EP4347309A1 - Dispositif de fixation d'un rail aérien de contact et ensemble comprenant un système de bras orientable composé d'au moins deux dispositifs destinés à fixer un rail aérien de contact et rail aérien de contact - Google Patents

Dispositif de fixation d'un rail aérien de contact et ensemble comprenant un système de bras orientable composé d'au moins deux dispositifs destinés à fixer un rail aérien de contact et rail aérien de contact

Info

Publication number
EP4347309A1
EP4347309A1 EP22741367.1A EP22741367A EP4347309A1 EP 4347309 A1 EP4347309 A1 EP 4347309A1 EP 22741367 A EP22741367 A EP 22741367A EP 4347309 A1 EP4347309 A1 EP 4347309A1
Authority
EP
European Patent Office
Prior art keywords
boom
arm
conductor rail
overhead conductor
joint
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
EP22741367.1A
Other languages
German (de)
English (en)
Inventor
Bruno Casali
Matthias Brunner
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.)
Furrer and Frey AG
Original Assignee
Furrer and Frey AG
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 Furrer and Frey AG filed Critical Furrer and Frey AG
Publication of EP4347309A1 publication Critical patent/EP4347309A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/30—Power rails
    • B60M1/307—Supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/12—Trolley lines; Accessories therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/30—Railway vehicles

