EP4153443A1 - Véhicule ferroviaire équipé d'un interrupteur de mise à la terre automatique et procédé de mise à la terre de conducteurs électriques dans une zone d'un véhicule ferroviaire - Google Patents

Véhicule ferroviaire équipé d'un interrupteur de mise à la terre automatique et procédé de mise à la terre de conducteurs électriques dans une zone d'un véhicule ferroviaire

Info

Publication number
EP4153443A1
EP4153443A1 EP21726392.0A EP21726392A EP4153443A1 EP 4153443 A1 EP4153443 A1 EP 4153443A1 EP 21726392 A EP21726392 A EP 21726392A EP 4153443 A1 EP4153443 A1 EP 4153443A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
switch
area
earthing switch
earthing
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.)
Pending
Application number
EP21726392.0A
Other languages
German (de)
English (en)
Inventor
Jörg-Torsten MAASS
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP4153443A1 publication Critical patent/EP4153443A1/fr
Pending legal-status Critical Current

Links

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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • 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
    • B60L9/00—Electric propulsion with power supply external to the 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

Definitions

  • the present invention relates to a rail vehicle and a method for operating a rail vehicle.
  • the invention relates to the automatic grounding of a rail vehicle in a switched-off state.
  • the present invention contributes to reducing the susceptibility to errors and at the same time increasing or ensuring security.
  • a method for grounding an electrical conductor in an area of a rail vehicle is proposed, the rail vehicle having a current collector for contacting a high voltage source and an electrical conductor electrically connected to the current collector in an area of the rail vehicle.
  • the method includes: disconnecting the electrical conductor; and - automatic earthing of the electrical conductor in the area by means of an earthing switch after the electrical conductor has been disconnected, the earthing being carried out after the disconnection without manual operation of the earthing switch, i.e. in particular without manual intervention during the automatic operation of the earthing switch.
  • Unlocking refers to the all-pole and all-round disconnection of an electrical system from live parts.
  • the earthing after disconnection takes place automatically without manual operation of the earthing switch. In particular, no button or the like has to be actuated manually.
  • the grounding takes place automatically by the rail vehicle and not by a separate input of a person.
  • a control command to disconnect the electrical conductor or conductors in the area has been issued, the electrical conductor or conductors in the area are first released, ie completely disconnected from the high-voltage supply. This is followed by an automatic Earthing the electrical conductor or conductors in the area without the need for another manually entered control command or control signal.
  • the method therefore always comprises at least two successive steps.
  • the area of the rail vehicle can affect the entire rail vehicle, or only parts thereof, if maintenance only has to be carried out locally.
  • a rail vehicle has: a pantograph for contacting a high voltage source; an area with at least one electrical conductor, which is electrically connected to the current collector, an electrically driven earthing switch, which is set up, after the electrical conductor has been released, to earth the electrical conductor in the area without manually operating the earthing switch.
  • a high voltage source is to be understood in the sense of rail vehicle technology.
  • a high voltage source within the meaning of the present application can provide sufficient voltage or power to drive the traction motors of a rail vehicle.
  • a high-voltage source can be an overhead line.
  • Rail vehicles can have several areas with electrical conductors.
  • the electrical conductors connect electrical devices such as transformers, voltage collectors, rectifiers. Motors, etc.
  • the electrical conductors can be assigned to different voltage levels. This does not mean the normal passenger areas, as these are anyway shielded from contact with electrical conductors by technical measures.
  • the areas with electrical conductors can be entered by technical personnel, in particular for maintenance work on the rail vehicle.
  • Voltage level IV high voltage (HV) (> AC 1000 V,> DC 1500 V) for example AC 25/15 kV, DC 3000 V, which is taken from the contact line by a pantograph, for example. This is the main source of energy for the train in terms of propulsion and provision of the Electrical system energy. In the area of drive technology, intermediate circuit voltages are sometimes used, which also fall into area IV.
  • HV high voltage
  • Voltage level III Often referred to as low voltage (LV) (max. AC 1000 V, DC 1500 V) e.g. overhead line voltage DC 1500 V, third rail DC 750 V, train busbar AC 1000 V, AC 400 V, DC 680 V - Network for auxiliary and secondary consumers such as heating, air conditioning, fans, compressors, etc.
  • LV low voltage
  • This voltage is normally supplied via the main transformer and the converters.
  • a workshop feed can partially supply these areas with electricity.
  • This also provides the power supply for cleaning technology (e.g. vacuum cleaner) that is used during train maintenance.
  • Voltages in range III can also be present in intermediate circuits, filter capacitors, traction converters, etc.
  • Voltage levels I and II Often referred to as low voltage (ELV) (max. AC 50 V, DC 120 V): e.g. DC 110 V, 72 V, 48 V, 24 V battery supply. This is the only power supply available when there is no overhead line voltage or when the train is turned off. It supplies e.g. the control equipment and lighting. During operation with overhead lines, however, the battery loads and the battery are fed from a battery charger connected to the auxiliary converter.
  • ELV low voltage
  • An area in a rail vehicle can include electrical conductors that are assigned to a voltage, in particular a voltage level IV or III, as described above. Contact with these electrical conductors can cause serious injury to a person and therefore requires a high level of safety and reliability.
  • An area can be spatially limited in a rail vehicle, for example by doors. Areas with electrical conductors can also be open and only be defined by their proximity to electrical conductors carrying high voltage.
  • the roof of a rail vehicle can be an area of the rail vehicle or the proximity to the main transformer can be defined as an area with electrical conductors.
  • At least one voltage of more than 50 V (AC) or 120 V (DC) to earth is applied to the electrical conductor or conductors.
  • the high voltage can be fed into the high-voltage equipment via one or more pantographs from the overhead line and from there by means of electrical conductors in the Vehicle to be distributed.
  • Electrical conductors can, for example, be cables, busbars or accessible parts of electrical devices such as capacitors or transformer coils.
