EP4244091A1 - Agencement d'entraînement pour déplacer un dispositif de mise en contact, et dispositif de mise en contact et utilisation de celui-ci - Google Patents

Agencement d'entraînement pour déplacer un dispositif de mise en contact, et dispositif de mise en contact et utilisation de celui-ci

Info

Publication number
EP4244091A1
EP4244091A1 EP21811252.2A EP21811252A EP4244091A1 EP 4244091 A1 EP4244091 A1 EP 4244091A1 EP 21811252 A EP21811252 A EP 21811252A EP 4244091 A1 EP4244091 A1 EP 4244091A1
Authority
EP
European Patent Office
Prior art keywords
arm
contacting device
drive arrangement
actuating
lever
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
EP21811252.2A
Other languages
German (de)
English (en)
Inventor
Jan Koopsingraven
Marcel Völker
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.)
Stemmann Technik GmbH
Original Assignee
Stemmann Technik 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 Stemmann Technik GmbH filed Critical Stemmann Technik GmbH
Publication of EP4244091A1 publication Critical patent/EP4244091A1/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
    • 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
    • B60L5/26—Half pantographs, e.g. using counter rocking beams
    • 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
    • B60L5/28—Devices for lifting and resetting the collector
    • B60L5/30—Devices for lifting and resetting the collector using springs
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to a drive arrangement for moving a contacting device according to the features of patent claim 1 and such a contacting device and its use.
  • pantographs are known in the prior art. It is a kinematic system to shift a contacting device from a lowered position to a raised position against a contact wire. However, there are also applications in which a contacting device is to be moved from a raised to a lowered position against a counterpart.
  • the invention is based on the object of providing a drive device for such a contacting device with a counterpart located below, which is suitable for interrupting the contact with the counterpart in the event of a malfunction and at the same time is designed to apply a defined contact pressure without the need for a complex control system or regulation is required. A corresponding contacting device and its use should be shown.
  • the drive arrangement according to the invention is intended to move a contacting device from a raised position to a lowered position.
  • the contacting device is designed to come into electrically conductive contact with a counterpart, specifically at different heights.
  • This counterpart can be, for example, a contacting device on a roof area of a motor vehicle that is to be charged in a charging station by means of the contacting device. It can be e.g. B. also be a watercraft that is to be charged electrically. Vessels that are loaded and unloaded in port and that are subject to the tidal range have an almost constantly changing vertical position.
  • the drive arrangement has a first arm as the upper arm and a second arm as the guide arm, which together with a third arm as the lower arm form a four-bar linkage.
  • the lower arm has a free lower end which supports the contactor.
  • An actuator is in operative engagement with the first arm via an actuating lever.
  • the first arm is, so to speak, the drive arm.
  • the second arm is a guide arm to guide the third arm.
  • the control lever between the actuator and the first arm is pivotally connected to the first arm. It is under the influence of a spring force in order to support the adjusting lever in a position on the first arm, so that the first arm is also under the influence of the spring force.
  • the spring force can be a tensile force or a compressive force. This means that the adjusting lever is either pressed against the first arm or pulled against the first arm under the influence of the spring force.
  • the spring force counteracts the actuating force.
  • the spring force can act on the actuating lever at the same point as the actuating force. With regard to the functional principle of the drive arrangement, the positions of the points at which the spring force and the actuating force act on the actuating lever are irrelevant.
  • the spring force and the actuating force can coincide at one point. If a spring is to be dimensioned smaller, this can be compensated for by a larger lever arm. On the other hand, if the actuating force is to be reduced, the actuator can be combined with a larger lever arm, i. H. the actuating force can act at a greater distance from a pivot point of the lever arm. It is generally simpler in terms of design if the points of application for the actuating force and the spring force are not identical, so that the spring force and the actuating force are in operative engagement with the actuating lever at a distance from one another. In the context of the invention, the term active engagement does not mean that the spring itself has to be connected to the actuating lever.
  • the spring force can also be transmitted from the spring to the adjusting lever via intermediate elements such as coupling rods, connecting elements or other suitable gear elements. The same applies to the connection between the actuator and the control lever.
  • the counteracting of spring force and actuating force is to be understood in the sense of opposing force vectors.
  • the vector of the spring force does not necessarily have to be associated with the orientation, e.g. B. a helical compression spring. It is sufficient if the spring force predominantly counteracts the actuating force.