Definitions

  • Device for mounting an overhead conductor rail and arrangement comprising a boom system of at least two devices for mounting an overhead conductor rail and one
  • the device according to the invention and a boom system formed from it serves to pivot overhead conductor rails. This technology is primarily used in depot facilities and workshops.
  • the overhead conductor rail Before a train can be serviced, the overhead conductor rail must be turned off. There is therefore a section insulator directly in front of the depot, which ensures that only this one track in the hall is switched off. The overhead conductor rail is then grounded. Now it can be removed. As soon as it reaches its end position, access to the roof work platform is cleared so that maintenance work can begin.
  • Removing the overhead conductor rail from above the vehicle has advantages of improved accessibility and increased safety during maintenance.
  • FIG. 10a The overhead conductor rail 10a is attached to a boom system comprising at least two booms la, but preferably a large number of booms. These each have a pivoted cantilever arm, which is rotatably mounted at its location and then extends rigidly over a distance X to the contact wire suspension of overhead conductor rail 10 .
  • the overhead conductor rail 10a is moved from a pivoted-in state 200a above the vehicle into a pivoted-out state 300a for maintenance purposes.
  • “Pivoted out” means that the overhead conductor rail 10a is removed by a pivoting movement from the area above the vehicle. It is therefore a folding away of the overhead conductor rail 10a.
  • the segment length Y of a boom system with overhead conductor rail fixed thereto is preferably 200 m in Fig add two segment lengths to a total length Z.
  • the distance A indicates the distance between two brackets of the bracket system.
  • the overhead conductor rail has at least one separation point 100a, at which the overhead conductor rail of the depot must be separated from the normal rail or external rail 400a of the vehicle.
  • a drive-through depot is shown in Fig. 11, at which such a disconnection point 100a is arranged in both entry and exit areas of the depot 500a.
  • the coupling at the disconnection point takes place via an inclined movement of the overhead conductor rail towards the external conductor rail. Due to the travel path at Contact must add em the separation point can be defined accordingly long. The movement of the contact elements against each other after touching them is comparatively long.
  • the object of the present invention is to provide an overhead conductor rail with a boom system that requires less space and reduces the mechanical wear at the point of separation from a conventional, in particular immovably mounted, running rail or increases the connection variants for realizing the point of separation .
  • the present invention solves this problem with a device having the features of claim 1.
  • a device has a cantilever arm and a holding device for holding the cantilever arm on a base.
  • the cantilever arm is designed to hold an overhead conductor rail.
  • an overhead conductor rail has a contact wire for making contact with a pantograph.
  • the contact wire is typically clamped in the holding device, e.g. held by clamping legs.
  • the cantilever arm should be designed for the corresponding loads for mounting the overhead rail and also meet the other boundary conditions for mounting an overhead conductor rail.
  • the overhead conductor rail is designed to supply energy to a rail vehicle.
  • the cantilever arm can have a first holding device for holding the overhead conductor rail.
  • This can be an adapter, which directly with the holding device of the contact wire Overhead conductor rail can be connected.
  • indirect mountings are also conceivable.
  • the cantilever arm is also connected, in particular pivotably, to a second holding device for fixing the cantilever arm to a base, for example a mast.
  • the holding device can preferably be designed in such a way that the extension arm swings out horizontally, i.e. parallel to the floor plane of the vehicle and in particular perpendicular to the course of the rail vehicle in question, with which the overhead conductor rail can be contacted.
  • the cantilever arm has at least two cantilever legs, with the overhead conductor rail being pivotably arranged on one of the cantilever legs.
  • the second holding device or the holder for the cantilever arm on the ground can be pivotably arranged on the respective other cantilever leg.
  • the cantilever arm can preferably have only two cantilever arms in a structurally simple manner, but it is also possible to provide more than these two cantilever arms, for example four cantilever arms analogous to the geometry of a pantograph, as a scissor joint or the like
  • the cantilever arm is preferably designed as an articulated arm, preferably so that the two cantilever arms are connected to one another via a joint.