  • the main switch or switches are opened and, with a time delay, the pantograph or pantographs are lowered. As soon as all pantographs of a vehicle are lowered, the area IV feed is canceled and the overhead line is activated. In principle, it is still possible to feed in from the secondary side of the main transformer, but this is not intended for operational purposes.
  • An area is considered unlocked when the electrical conductors located therein are unlocked. Activation typically always takes place operationally as soon as the operating states "ferry operation” or “parking operation” (upgraded, parked) are exited.
  • the invention proposes that activated areas are also always operationally earthed. This is staggered in time for disconnection, which ensures that the process is within the five rules of electrical safety, i.e. earthing of live components is reliably prevented before disconnection takes place.
  • FIG. 1 shows a rail vehicle according to one embodiment.
  • FIG. 2 shows a schematic representation of areas with electrical conductors in a rail vehicle.
  • a method for grounding an electrical conductor in a region of a rail vehicle 100 is proposed.
  • the rail vehicle 100 has a current collector 1 for contacting a high-voltage source 101 and an electrical conductor electrically connected to the current collector 1 in an area 2, 12 of the rail vehicle.
  • the method has the following steps: activation of the electrical conductor in area 2, 12; and - automatic grounding of the electrical conductor in the area 2, 12 by means of an earthing switch after the electrical conductor has been disconnected, the earthing being carried out after the disconnection without manual operation of the earthing switch.
  • without manual actuation therefore means that no additional input of any kind is required by a person.
  • FIG. 1 shows a rail vehicle 100 with a current collector 1 which picks up the voltage at a high-voltage source 101.
  • the high-voltage source 101 is an overhead line and the pantograph 1 is a pantograph.
  • the current collector 1 can also comprise common alternatives, for example side current collectors, which take the energy from a laterally arranged busbar.
  • the activation of the area 2, 12 and thus the activation of electrical conductors, which for example connect the pantograph 1 to the main switch 4, can include, for example, lowering the pantograph 1 away from the overhead line 101. Electrical conductors in Fig.
  • areas 2, 12 are surrounded by areas 2, 12 in which people can potentially come into contact with electrical conductors that are at a high voltage potential, for example AC 400 V or DC 680 V or more. These include in particular areas in the vicinity of the high voltage source 101, e.g. B. the roof of the rail vehicle or the pantograph, or areas near the main transformer 5.
  • a high voltage potential for example AC 400 V or DC 680 V or more.
  • FIG. 2 shows a schematic representation of two areas 2, 12.
  • the first area 2 includes in particular the proximity to the high-voltage source 101, the main switch 4 and the main transformer 5.
  • the first area 2 schematically includes the second area 12.
  • the second area 12 in FIG. 2 includes the proximity to the intermediate circuit after the main transformer 5. This includes in particular the line converter 7, the intermediate circuit capacitor 10, the discharge device 8, the drive converter 9 as well as the drive motors 9A, 9B and all electrical conductors that connect these devices together.
  • the area around individual ones of these devices as well as any combinations can be defined as the area.
  • FIG. 2 also shows the vehicle wheels 11 and the rails 102.
  • Two grounding points 6 are shown schematically.
  • the vehicle wheels can serve as grounding together with the rail.
  • electrical conductors area are earthed after disconnection.
  • the electrical conductors are electrically, i.e. galvanically, connected to a grounding point 6. Residual charge can drain through the grounding and a build-up of dangerous voltage through unintentional reconnection to a voltage source is prevented.
  • the grounded area 2, 12 is thus secured and can be entered by one person.
  • earthing devices were often only manually operable. To do this, a person often had to cover long distances in the rail vehicle. Sometimes the roof also had to be stepped on. The cumbersome manual switching by one person can be dispensed with thanks to the automatic grounding after activation.
  • the necessary accessibility of earlier earthing devices also required roof openings that were accessible via ladders and steps.
  • the roof openings are complex to implement and restrict the flexible arrangement of the roof components.
  • the roof openings represent a weakening of the car body structure, which results in additional constructive effort.
  • the sound and climate insulation properties are deteriorated.
  • the protection of passengers and staff is impaired by roof breakthroughs.
  • the proposed rail vehicle therefore manages without a roof opening.
  • the grounding can be carried out by an electrically driven grounding switch 3.
  • the electrically driven earthing switch 3 can be monostable and have a stable and an unstable state. The stable state is automatically assumed when the electrically driven earthing switch 3 is not electrically supplied. The stable state is a grounded state and the unstable state is an ungrounded state.
  • the monostable working principle is currently used for the components required for activation, the main vehicle switch and pantograph.
  • the stable, safe position is defined as "open" (non-conductive).
  • the pantograph (s) lower.
  • a closing signal or the auxiliary power is lost, the vehicle main switch (s) open.
  • the stable, safe position is defined as "closed” (conductive), ie the earthing switches must be actively opened and kept open. This is done by an opening command, for example via a control line that is actively connected to the switching voltage is applied.
  • the electrically driven earthing switch 3 can have an energy store 3A with auxiliary energy, the unstable state being maintained by the auxiliary energy for a defined period of time without external energy. In this way, for example, unwanted grounding in the event of a temporary failure of the external power supply by the pantograph 1 can be prevented.
  • the grounding for starting the rail vehicle can be canceled.
  • the energy store 3A can be charged again.
  • the energy store 3A is connected to the main transformer 5 via the vehicle electrical system.
  • the energy store 3A may include a battery or a capacitor.
  • the energy store can also be part of other components of the vehicle electrical system and be connected to the earthing switch 3.
  • the electrically driven earthing switch 3 is set up, after the electrical conductor or conductors have been activated, to earth them without manually operating the earthing switch and after a defined time interval.
  • the time interval can be, for example, 2, 5 or 10 seconds and in particular be in a range from 2 to 10 seconds. This can prevent inadvertent grounding of high-voltage equipment that is still live. This property is not necessary for the normal operational process of disconnection and grounding, but guarantees the process "disconnect - secure against reconnection - check that there is no voltage - earth" even in the event of a fault or if the auxiliary power fails, the earthing switch 3 is temporarily limited, ie to keep it open for a few seconds. As a result, sufficient time is gained in the event of a fault to carry out the necessary activation, that is, to open the main switch 4 and disconnect the pantograph 1 from the high-voltage source 101 and, if necessary, to empty the traction intermediate circuits.
