EP4688485A1

EP4688485A1 - Assembly for automatic connection of a road vehicle trolley pole to a catenary wire while driving

Info

Publication number: EP4688485A1
Application number: EP24730888.5A
Authority: EP
Inventors: Jakub Helus
Original assignee: Individual
Current assignee: Individual
Priority date: 2023-04-06
Filing date: 2024-04-05
Publication date: 2026-02-11
Also published as: CZ38225U1; WO2024208384A1; WO2024208384A4

Abstract

An assembly for automatic connection of a road vehicle trolley pole to a catenary wire (4) while driving includes at least one sensor (1) for continuous detection of the catenary wire (4) position with respect to the vehicle (2) and/or position of a. trolley pole (3) free end with a shoe (6) with respect to the catenary' wire (4). The sensor (1) is in communication via the control unit with at least one actuator (5) to change the position of the trolley pole (3) f ree end within the space around the vehicle (2). The actuator (5) is arranged on the trolley pole (3) only without a direct mechanical connection with the vehicle (2) and configured to induce a reaction force with the use of air. It may be a small propeller with an electric motor or an air nozzle connected to a pressurized, air source. Furthermore, the sensor (1) may be used for trolley line lateral elements position monitoring with respect to the vehicle (2) or for trolley line lateral elements position monitoring with respect to the vehicle (2) above the vehicle (2) front end and/or in front of the vehicle (2).

Description

Assembly for automatic connection of a road vehicle trolley pole to a catenary wire while driving

Field of the invention

The present invention relates to the field of power supply for road vehicles from a multi-pole traction trolley line, i.e., a line with plurality of catenary wires. It might be classified into structural features of the trolley poles, in particular into devices for change to horizontal and/or vertical position of the pole.

Background of the invention

A two-pole line needs to be used to power the road vehicles from a traction trolley line because the other pole may not be provided with metal rails like in railway transport. In addition, the road vehicles turn off the space under the catenary wire. One trolley pole is connected to each catenary wire of two-pole line, usually a trolley pole made of flexible material (e.g., a composite comprising fibreglass). Hence, the road vehicle is provided with two trolley poles, one for each pole.

At present, powering of the road vehicles from the traction trolley line is in fact used only for public transport trolley buses (usually 600VAC or 750VAC (the trolley poles are certified maximum to 1,000 VAC)). At the same time, the trolley poles are usually dimensioned to maximum current 400A up to 600A, and in extraordinary cases up to 800A. Particularly used are the trolley bus trolley poles having a rotary (or joint-connected) shoe in their end that provide guiding of the trolley pole on the catenary wire. A replaceable slider made of graphite-based alloy is installed in the shoe. In most cases, the trolley poles are pressed to the catenary wire using springs located on a turntable of each trolley pole provided on the roof of the vehicle. The shoe pressing force to the catenary wire ranges from about 80 to 13 ON depending on the trolley pole type and pole erection angle with the shoe.

Pulling of the trolley poles down to the trolley bus roof or for the slider etc. replacement is performed either manually by drawing the ropes from the rear side of the road vehicle, or automatically, e.g., using either pistons or bellows acting against tension of the springs. The

SUBSTITUTE SHEET (RULE 26) trolley poles are usually anchored to the trolley bus roof by securing the trolley poles under hooks on the vehicle roof against springing the trolley poles up.

In most cases, the trolley poles or shoes thereof are mounted onto the catenary wires manually. Automatic mounting is possible only where there are small covers for guiding of the trolley pole shoes onto the catenary wire while the trolley bus is standing, and only from the road vehicles of which trolley poles are configured thereto. The trolley bus must stop at exact position to mount the trolley poles automatically, under calm conditions, and more.

Today, the trolley poles with shoe are manufactured for maximum road vehicle speed from 70 to 75km/h, some for maximum speed up to 90km/h. An assumption for proper operation at speeds from 75 to 90km/h without assistance of actuators proposed in this document capable of changing the trolley pole position is the partially compensated (chain) trolleys.

DE102014111262 discloses a system for trolley pole height adjustment for an electrically driven vehicle. A rotary pin is used to connect the trolley pole to the vehicle. A pull bar is used for the trolley pole height adjustment, one end of the pull bar is connected to the trolley pole and the other end is connected to the vehicle. The pull bar includes a threaded bar and an electric motor, and as they rotate the pull bar length changes as well as the angle (i.e., height) being formed between the trolley pole and the vehicle changes.

CZ299211 discloses a device for folding down the trolley bus trolley pole where the trolley pole is connected to a frame by a joint. A pressure cylinder and a lifting spring are arranged between the trolley pole and a frame.