  • the overhead conductor rail is not in a circular motion from the top of the rail vehicle carried away, but in a linear movement or a movement on a circular path that reduces in the course of the movement. Both variants reduce the space required for the depot and at the same time ensure a reduced contact distance when making contact at the separation point.
  • an anti-twist device for the joint preferably in the form of a tie rod, can be arranged. This also allows for improved force distribution of the load on the extension arm.
  • the joint can include at least one swivel joint or be designed as a swivel joint. However, this does not mean that only one axis of rotation must be provided.
  • the joint preferably comprises two axle bolts which run parallel to one another and which define two parallel, side-by-side rotation axes.
  • Each of the pivot bolts is preferably located in a bolt receptacle arranged at the end of the jib arm, so that the jib arm is rotatably mounted around the pivot bolt.
  • the axle bolts can be connected to a fixing device for fixing the distance between the axle bolts.
  • the fixing device can have one fixing plate or particularly preferably two fixing plates for better force distribution, which are preferably fixed at the end of the axle bolt.
  • the joint can have teeth on the cantilever arms to ensure synchronization of the two cantilever arms. This can preferably be done by two meshing gears, one of the gears being firmly connected to one of the boom legs.
  • the device can also have at least one device for absorbing the deflection of the cantilever arm. This can preferably be done in the longitudinal direction of the second boom arm running boom rope. However, this does not necessarily have to run parallel to the second arm, but preferably at an angle of more than 5° to it, with the angle opening up from the joint to the holding device.
  • the device for absorbing the deflection can have one or more adjusting screws provided at the end in the connection area of the second boom arm with the second holding device, via which the alignment, in particular the angular position of the boom arm relative to the holding device on the ground, can be adjusted.
  • the first cantilever leg can advantageously have an insulator, in particular an insulator made from a non-conductive solid.
  • an insulator in particular an insulator made from a non-conductive solid.
  • Corresponding insulators made of ceramic, porcelain or the like are known in electrical engineering.
  • the cantilever arm can have a device for forced grounding in the extended state, in which the angle between the two cantilever arms is minimal.
  • Also according to the invention is an arrangement comprising at least one cantilever system with at least two devices according to the invention and an overhead conductor rail for supplying energy to a rail vehicle, which is pivotably held by the cantilever arms.
  • the overhead conductor rail of the arrangement has at least one coupling element of a separation point, the coupling element being able to be inserted into a complementary coupling element perpendicularly to the longitudinal extent of the overhead conductor rail.
  • the previous coupling was always at an angle, but not perpendicular to the length of the overhead conductor rail. This reduces the mechanical wear of the coupling elements and increases the design freedom in the design of the coupling elements, which, for example, now also can be implemented as a simple plug-in connection and not as a sliding contact as was previously the case.
  • Fig. 7 side view of the cantilever arm
  • FIG. 8 is a perspective view of a front jib arm of the jib arm
  • 11 shows a schematic view of a pivotable overhead conductor rail system according to the prior art
  • 12 perspective view of a second embodiment variant of the invention according to the invention
  • the device according to the invention is used for pivoting overhead conductor rails.
  • This technology is primarily used in depots and workshops, but can also be used in tunnels.
  • This task is performed by supplying power to the vehicle through the overhead conductor rail.
  • the overhead conductor rail must then be switched off and removed from the vehicle for reasons of repair and inspection work, so that the maintenance work can be carried out more efficiently and at the same time safely thanks to the improved accessibility.
  • the invention now starts with the idea of using a device with a multi-part extension arm with at least two extension arms and a folding device for pivoting the overhead conductor rail, in which the extension arms of the extension arms are connected to one another via a joint.
  • FIG. 1 shows the advantages of such a device according to the invention.
  • the electrical contact is the separation point of the system. When swiveled in, it is the electrical connection between the overhead conductor rail and the horizontally adjustable one overhead conductor rail. If you now swing away, the contact separates so that the overhead conductor rail can be moved away.