  • a method for operating a rail vehicle 100 having a current collector 1 for contacting a high-voltage source 101, an electrical conductor electrically connected to the current collector 1, and an electrically driven earthing switch 3.
  • the method includes: detecting an impending grounding by the electrically driven grounding switch 3; - Automatic disconnection of the pantograph 1 from the high-voltage source 101.
  • the acknowledgment of the command to hold open the earthing switch 3 causes the disconnection to be triggered immediately if the open command is no longer present or the auxiliary power is no longer sufficient to keep it open and enables, in connection with the temporarily stored auxiliary power, to guarantee the activation process even in the event of an error.
  • the method can be combined with the method described above, as it describes the error case of unintentional earthing and the method described above describes the regular disconnection and earthing.
  • the electrically powered grounding switch 3 can according to an embodiment a
  • vacuum circuit breakers These switches are capable of remaining charges in electrical conductors and a short-circuit current associated therewith to be conducted away non-destructively.
  • Earthing switches in vacuum technology allow better integration in encapsulated, fully insulated high-voltage systems. This generally increases the protection against accidental contact compared to high-voltage components arranged openly on the roof with insulation in air.
  • the grounding takes place through the grounding switch 3 with respect to the main switch 4 single-pole between the main switch 4 and the main transformer 5.
  • the method can also include: opening the main switch 4, in particular before grounding.
  • the pantograph 1 is not earthed by closing the earthing switch 3.
  • the main transformer 5 is connected to the earthing point 6 via the earthing switch 3 when the main switch 4 is open.
  • the second pole of the main switch 4, that is to say the connection between the main switch 4 and the current collector 1, is not earthed by the earthing switch 3 in this embodiment.
  • this is not necessary, since the high-voltage source 101 is discharged and grounded separately.
  • the overhead line is previously activated and grounded. Earthing would be unnecessary and ineffective for the feed direction through the overhead line. Any energy fed back from the vehicle is diverted through the transformer-side earthing switch 3.
  • the grounding can also be two-pole.
  • a connection to the grounding point 6 is also established between the pantograph 1 and the main switch 4.
  • the rail vehicle has a main transformer 5, which is connected to the current collector 1, the earthing switch 3 being arranged such that a single-pole earthing takes place between the main switch 4 and the main transformer 5.
  • the electrical conductor connecting the main switch 4 to the main transformer 5 is grounded through the earthing switch 3, and the electrical conductor connecting the current collector 1 to the main switch 4 is not grounded through the earthing switch 3.
  • the main transformer 5 is connected on the primary side via a main switch 4 through electrical conductors to the current collector 1.
  • the rail vehicle On the secondary side of the main transformer, the rail vehicle has the intermediate circuit to which the drive converter 9 and the On-board network (not shown) are connected. All of these components are connected with electrical conductors.
  • the rail vehicle has a main transformer 5, which is connected to the current collector 1, the main transformer 5 being connected on the primary side via the main switch 4 to the current collector 1, the earthing switch S arranged on the primary side of the main transformer 5 and with electrical conductors and the rail vehicle 100 has a discharge device 8, which is connected on the secondary side to the main transformer 5, with no grounding being provided on the secondary side of the main transformer 5. Since the main transformer 5 is grounded on the primary side by the grounding switch 3 and is secondarily discharged, grounding on the secondary side can be dispensed with in some embodiments. Alternatively, an earthing switch can also be provided on the secondary side. The earthing switch can also be an electrically driven earthing switch, in particular a monostable earthing switch similar to the earthing switch on the primary side of the main transformer 5.
  • the rail vehicle 100 has a workshop feed for the electrical supply of the rail vehicle 100 in a switched-off state, the workshop feed being connected to a second electrically driven earthing switch and at least one second electrical conductor in a second area 2, 12, wherein the second earthing switch is set up to earth the electric conductor in the second area 2, 12 without manual switching after the electrical conductor in the first area 2, 12 has been released, the second electrically driven earthing switch being manually openable.
  • Manual can include that the earthing switch can be opened manually on site or manually by an electrical command, for example from a driver's cab of the rail vehicle.
  • second electrical conductors are automatically grounded in two areas 2, 12. The two electrical conductors are not directly electrically connected to one another, as this would make the second earthing superfluous.
  • the two electrical conductors are on different Voltage levels.
  • the electrical conductor in the first area 2 of voltage level IV is above AC 1000 V and / or above DC 1500 V and the second electrical conductor is in the second area of voltage level III with voltages between AC 50 V and AC 1000 V or DC 120 V and DC 1500 V, especially 1500 V DC, 750 V DC, 680 V DC, 1000 V AC or 400 V AC.
  • the area can be locked, for example by a door with a manual or electric lock.
  • the rail vehicle has a driver's cab with a control device, the control device being set up to control the activation of the electrical conductor from the high-voltage source 101 and to unlock access for people to the associated lockable area 2, 12.
  • the control device can also be set up to open the second electrically driven earthing switch after a manual input by a user.
  • the rail vehicle can also have two driver's cabs, each with a control device.
  • the electrically driven earthing switch 3 has an optical indicator for displaying a switch state, the area 2, 12 being lockable for people and the optical indicator being visible to a person outside the area 2, 12.
  • the optical indicator is, for example, a light signal or a mechanical pointer.
  • the area 2, 12 can be closable, for example by a door or flap. A person who would like to enter the area 2, 12 can determine by means of an externally visible optical indicator whether or not it is safe to enter.
  • the door or flap can have a window, for example, or the optical indicator is located external to the door or flap and is connected to the electrically driven earthing switch 3.

