocker and the associated sensor. In addition, an electrical insulator may be provided between the pantograph main frame and the lower arm bearing of the arm structure.

An electrical insulator may be provided in the lower arm of the arm structure. Furthermore, an electrical insulator may be provided in the upper arm of the arm structure. Furthermore, electrical insulators may or may not be provided between the rocker bearing of the arm structure and the rocker. On the one hand, it is possible, for example, to use an insulator known from energy technology as an electrical insulator, with which the bare electrical conductor is fixed, held or guided without significant current flowing through the insulator. On the other hand, a component specifically designed for a pantograph may also be designed as an electrical insulator.

The motor vehicle according to the invention comprises a real motor vehicle and a pantograph which is fastened to the real motor vehicle by means of its pantograph body, wherein the pantograph is designed as a pantograph according to the invention. The pantograph main frame can be directly fixed at a frame, a bearing structure or a chassis of the motor vehicle. Such a support structure or a vehicle body can be designed, for example, as a support structure, a so-called foundation frame, a so-called Tower (Tower), or the like, which is connected on its side directly or indirectly to the chassis by means of an electrical current.

According to the invention, no galvanic isolation is provided between the pantograph main frame and the actual motor vehicle. That is, no insulator is provided between the main frame of the pantograph and the frame, body or chassis of the motor vehicle, wherein, of course, equalization elements of the insulator may also be omitted. Furthermore, it is preferable that no bumper bar is provided between the pantograph main frame and the actual motor vehicle.

The invention will be described in more detail in the following, with reference to the attached schematic and not to scale drawings. Segments, elements, members, units, components and/or arrangements having the same, single or similar design and/or function are denoted by the same reference numerals in the description of the figures (see below), the list of reference numerals, the patent claims and the illustrations of the figures (fig.). The static and/or moving inversions, combinations, etc. of embodiments of the invention or parts, versions, units, components, elements or sections thereof, which are not illustrated in the drawings and/or are not the final possible alternatives, which are not illustrated in the description of the invention (see above), can also be taken from the list of reference numerals and/or the description of the drawings.

In the present invention, features (sections, elements, members, units, components, functions, dimensions, etc.) may be designed to be positive, i.e., present, or negative, i.e., not present. In this application (description of the invention (above), description of the drawings (below)), list of reference numerals, patent claims, drawings), when a negative feature is not emphasized according to the present invention, the negative feature is not explicitly set forth as a feature. That is, an invention actually made, not constructed by the prior art, will omit this feature.

Features of the present application may be applied not only in the methods and/or manners specified, but also in other methods and/or manners (separated, generalized, substituted, added, independent, omitted, etc.). In particular, features in the patent claims and/or the description may be replaced, added or omitted, depending on the reference numerals and features associated with the reference numerals in the description, the list of reference numerals, the patent claims and/or the drawings, and vice versa. Furthermore, the features of the patent claims can be explained and/or explained in more detail.

Features of the specification may also be construed as optional features (in view of (initially largely unknown to) the prior art); that is, each feature may be understood as an optional, arbitrary or preferred, i.e. non-limiting feature. Thus, features (possibly including peripheral features thereof) may be extracted from the embodiments, which may then be transferred to the general inventive concept. The absence of a feature (negative feature) in an embodiment indicates that the feature is optional for the present invention. Furthermore, in the case of species terminology of a feature, generic terms of the feature (possibly further subdivided into subgenera, etc.) may also be derived together, whereby the feature may be summarized, for example, with the same effect and/or equivalence taken into account.

Drawings

In the exemplary figures (fig.), only:

fig. 1 and 2 show a pantograph isolation device according to the prior art at a motor vehicle in a highly simplified schematic view (fig. 1) and a fixation of a pantograph main frame for a motor vehicle in a perspective view (fig. 2), and

fig. 3 to 6 show highly simplified schematic diagrams of a modified insulating device of four pantographs according to an embodiment of the invention at a motor vehicle, in particular an overhead line hybrid truck for an electronic highway (highway with corresponding overhead line).

Detailed Description

The invention is explained in more detail below with reference to the example of four specific embodiments (fig. 3 to 6) of a variant of a pantograph insulation system 0 for an electrically drivable motor vehicle 10, in particular an overhead line hybrid truck 10, starting from the prior art (fig. 1 and 2). The figures only show those spatial sections of the invention which are objects necessary for an understanding of the invention.

While the present invention has been described and illustrated in greater detail by the preferred embodiments, the present invention is not limited to the disclosed embodiments, but is of a more basic nature. Other variants can be deduced from the above and/or from the description (description of the invention) without departing from the scope of protection of the invention. The invention can be used here in general in the field of electrically drivable motor vehicles (see above).

Fig. 1 schematically shows a pantograph 12 according to the prior art and its insulation 0 at an electrically drivable motor vehicle 10 designed as an overhead line hybrid truck 10. Pantograph 12 includes a pantograph main frame 100, an arm structure 200, and a traction current cable 300 as main components. Pantograph body 100 may also have a traction voltage switch box 110 and a control switch box 120. The arm structure 200 preferably includes at least one lower arm 210, at least one upper arm 220, and at least one rocker 232 as major components.