  • the extension arms generate the movement. They are constructed in such a way that the overhead conductor rail does not move in its longitudinal axis, but can only move in the transverse axis. This means that the entire hall of the depot can be used with this system.
  • the movement of the overhead conductor rail 10 is not oblique due to the cantilever arms designed as articulated arms, but in a kind of parallel displacement in a straight line, in particular on a linear path, between the pivoted-out position 300 and the pivoted-in position 200.
  • the separation point 100 is thus vertical - not oblique as before - hit by the movable overhead conductor rail. This results in a shorter coupling path to the end position. This also becomes particularly clear from the detailed representation of the separation point from FIG. Overall, the overall length of the depot is also becoming shorter.
  • Fig. 2 shows in detail the arrangement of a cantilever arm 1 of the cantilever system with the overhead conductor rail 10 attached to it.
  • a corresponding cantilever system should have at least two or more such cantilever arms 1, and preferably at the end of the overhead conductor rail an electrical interface to an adjacent overhead conductor rail or travel rail .
  • the extension arm 1 comprises at least two extension arms 2 and 3, which are connected to one another via a joint 5.
  • a rear extension arm 2 has, on the terminally opposite side of the joint, a fixing on a holder 7 that is pivotable about an axis of rotation RI for fixing the arrangement according to the invention to a substrate.
  • a front boom arm 3 on the other hand, has a pivotable end on the opposite end of the joint 5 a rotation axis R3 mounted determination on a bracket for fixing the ceiling rail 10 on the cantilever arm 1.
  • the rear extension arm 2 comprises an elongated profile extending from the joint 5 and a transverse connector 8 mounted perpendicular thereto Pivoting axis RI offset.
  • the connection can be made in such a way that the cross-connector is linearly displaceable relative to the driver.
  • the cross connector 8 is U-shaped, with the connection to the profile of the rear boom limb 2 being along the bottom traverses of the cross connector and the connection to the bracket 7 by two, preferably parallel, legs 82, 89 protruding from the bottom traverse 90. These limbs 82, 89 each have an opening for the passage of an axle bolt 83 which connects the transverse connector 8 to the holder 7 in a pivotable manner.
  • the bracket 7 includes a bracket plate 71 for placement on a base, e.g. a wall or a support, such as a steel T-beam using fasteners such as screws 72.
  • a base e.g. a wall or a support, such as a steel T-beam using fasteners such as screws 72.
  • Two anchor wings 81 each with an opening, protrude from the bracket plate 71 in the opposite direction Carrying out the axle bolt 83.
  • the longitudinal axes of the axle bolts are aligned coaxially and define a first pivot or rotation axis RI in the area of the bracket 7.
  • the drive 4 can be mounted separately from the holder 7 via a console 48 by fastening means 47 on a substrate. It is shown in detail in FIG.
  • the drive 4 has a motor 41 and a gear to improve the transmission to the driver 42 .
  • the drive 4 has at least one sensor 46 which detects the position and the number of revolutions of at least one rotatably mounted driver plate 45.
  • the same rotary or pivoting movement which drives the driver plates 45 is also used to drive a driver 42 which is connected to the motor shaft RM of the motor 41 .
  • the motor 41 drives the two worm gears 43,44.
  • the first has a transmission ratio of 1:40 in the specific variant, the second 1:60. This results in a total gear ratio of 1:2400. For example, it can turn the motor at 1350 rpm and therefore needs 26 seconds to enable it to be pivoted by 90°.
  • the two driver plates 45 drive the sensors 46 . At least the end positions of the cantilever arm are thus monitored. However, other variants of sensory detection are also conceivable.
  • the driver 42 drives the cantilever arm 1 .
  • the rear boom arm 2 is driven by the driver 46 of the motor 41 . So that it rotates optimally, it can be mounted at the top and bottom.
  • the upper bearing is preferably a loose bearing and the lower one is a fixed bearing.
  • radial needle bearings can be installed; eg one above and one below.
  • An axial needle bearing can also be located in the fixed bearing to absorb the weight forces. Since a high bending moment occurs, the connecting parts must be very large. Therefore, the preferred variant includes a needle bearing, since they only require a small amount of space.
  • Adjusting screws 86 are provided at the transition between one of the legs 89 and the bottom traverse 90 of the cross connector 8 .
  • a boom cable 84 preferably a metal cable, eg made of steel, extends from the crossbeam 8 above the base of the profile of the boom arm 2 in the direction of the joint 5 . This can be tightened with an adjustment device 85, in particular a turnbuckle.
  • the adjustment screws 86 and the boom rope 84 take up the deflection of the entire boom arm 1 .