  • the weight, which presses the contacting device down against the counterpart should ensure contact with the counterpart over a very wide vertical adjustment range, without the spring force having an effect on the contact pressure. It is not the spring force that presses the contacting device against the counterpart, nor is it the actuating force. Rather, the actuating lever should be displaced by means of the actuator when lowering so far that the contacting device rests floating on the counterpart, so to speak.
  • the counterpart can change its vertical position within a very large stroke range without changing the contact pressure. With the invention, it is therefore possible to realize an essentially constant contact pressure without complex electromechanical controls or regulations.
  • a certain influence of the spring force only comes into play when the spring force acts on the actuating lever at a different point than the actuating force.
  • the spring force can partially increase and partially reduce the contact pressure.
  • the spring force or a spring is primarily provided for emergency operation.
  • An emergency occurs when the actuating lever can no longer apply any actuating force, for example because it is de-energized.
  • a spindle drive is decoupled and the spindle is retracted by means of the spring force.
  • an emergency power source is used, for example by a battery driving a spindle drive of the adjusting lever in order to lift the first arm with the support of the spring force.
  • the contacting device can be held in a raised position solely by the influence of the spring force, in which the contacting device is not in contact with the counterpart.
  • the actuator In order to move the contacting device to a lowered position or to pivot the first arm, the actuator has the actuating force that exerts an actuating torque on the actuating lever that is greater than a restoring torque caused by the spring force on the actuating lever.
  • the actuating lever can be shifted from the driving position to a release position.
  • the adjusting lever can be supported on the first arm via a driver when the first arm is moved into the raised position and can be lifted off the arm when the first arm is moved into a lowered position.
  • the moment generated by the weight of the contacting device dominates. Since the adjusting lever is pivotally connected to the first arm, the first arm is largely free from the influence of the spring force and also free from the influence of the adjusting force in the lowered position.
  • the contacting device is pulled down by its own weight and rests on the counterpart by its own weight.
  • the pressing force with which the contacting device contacts the counterpart depends significantly on the weight of the contacting device and the four-bar linkage mounted on it and not on the spring force.
  • the travel speed of the entire system is controlled by the speed of the actuator.
  • a further advantage of the drive arrangement according to the invention can be seen in connection with motor vehicles, because they can be raised or lowered in the loading position, for example due to a change in the load.
  • the pressing force of the contacting device should not increase in order not to damage the motor vehicle. At the same time, however, it must not be reduced in order to ensure a safe flow of energy and to avoid arcing.
  • the pressing force of the contacting device should be kept as constant as possible. This is achieved by the release position of the driver, which leads to a floating support of the contacting device on the counterpart, i.e. not forcibly guided in the vertical direction.
  • the weight with which the contacting device rests against a counterpart is generated in particular only by the weight of the contacting device.
  • the driver is used to support a console on the first arm.
  • An adjustable spacer can be arranged on the driver or on the console in order to adjust the distance between driver and console.
  • the Spacers such as a threaded bolt, the position of the four-bar linkage can be determined in the raised position.
  • the first arm has a first, upper end.
  • the adjusting lever is connected in an articulated manner to the first arm.
  • the area of this first end includes in particular the area of the bearing of the first arm, which is also the main bearing at the same time, via which the drive arrangement and also the contacting device are held.
  • the second arm serves primarily as a guide arm, so that the third arm or the contacting device arranged on it executes the desired movement.
  • the articulated connection between the control lever and the first arm is in the immediate vicinity of this main bearing or the main bearing axis of the first arm. It can also lie directly on the main bearing axis.
  • a bearing support for the adjusting lever is preferably arranged on the first arm.
  • the adjusting lever is articulated on this bearing support.
  • the bearing carrier is arranged in particular on a bearing sleeve for the main bearing on the first arm.
  • the bearing bracket is pivoted together with the bearing sleeve of the first arm.
  • This bearing support can also be used to carry the console.
  • the bearing bracket then has a dual function: on the one hand, it serves to support the adjusting lever and, on the other hand, the forces exerted by the spring or the actuator can be transmitted via the console.
  • the torque that is applied to raise the first arm via the adjusting lever is largely determined by the distance between the bearing of the adjusting lever and the main bearing and by the position of the console.