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de mise à la terre de conducteurs électriques dans une zone d'un véhicule ferroviaire (100) qui présente un collecteur de courant (1) pour mettre en contact une source de haute tension (101) et un conducteur électrique, électriquement connectés au collecteur de courant (1), dans une zone (2, 12) du véhicule ferroviaire, le procédé comprenant les étapes consistant à : - déconnecter le conducteur électrique dans la zone (2, 12) ; et - mettre à la terre automatiquement le conducteur électrique dans la zone (2, 12) au moyen d'un commutateur de mise à la terre après la déconnexion du conducteur électrique, la mise à la terre étant effectuée après la déconnexion sans actionnement manuel du commutateur de mise à la terre.
EP21726392.0A 2020-05-19 2021-05-18 Véhicule ferroviaire équipé d'un interrupteur de mise à la terre automatique et procédé de mise à la terre de conducteurs électriques dans une zone d'un véhicule ferroviaire Pending EP4153443A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020113562.9A DE102020113562A1 (de) 2020-05-19 2020-05-19 Schienenfahrzeug mit einem automatischen Erdungsschalter und Verfahren zum Erden von elektrischen Leitern in einem Bereich eines Schienenfahrzeugs
PCT/EP2021/063160 WO2021233921A1 (fr) 2020-05-19 2021-05-18 Véhicule ferroviaire équipé d'un interrupteur de mise à la terre automatique et procédé de mise à la terre de conducteurs électriques dans une zone d'un véhicule ferroviaire