  • the profile of the rear boom arm 2 and preferably also of the front boom arm 3 was chosen as a square tube. This is advantageous because the jib is subjected to torsion during the slewing process. A square profile can absorb these torsional stresses to advantage.
  • the two axle bolts 83 are preferably arranged in a bearing and a counter bearing 87 and 88, in particular needle bearings. Furthermore, the fastening area of the pull rod 6 shown in FIG. 2 can be seen from FIG.
  • This tie rod 6 is also pivotally fixed to the console plate 71 and defines another pivot axis R4.
  • the pivot axis R4 of the tie rod 6 is at a distance, preferably at a distance of more than 1 cm, from the pivot axis RI of the jib arm 2 .
  • the spacing causes a partial absorption of force from the cantilever arm to the tie rod 6 , resulting in a force distribution in the form of a parallelogram with sides along the length of the tie rod 6 and the cantilever arm 2 . This can be deduced from FIG.
  • FIG. 9 a device for forced grounding 9 can be seen in FIG. This shall be explained further in the context of FIG. 5 and FIG. 9 .
  • the forced grounding is intended to ensure that the overhead conductor rail 10 is grounded when it is swung out. A copper lip can do this be mounted, which grounds the existing residual voltage of the contact wire 102 of the overhead conductor rail 10. This is arranged in FIG. 9 in a manner known per se in a folding device 101 between two clamping legs.
  • the device for forced grounding 9 can be adjusted in the flea so that tolerance errors in the system can be accommodated.
  • the device does not have to be installed on every boom arm.
  • One per segment with the segment length Y (see FIG. 11) is perfectly sufficient for such a device.
  • two forced grounding devices can advantageously be installed per arrangement according to the invention, so that if one fails, a second one still ensures grounding.
  • Bolt receptacles 60 are arranged at the ends of the jib arms 2 and 3 .
  • the bolt receptacles are arranged on the jib legs 2 and 3 by means of a flange connection 57 in each case.
  • Axle bolts 59 are arranged in each case in the bolt receptacles 60 perpendicular to the longitudinal direction of the boom arms 2 and 3 .
  • These are connected to a fixing plate 51, 52 at the ends on both sides via fastening means, here screws 79, which fixes the distance between the axle bolts 57.
  • the axle bolts are then each connected to a gear wheel 55 or 56 via further fastening means 58 .
  • axle bolts 59 are rotatably mounted in the bolt receptacles 60 and each define an axis of rotation R21 and R22, which consists of Reasons of simplification in the other figures are summarized in a rotation axis R2.
  • bearings 53 and counter bearings 54 are provided in the form of needle bearings.
  • the joint 5 or the jib arm 2 has a fixation for the jib cable 84 in the area of the joint 5 .
  • the fixing plates 51 and 52 each have a fixing for a tie rod 6 .
  • two tie rods were used, but one tie rod is also conceivable, even if the use of two tie rods, preferably running parallel, further optimizes the force distribution.
  • the joint 5 transmits the torque between the rear and the front boom arm 2 and 3.
  • the two boom arms 2 and 3 should always move synchronously.
  • the moment is transmitted from the rear arm 2 to the gear wheel 56 .
  • This forwards the moment via the second gear wheel 55 which is fastened to the front arm 3 .
  • This ensures that the two boom arms 2, 3 move simultaneously and at the same speed.
  • four radial needle bearings and four axial needle bearings are installed, which are located at positions 53 and 54 in Fig. 6, among others. This can be the same as for attaching the jib arm 2 to the bracket 7.
  • one of the tie rods 6 was connected to one of the fixing plates 51, 52 in FIG.
  • the function of the tie rods 6 is explained again with reference to FIG.
  • the rear arm 2 has a defined position due to the drive 4 . So that the boom arm 3 at the front always moves synchronously with the boom arm 2 at the rear, the moment is transmitted in the joint 5, which advantageously also acts as an intermediate bearing.
  • the only thing that is not yet defined is the joint 5 itself, because it can still rotate.
  • the two tie rods 6 were positioned, which over the Boom legs 3 form a parallelogram at the rear.
  • FIG. 8 shows the front boom arm 3 in detail. It has an insulator 31 with a preferred ribbed contour. This is attached via a connection, preferably a flange connection 35, to an outgoing from the joint 5 square profile of the boom arm 3.
  • a flap for the overhead conductor rail 10 is arranged at the end of the insulator 31 .
  • the flattening includes a supporting structure bracket 34, which allows the fixing plane to be deflected by 90°.
  • a fastening device, in particular a holding plate, for the overhead conductor rail 10 is arranged on the supporting structure bracket.
  • a flea adjustment device 33 allows linear mobility of the fastening device or folding device 32 relative to the supporting structure console 34.