  • the actuator is preferably designed as a linear drive. This can be an electrically driven spindle drive or a piston-cylinder arrangement that is driven hydraulically or pneumatically.
  • the actuator acts in the form of a linear drive, essentially parallel to the spring force.
  • the spring force is in particular a tensile force, since in this case the spring is arranged in a very space-saving manner between the main bearing and the bearing point of the second arm in the uppermost region of the drive arrangement can. Since the spring exerts a tensile force, a counteracting actuator must exert a compressive force, at least when both components are arranged essentially parallel to one another.
  • the spring force preferably acts between an articulated connection of the actuating lever with the actuator and an articulated connection between the actuator and the bearing bracket.
  • the lever arm of the actuator in relation to the main bearing of the first arm is greater than the lever arm of the spring in relation to the main bearing of the first arm.
  • the actuating force can be reduced. It is therefore quite possible that, due to the lever ratios, the actuating force to be applied by the actuating drive is significantly lower than the spring force acting in the opposite actuating direction.
  • the decisive factor is that the force acting upwards on the contacting device due to the restoring moment in the release position is smaller than the force of weight acting downwards on the contacting device.
  • the spring or spring force can also be arranged at a greater distance than the actuating drive from the articulated connection between the actuating lever and the first arm.
  • the spring can be arranged at the bottom and the actuator can be arranged at the top above the spring. Arrangements of actuators and springs arranged next to one another are also possible, viewed in the horizontal direction.
  • the spring force can also be applied by several springs. The invention is not limited to a single spring.
  • the invention also relates in particular to a contacting device with such a drive arrangement as has been explained above.
  • the contacting device is in particular a device for making an electrically conductive contact, for example at a stationary charging station, with a mobile counterpart, for example a motor vehicle.
  • the actuating lever is shifted into a release position, so that the counterpart is predominantly or exclusively under the influence of the weight of the contacting device and the associated connected arms is in contact with the contactor.
  • the contacting device remains in this position until, for example, a charging process is completed.
  • the actuator then works in the opposite direction so that the control lever comes to rest against the console again.
  • the control lever with the console is now used as a driver to swing back the first arm.
  • the provision can only be made via the spring force, for example in an emergency situation.
  • the contacting device is raised so far without actuating the actuator that the contacting device is only raised further by the spring force.
  • the return is controlled under the influence of the actuator.
  • FIG. 1 shows a drive arrangement in a simplified representation in a lowered position
  • FIG. 2 shows a detail of the drive arrangement of FIG. 1;
  • FIG. 3 shows the drive arrangement of FIG. 1 in a lowered position, with the actuating lever in a release position
  • Figure 4 shows a detail of Figure 3
  • Figure 5 shows the drive arrangement of Figures 1 to 4 in a higher position
  • FIG. 6 a detail of FIG. 5;
  • Figure 7 the drive assembly of Figures 1 to 6 in the raised
  • Figure 8 a detail of Figure 7.
  • FIG. 1 shows a side view of a drive arrangement 1 for a contacting device 2, which can be displaced from a raised position into a lowered position shown.
  • the drive assembly 1 is suspended and attached to a supporting frame, not shown in detail, which is located above the drive assembly 1 . It has several arms that form a four-bar linkage.
  • a first arm 3 is the main arm. This has a main bearing 5 at its first, upper end 4. The main bearing 5 is connected to the frame in a manner that is not shown in detail.
  • a second arm 6 has a bearing 7 at its first, upper end, via which the second arm 6 is connected to the frame, and at the second, lower end a lower bearing 8.
  • the first arm 3 also has such a lower bearing 9.
  • the two lower bearings 8, 9 are arranged at a distance from one another and are pivotally connected to one another via a third arm 10.
  • the distance between the lower bearings 8, 9 is relatively small in relation to the overall length of the third arm 10.
  • a lower end 11 of the third arm 10, which is connected to the contacting device 2 can be pivoted over a relatively large stroke range.
  • the upper bearing 7 of the second arm 6 and the main bearing 5 are fixed joints.
  • the entire drive arrangement including the contacting device 2 is carried by these two bearings 5, 7, with the main load being taken up by the first arm 3, while the second arm 6 is provided for guiding the third arm 10 or the contacting device 2 for kinematic reasons.
  • the drive arrangement 1 has an actuator 12. It is a linear drive. It includes an actuating cylinder 13 in which a piston rod 14 is guided.
  • the piston rod 14 is pivotably connected to a bearing on the adjusting lever 15, the adjusting lever 15 being pivotably connected to the first arm 3 via a bearing carrier 16 via a further bearing.
  • the bearing bracket 16 is twisted with a bearing sleeve 17 of the Bearing bracket 16 connected, in particular welded.