In the prior art, when pantograph 12 is extended, substantially only at least one rocker 132 of pantograph 12 is electrically located at traction voltage potential layer 3 (shown: thick single line), wherein the main rest of pantograph 12 is electrically located at intermediate potential layer 2 (shown: double line). The various control components in pantograph 12 may be electrically connected to chassis potential layer 1 (shown: thick short dashed line) of motor vehicle 10.

For stability reasons, see fig. 2, pantograph 12 is secured at motor vehicle 10 with a plurality of relatively large insulators 101. Such mechanical interfaces have different drawbacks. On the one hand, the number of insulators 101 results in a static overdetermination, which can only be controlled by means of an expensive equalization structure. For this purpose, special, precisely manufactured equalization elements 102 have to be installed between the insulator 101 and the motor vehicle 10, which equalization elements are costly. At the same time, equalization element 102 (measurement) extends the duration of assembly of pantograph 12 and integration at motor vehicle 10.

In addition, the stability of the insulator 101 is insufficient to prevent the pantograph 12 from breaking even in the event of a collision. Thus, other modules are integrated into the structure of the pantograph 12 in order to intercept the breakage of the pantograph 12 (the anti-collision rod 103) in the event of a collision. Furthermore, due to the structure and in particular construction of the insulator 101, salt spray may cause a decrease in insulation resistance and trigger insulation monitoring. Last but not least, this results in a complex coordinated interface with multiple individual components, which results in increased weight, assembly overhead and cost as a whole.

According to the invention (see also fig. 3 to 6), a pantograph insulation device 0 for a motor vehicle 10 is proposed, in which the potential transition (insulator, insulation layer, etc.) between the chassis potential layer 1 and the intermediate potential layer 2 is moved into the pantograph 12 itself or its structure. According to the invention, the pantograph main frame 100, which is a mechanical structure with possibly at least one drive, possibly at least one switch box and/or possibly at least one arm bearing etc., is largely moved to the chassis potential layer 1. Furthermore, the lower arm 210 and possibly the part of the upper arm 220 of the arm structure 200 may also be moved to the chassis potential layer 1.

The switch boxes 110, 120 for the control of the pantograph 12 (control switch box 120 with components: 24V, pneumatic device, etc.) and for the traction voltage (traction voltage switch box 110 with components: fuse, connector, surge arrester, etc.) can preferably remain in the intermediate potential layer 2 isolated from the pantograph main frame 100. Alternatively, only the required components can be retained on the intermediate potential layer 2, and the mechanical switch boxes 110, 120 can also be moved to the chassis potential layer 1 by separately or in groups isolated assembly and electrically connected to the intermediate potential layer 2.

As previously mentioned, the part of the rocker(s) 232 (slider) remains in the traction voltage potential layer 3, which is insulated from the rest of the structure (for example by means of leaf springs of the slider). At least one sensor 122 mechanically assembled at the traction voltage potential layer 3 is electrically insulated with respect to the traction voltage potential layer and connected with the intermediate potential layer 2. The cable connection between the potential layers is optionally formed by means of shields located on adjacent potential layers 1, 2.

Essentially all embodiments have in common that the mechanical pantograph body 100 is assembled directly on the actual motor vehicle 10 without using insulating parts, so that the pantograph body 100 is electrically connected with the chassis potential layer 1. The lower arm bearing 212 of the arm structure 200, the arms 210, 220 or the sections of the arms 210, 220 serve here as electrical insulators with the intermediate potential layer 2. At the same time, the individual components together with their switching boxes 110, 120 can be arranged on the intermediate potential layer 2, if necessary, in isolation from the chassis potential layer 1.

Fig. 3 to 6 show exemplary embodiments of the invention, how complex interfaces (insulators 101, equalization elements 102, anti-collision bars 103, etc.) between the pantograph main frame 100 and the actual motor vehicle 10 can be omitted. For this purpose, pantograph body 100 is galvanically coupled to chassis 11 of motor vehicle 10. The necessary galvanic isolation from the traction voltage potential is provided in the pantograph 12 itself.

In the embodiment of fig. 3, located on the chassis potential layer 1 is: pantograph main frame 100. Located at the intermediate potential layer 2 is: traction voltage switch box 110, control switch box 120, lower arm bearings 200, 212, entire lower arms 200, 210, arm joints 200, 215, entire upper arms 200, 220, rocker joints 200, 225, rocker carriers 200, 230, sensor 122, and signal cable 123 connected to control switch box 120, and electrical shields of traction voltage switch box 110 and/or traction current cable 300 connected to motor vehicle 10. And, located at the traction voltage potential layer 3 is: at least one rocker 200, 232 and a traction current cable 300.

In the embodiment of fig. 4, the lower arm bearings 200, 212 and the main frame side sections of the lower arms 200, 210 are moved to the intermediate potential layer 2, compared to the embodiment of fig. 3. In the embodiment of fig. 5, in contrast to the embodiment of fig. 4, the rocker carrier 200, 230, the rocker joint 200, 225 and the rocker side section of the upper arm 200, 220 are moved to the traction voltage potential layer 3. In the embodiment of fig. 6, in comparison with the embodiment of fig. 4, also the arm joints 200, 215 and the upper arms 200, 220 are moved away from the rocker side sections to the intermediate potential layer 2.