  • the boom arm 3 has a rubber buffer 36 as a stop against the rear boom arm 2 when the boom arm 1 is pivoted out. This is fixed with a cuff 37 on the square profile of the boom arm 3 .
  • Fig. 10 finally shows a known embodiment for the separation point 100 and 100a of Fig. 1 and 11.
  • the electrical contact forms the separation point 100, 100a between fixed and movable busbar 10 'and 10. It ensures that the two busbars are electrically and mechanically connected when the train wants to enter.
  • the so-called blade 11 is located on the moving part, which moves the fork 12 into the fixed part and connects the two parts in such a way that a voltage of up to 25kV can be present.
  • the cantilever arm 1 consists of a total of several subassemblies and the overhead conductor rail 10.
  • the subassemblies all fulfill one or more subfunctions, as described above.
  • the method of pivoting is to be described again in summary form below.
  • the motor 41 generates a torque which is transmitted via the worm gear 43, 44 and the driver 42 to the boom arm 3 at the rear.
  • Sensors 46 for position monitoring are installed in the motor unit.
  • the torque is transmitted to the joint 5, which is designed as an intermediate bearing, via the boom leg 2 at the rear. This ensures that the two boom arms 2 and 3 move synchronously.
  • the joint 5 is held in position by a tie rod 6 so that the joint 5 itself does not twist.
  • the jib arm 3 at the front includes an insulator 31 , a support structure bracket 34 and a flywheel adjuster 33 .
  • this boom leg 3 holds the overhead conductor rail 10.
  • the forced grounding 9 is advantageous so that it can be ensured that the overhead conductor rail is grounded when it is swung out.
  • the insulator can preferably be designed for a voltage of up to 25 kV.
  • the flea adjuster 33 has an adjustment range of preferably 20-150 mm in order to accommodate manufacturing tolerances.
  • the cantilever arm according to the invention can advantageously be dimensioned in such a way that the torque when it is fully pivoted in is at least 2 times and at most 8 times higher than when it is fully pivoted out.
  • the extension arm according to the invention can also be advantageous be dimensioned in such a way that the tensile force when fully pivoted in is at least 1.8 times and at most 6 times higher than when fully pivoted out
  • a mast preferably a T-beam or particularly preferably an H-beam can be used as the base for fixing the cantilever arm.
  • the new movement makes the flail arm very small. This is a clear advantage of the new system, since the base, e.g. the mast, is loaded in the weak axis in this position.
  • the boom system according to the invention is easy to manufacture and assemble.
  • the cantilever arm 1' is divided into two rear cantilever arms 2a', 2b' and two front cantilever arms 3a', 3b', which are connected to one another via joints 5'.
  • the cantilever arm is therefore formed from two articulated arms that bend in opposite directions.
  • the extension arms 2a', 2b' spread out at an angle to one another, starting from the folding device 7' towards the joints 5'.
  • a corresponding spreading is also effected by the front boom legs 3a' and 3b', on which the folding device 32' for the overhead conductor rail is arranged at the end.
  • the drive 4′ is realized here via a suspension of weights whose gravitational pulling force is diverted via a deflection roller and which thereby acts on a terminal position of the front boom arm 3a′, 3b′.
  • This variant also uses linear guidance of the overhead conductor rail when extending and retracting allows.
  • FIG. 13 shows a third embodiment variant of a device according to the invention.
  • This also has a multi-part extension arm 1" with a first and a second extension arm 2" and 3".
  • the design of this variant is analogous to Fig. 1-10, a one-armed articulated arm with a joint 5", which the extension arm 2" and 3 " connects.
  • the drive includes a belt drive 4", the belt transmitting a mechanical force to the joint 5".
  • the front boom arm 3" has the folding device 32 for folding the overhead conductor rail, the attachment with the insulator and the folding device arranged thereon being angled, in particular at an angle of 90°, to the remaining boom arm 3".
  • FIG. 1 A fourth embodiment of the device according to the invention is shown in FIG.
  • two cantilever legs 2'" and 3a"' of a cantilever arm 1"' are connected to one another via a joint 5"' in a type of one-piece scissor joint.
  • the arm segment 3b'" with the insulator and the subsequent folding device 32'" for the overhead conductor rail is arranged on the joint 5"'.
  • the folding device 7"" for the cantilever arm 1"" is designed in two parts as a rail and carriage.
  • a drive is not shown, but a toothed gear, for example motor-operated, can be provided, which is arranged on the back of the carriage and engages in a toothed rack of the rail.
  • RI axis of rotation / pivoting axis R2 axis of rotation (represented in simplified form) R21 axis of rotation R22 axis of rotation R3 axis of rotation R4 axis of rotation RM motor shaft