  • the bearing sleeve 17 is part of the first arm 3 and rotates about the main bearing 5 when the first arm 3 pivots. Accordingly, the angular position of the bearing bracket 16 with respect to the first arm 3 is always the same.
  • the adjusting lever 15 is also connected to a spring 18 which exerts a spring force F1 on the adjusting lever 15 .
  • the spring 18 and the actuator 12 are supported on the frame.
  • FIG. 2 shows the area of the main bearing 5 of the drive arrangement 1 in an enlarged representation.
  • the main bearing 5 with the bearing sleeve 17 defines the pivot axis A for the bearing carrier 16 which is firmly connected to the first arm 3 .
  • the other pivot axes C, D relate to the spring 18 and the drive unit 12.
  • the pivot axis B of the bearing carrier 16 coincides with the pivot axis A of the main bearing 5.
  • the position of the pivot axis B in the vicinity of the main bearing 5 plays a minor role.
  • the adjusting lever 15 is in contact with the bearing carrier 16 over two areas.
  • the first contact is the articulated connection in the pivot axis B.
  • the second contact is between a driver 19 on the adjusting lever 15 and a bracket 22 on the bearing bracket 16. This contact limits the pivoting mobility of the bearing bracket 16 in one direction, specifically in the direction , in which the spring force F1 acts.
  • the console 22 is oriented parallel to a straight line G(AB) through the pivot axes A and B.
  • the parallelism is not absolutely necessary, but the position of the bracket 22 is such that when the adjusting lever 15 is pivoted, the driver 19 can be supported on it.
  • a torque M(A)G acts on the arm 3 in the pivot axis A of the main bearing 5 due to the weight G of the contacting device 2.
  • This Torque M(A)G is so great that the bracket 22 is pressed against the driver 19.
  • a spacer 20 in the form of a screw bolt is arranged on the driver 19 in order to adjust the distance between the driver 19 and the bracket 22 . If the distance is increased, the arm 3 can no longer pivot as far down as shown in FIG. The lower and upper end position or the maximum lowered and raised position can be determined via the spacer 20 .
  • the driver 19 forces the bearing bracket 16 to rotate counterclockwise via the pressure on the bracket 22 and the tension in the area of the pivot bearing B.
  • the arm 3 is pivoted counterclockwise and as a result the contacting device 2 is raised.
  • FIG. 3 shows the state of the drive arrangement 1 in the lowered position, but with the difference from FIG.
  • the contacting device 2 is therefore in a slightly raised position compared to FIG.
  • the third arm 10 is not pivoted quite as far as in the exemplary embodiment in FIG is explained with reference to the enlarged representation of FIG.
  • the piston rod 14 was not extended any further.
  • the bearing carrier 16 was also pivoted counterclockwise due to the anticlockwise movement of the arm 3, the console 22 is no longer in contact with the driver 19.
  • the straight line G(AB) is between the two pivot bearings A and B in a larger angle W1 to the direction of the spring force F1 than in FIG. That is among other things on the very small distance due between the pivot axes A and B and to the acute angle W1, which is less than 45 °.
  • the release position of the adjusting lever 15, as shown in FIGS. 3 and 4 enables a contact pressure force on the counterpart 21 that is predominantly determined by the weight force.
  • Figures 5 and 6 show a situation in which the first arm 3 is raised even further.
  • the actuator 12 was not further extended or retracted, but has the same position as in Figure 4. This illustration makes it clear that even with a contacting device 2 that has been almost completely moved upwards, there is still sufficient weight G to ensure an electrical connection with a counterpart can be.
  • FIGs 7 and 8 finally show the fully raised position in which the driver 19 acts against the console 22 again.
  • the piston rod 14 is now retracted.
  • the entire drive assembly 1 is extremely compact in the raised position and offers a high headroom below the drive assembly 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un agencement d'entraînement (1) pour déplacer un dispositif de mise en contact (2) d'une position élevée à une position abaissée. Des bras articulés (3, 6, 10) portent le dispositif de mise en contact (2) qui peut être déplacé en faisant pivoter les bras (3, 6, 10). Un entraînement d'actionnement (12) est relié à un levier d'actionnement (15) sur le premier bras (3) et peut soulever ou abaisser ce bras par l'intermédiaire d'un élément d'entraînement, tandis que le bras (3), au moyen de sa force gravitationnelle, est supporté sur l'élément d'entraînement. Dans la position abaissée, il n'y a pas de support sur l'élément d'entraînement (19). Un ressort (18) agit à l'encontre de l'entraînement d'actionnement (12). L'invention concerne aussi un dispositif de mise en contact abaissable (2) comportant un tel agencement d'entraînement et l'utilisation de celui-ci. L'agencement d'entraînement permet une élévation d'urgence sans énergie.
EP21811252.2A 2020-11-12 2021-11-11 Agencement d'entraînement pour déplacer un dispositif de mise en contact, et dispositif de mise en contact et utilisation de celui-ci Pending EP4244091A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020129874.9A DE102020129874A1 (de) 2020-11-12 2020-11-12 Antriebsanordnung für die Verlagerung einer Kontaktiervorrichtung sowie Kontaktiervorrichtung und deren Verwendung
PCT/DE2021/100901 WO2022100790A1 (fr) 2020-11-12 2021-11-11 Agencement d'entraînement pour déplacer un dispositif de mise en contact, et dispositif de mise en contact et utilisation de celui-ci