Claims (11)

1. A pantograph (12) for an electrically drivable motor vehicle (10), in particular an overhead line hybrid truck (10), has

At least one pantograph body (100) and an arm structure (200) which can be moved up and down, wherein the pantograph (12) can be fastened to the motor vehicle (10) by means of the pantograph body (100) and the motor vehicle (10) can be supplied with current as a function of the position of the arm structure (200), characterized in that,

the pantograph body (100) can be galvanically coupled to the chassis (11) of the motor vehicle (10) and galvanically isolated from the traction voltage potential takes place in the pantograph (12) itself remote from the pantograph body (100).

2. The pantograph (12) according to the preceding claim, characterized in that galvanic isolation between a chassis potential layer (1) of the pantograph (12) and a further potential layer (2, 3) of the pantograph (12) takes place in the pantograph body (100), at the pantograph body (100) and/or in the pantograph (12) itself remote from the pantograph body (100).

3. The pantograph (12) according to any one of the preceding claims, wherein the pantograph (12) has three potential layers (1, 2, 3): a chassis potential layer or the chassis potential layer (1), a traction voltage potential layer (3) and an intermediate potential layer (2) arranged between the chassis potential layer and the traction voltage potential layer.

4. The pantograph (12) according to any one of the preceding claims, wherein,

-said pantograph main frame (100) and possibly a mechanical switch box (110, 120),

a main frame side section of a lower arm (200, 210) of the arm structure (200),

the entire lower arm (200, 210) of the arm structure (200),

a main frame side section of an upper arm (200, 220) of the arm structure (200),

and a chassis potential layer (1) positioned on the pantograph (12).

5. The pantograph (12) according to any one of the preceding claims, wherein,

traction voltage switch box (110) and/or control switch box (120),

the entire lower arm (200, 210) of the arm structure (200),

a side section of the lower arm (200, 210) of the arm structure (200) facing away from the main frame,

the entire upper arm (200, 220) of the arm structure (200),

the upper arm (200, 220) of the arm structure (200) being remote from the rocker side section,

a rocker side section of an upper arm (200, 220) of the arm structure (200),

a rocker bearing (200, 230) of the arm structure (200),

-a sensor (122) and a signal cable (123) connected to the control switch box (120), and/or

An electrical shield for a traction current cable (300) connected to the traction voltage switch box (110) and/or to the motor vehicle,

an intermediate potential layer (2) located at the pantograph (12).

6. The pantograph (12) according to any one of the preceding claims, wherein,

at least one rocker (200, 232), in particular two rockers (200, 232), of the arm structure (200),

part of the at least one rocker (200, 232), in particular at least one sliding bar or at least one contact,

a rocker-side section of the upper arm (200, 220) of the arm structure (200), and/or

A traction current cable (300) connected to the traction voltage switch box (110) and/or to the motor vehicle (10),

and a traction voltage potential layer (3) positioned on the pantograph (12).

7. The pantograph (12) according to any one of the preceding claims, wherein the arm structure (200) acts as an insulator due to its material properties and/or is fixed at the pantograph main frame (100) by means of an electrical insulator (208), and/or

The arm structure (200) has an electrical insulator (218, 228) remote from at least one rocker (200, 232) which may be electrically insulated therefrom, which electrically insulates two regions of the arm structure (200) from one another.

8. The pantograph (12) according to any one of the preceding claims, wherein,

-providing an electrical insulator (118) between the pantograph main frame (100) and the traction voltage switch box (110),

-providing an electrical insulator (128) between the pantograph main frame (100) and the control switch box (120),

-providing an electrical insulator between at least one component of at least one switch box (110, 120) and the associated switch box (110, 120), and/or

-providing an electrical insulator (208) between the pantograph main frame (100) and a lower arm bearing (212) of the arm structure (200).

9. The pantograph (12) according to any one of the preceding claims, wherein,

-providing an electrical insulator (218) in the lower arm (200, 210) of the arm structure (200),

-providing an electrical insulator (228) in an upper arm (200, 220) of the arm structure (200), and/or

-providing or not providing an electrical insulator (238) between the rocker bearing (200, 230) and the rocker (200, 232) of the arm structure (200).

10. An electrically drivable motor vehicle, in particular an overhead line hybrid truck, having a real motor vehicle (10) and a pantograph (12) which is fastened to the real motor vehicle (10) by means of its pantograph main frame (100), characterized in that,

the pantograph (12) is designed according to any one of the preceding claims.

11. Electrically drivable motor vehicle (10) as claimed in the above claim, characterized in that,

the pantograph main frame (100) is directly fixed at the frame (11), the carrying structure (11) or the chassis (11) of the actual motor vehicle (10),

no galvanic isolation is provided between the pantograph main frame (100) and the actual motor vehicle (10), and/or

No crash bar (103) is provided between the pantograph main frame (100) and the actual motor vehicle (10).