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
  • Load-Engaging Elements For Cranes (AREA)

Abstract

L'invention concerne un dispositif permettant de fixer un rail aérien de contact (10), qui sert à alimenter un véhicule ferroviaire en énergie électrique, le dispositif présentant un bras orientable (1, 1', 1'', 1''') et un dispositif de retenue (7, 7', 7'', 7''') destiné à fixer le bras orientable (1, 1', 1'', 1''') sur un support, le bras orientable (1, 1', 1'', 1''') comportant au moins deux branches de bras orientable (2,2 ', 2b ', 2'', 2'' ', 3, 3a ', 3b ', 3'', 3a'' ', 3b'' '), le rail aérien de contact (10) étant maintenu de manière pivotante au niveau d'une première des branches de bras orientable (3, 3a ', 3b ', 3'', 3a'' ', 3b'' '), et un dispositif de retenue (7, 7', 7'', 7''') étant maintenu de manière pivotante au niveau d'une seconde des branches de bras orientable (2,2 ', 2b ', 2'', 2'' '), et les deux branches de bras orientable (2,2 ', 2b ', 2'', 2'' ', 3, 3a ', 3b ', 3'', 3a'' ', 3b'' ') étant reliées l'une à l'autre par l'intermédiaire d'une articulation (5, 5', 5', 5'''). L'invention concerne également un ensemble comprenant au moins un système de bras orientable présentant au moins deux dispositifs selon l'une des revendications susmentionnées, et un rail aérien de contact (10) destiné à l'alimentation en énergie avec un véhicule ferroviaire.
EP22741367.1A 2021-05-23 2022-05-23 Dispositif de fixation d'un rail aérien de contact et ensemble comprenant un système de bras orientable composé d'au moins deux dispositifs destinés à fixer un rail aérien de contact et rail aérien de contact Pending EP4347309A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021113375.0A DE102021113375A1 (de) 2021-05-23 2021-05-23 Vorrichtung zur Halterung einer Deckenstromschiene und Anordnung umfassend ein Auslegersystem aus zumindest zwei Vorrichtungen zur Halterung einer Deckenstromschiene und eine Deckenstromschiene
PCT/IB2022/054798 WO2022249026A1 (fr) 2021-05-23 2022-05-23 Dispositif de fixation d'un rail aérien de contact et ensemble comprenant un système de bras orientable composé d'au moins deux dispositifs destinés à fixer un rail aérien de contact et rail aérien de contact

Publications (1)

Publication Number Publication Date
EP4347309A1 true EP4347309A1 (fr) 2024-04-10

Family

ID=82494102

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22741367.1A Pending EP4347309A1 (fr) 2021-05-23 2022-05-23 Dispositif de fixation d'un rail aérien de contact et ensemble comprenant un système de bras orientable composé d'au moins deux dispositifs destinés à fixer un rail aérien de contact et rail aérien de contact

Country Status (6)

Country Link
EP (1) EP4347309A1 (fr)
KR (1) KR20240011704A (fr)
CN (1) CN117377587A (fr)
AU (1) AU2022282642A1 (fr)
DE (1) DE102021113375A1 (fr)
WO (1) WO2022249026A1 (fr)

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JPS5628436U (fr) * 1979-08-11 1981-03-17
FR2666280B1 (fr) * 1990-09-04 1993-04-30 Sncf Dispositif d'alimentation electrique aerienne de vehicules ferroviaires, comportant un conducteur rigide escamotable, et ligne d'alimentation ou ensemble de lignes utilisant au moins un tel dispositif.
DE4128711A1 (de) * 1991-08-29 1993-03-04 Klaus Riedl Variable konsole zur aufnahme eines stromschienenstuetzpunktes in u-bahn-/stadtbahntunneln mit kreisfoermigem tunnelquerschnitt und rechteckigem tunnelquerschnitt mit grossen deckenspruengen
CN101306652B (zh) * 2008-06-05 2010-12-22 中铁电气化局集团宝鸡器材有限公司 水平旋转式刚性可移动接触网系统
FR3059949B1 (fr) * 2016-12-09 2021-12-03 Sncf Reseau Connecteur electrique de catenaire, et ensemble d'une catenaire de voie et d'une catenaire escamotable comprenant un tel connecteur
CN207449667U (zh) * 2017-09-30 2018-06-05 武汉利德工业技术服务有限公司 移动充电轨装置
CN112026593B (zh) * 2020-07-31 2024-07-26 智慧支点(北京)科技有限公司 接触线组件连接装置及移动接触网系统

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WO2022249026A1 (fr) 2022-12-01
DE102021113375A1 (de) 2022-11-24

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