Publications (1)

Publication Number Publication Date
EP4153443A1 true EP4153443A1 (fr) 2023-03-29

Family

ID=75977760

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21726392.0A Pending EP4153443A1 (fr) 2020-05-19 2021-05-18 Véhicule ferroviaire équipé d'un interrupteur de mise à la terre automatique et procédé de mise à la terre de conducteurs électriques dans une zone d'un véhicule ferroviaire

Country Status (3)

Country Link
EP (1) EP4153443A1 (fr)
DE (1) DE102020113562A1 (fr)
WO (1) WO2021233921A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102023200558A1 (de) 2023-01-25 2024-07-25 Siemens Mobility GmbH Container in einem Maschinenraum eines Schienenfahrzeugs
DE102023203044A1 (de) 2023-03-31 2024-10-02 Siemens Mobility GmbH Speisung eines Schienenfahrzeugs mit Traktionsbatterie

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB676243A (en) * 1949-11-29 1952-07-23 Standard Telephones Cables Ltd Improvements in or relating to automatic safety devices for electrical power supplies
FR2865973B1 (fr) * 2004-02-10 2006-04-21 Faiveley Transport Dispositif multifonction pour systeme ferroviaire de captage de courant
DE102006015085A1 (de) 2006-03-13 2007-09-27 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung zur Aufnahme und Übertragung von elektrischer Energie für Schienenfahrzeuge
FR2926391B1 (fr) * 2008-01-15 2017-06-09 Alstom Transport Sa Dispositif de commutation dispose sur un vehicule a alimentation electrique
DE102014213073A1 (de) 2014-07-04 2016-01-07 Siemens Aktiengesellschaft Hochspannungseinrichtung für ein Fahrzeug
DE102014219554A1 (de) 2014-09-26 2016-03-31 Siemens Aktiengesellschaft Stromabnehmeranordnung für ein Fahrzeug

Also Published As

Publication number Publication date
DE102020113562A1 (de) 2021-11-25
WO2021233921A1 (fr) 2021-11-25

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