Publications (1)

Publication Number Publication Date
EP4244091A1 true EP4244091A1 (fr) 2023-09-20

Family

ID=78725192

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21811252.2A Pending EP4244091A1 (fr) 2020-11-12 2021-11-11 Agencement d'entraînement pour déplacer un dispositif de mise en contact, et dispositif de mise en contact et utilisation de celui-ci

Country Status (6)

Country Link
US (1) US20230398874A1 (fr)
EP (1) EP4244091A1 (fr)
CN (1) CN115427250A (fr)
CA (1) CA3175164A1 (fr)
DE (1) DE102020129874A1 (fr)
WO (1) WO2022100790A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT526545A1 (de) * 2022-09-19 2024-04-15 Siemens Mobility Austria Gmbh Stromversorgungseinrichtung, Stromversorgungsanordnung, Fahrzeug und Rückholverfahren

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN204340711U (zh) 2014-11-04 2015-05-20 南车株洲电力机车有限公司 一种受电弓用气缸驱动装置
EP3031658B1 (fr) 2014-12-12 2020-03-18 Siemens Mobility GmbH Procédé de chargement d'un accumulateur d'énergie pour un véhicule
DE102015217380A1 (de) * 2015-09-11 2017-03-16 Schunk Bahn- Und Industrietechnik Gmbh Positioniereinheit für eine Ladestation und Verfahren zur Kontaktierung
CN108725211B (zh) 2018-06-25 2023-06-20 西南交通大学 一种磁浮列车三相供集电装置

Also Published As

Publication number Publication date
CN115427250A (zh) 2022-12-02
DE102020129874A1 (de) 2022-05-12
CA3175164A1 (fr) 2022-05-19
US20230398874A1 (en) 2023-12-14
WO2022100790A1 (fr) 2022-05-19

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