CZ304408 discloses a device for folding down the trolley bus trolley pole where the trolley pole is connected to an independent turntable by a joint. Each trolley pole is provided with a lifting spring and a lever assembly with a pressure bellows.

DE 102019130349 describes a system for automatic trolley pole connection and disconnection for an electrically driven vehicle. The system includes sensors for detection the vehicle and/or trolley line position, and trolley poles moveably attached to the roof of the electric vehicle, e.g., a trolley bus. Actuators control movement of the trolley pole (up, down, rotation). Favourably, the actuators are provided as pneumatic cylinders with a spring system or the members controlled hydraulically or by an electric motor. The actuators are arranged in the position of connecting the trolley poles to the vehicle (i.e., on the trolley pole turntable), and the essence of their type makes it obvious that connection between the trolley pole and the vehicle (or the trolley pole turntable) exists.

DE 102010053528 describes a system for automatic trolley pole connection and disconnection of the trolley line for a moving electric vehicle. The system includes the trolley poles provided with pressing springs to lift up the trolley pole to the trolley line. To lower the trolley pole, electric motors with ropes placed on the vehicle roof under the trolley pole are used. There are cameras on the roof based on a signal from which the trolley pole is lowered from the trolley line by the electric motors and ropes.

Disadvantages of the disclosed solutions include, in particular, slow response to a sudden change to the trolley pole position, or a free end thereof with the shoe. Said is caused by a type of the actuator that performs the change to the position as well as the position where the actuator is anchored to the trolley pole not higher than in the lower half of the length thereof. This results in undesired springing of the trolley pole when the actuator is activated, and it takes too long until the free end of the trolley pole is reliably set to a desired position for mounting on the catenary wire.

An electrification of in particular cargo transport is a big challenge of these days due to CO2 emission reduction as well as elimination of dust particles and other particles from internal combustion engines. Contrary to passenger vehicles, substantially more powerful batteries are needed (due to higher consumption of trucks and longer mileages between stops or sleepover). The batteries of these capacities are unacceptably expensive and it seems the situation will not change due to competition from passenger electric vehicles.

In recent years, in Europe and in the USA, it has been tested to power the partially electrified (i.e., hybrid) truck road transport from a two-pole trolley line using a pair of trolley poles (lyra type or pantograph with skids) mounted on roof of a tractor. The trolley poles are extended automatically and made into contact with the catenary wire when the tractor or the trolley pole is located in the area under the catenary wire. The trolley poles pull down automatically onto the vehicle roof when the truck turns off, or switches lane, or when the catenary wire ends. Powering of the truck automatically changes to ICE power or electricity is taken from a battery. Position of the catenary wires is detected automatically using a combination of various types of sensors.

The trolley line is chain-compensated, i.e., the height of the catenary wire above the road is maintained at approximately the same level (this applies to both catenary wires). The system is similar to a trolley line used in railway but with two catenary wires. The trolley line must be installed above the lanes, roughly in their centres. The trolley line is very expensive and incompatible with the existing two-pole catenary wires for the trolley buses (in particular, incompatible are the catenary wire and lugs), i.e., it is not possible to use the existing catenary wires for the trolley buses in cities. The system is disclosed e.g., in WO2021063558. Summary of the invention

The present invention discloses an assembly structure for automatic connection of a road vehicle trolley pole to a catenary wire while driving. The assembly may also be used for connection of the trolley pole while standing. The assembly includes at least one sensor for continuous detection of the catenary wire position with respect to a vehicle and/or position of the trolley pole free end with respect to the catenary wire. The trolley pole free end is distal from the vehicle and provided with a shoe for mounting to the catenary wire.

Furthermore, the assembly includes at least one actuator to change the position of the trolley pole free end within the space around the vehicle. The actuator is arranged on the trolley pole only without a direct mechanical connection with the vehicle and configured to induce a reaction force with the use of air. The term “without a direct mechanical connection with the vehicle” refers to that the actuator is not mechanically strut (or pulled down with a rope) between the trolley pole and the vehicle, and also that the actuator is not mechanically strut between the trolley pole and the trolley pole turntable. The actuator changing position of the trolley pole does not apply force to the vehicle or the turntable but to surrounding air only. Term “without a direct mechanical connection with the vehicle” is also not considered to be in contradiction with placement of the actuator on the trolley pole. Indeed, the actuator is directly connected in a mechanical way with the trolley pole only, which is then connected to the vehicle via the turntable (in particular its roof, or body via the turntable). Hence, the actuator is not mechanically connected (in contact) with the vehicle, or roof or body or trolley pole turntable thereof.

The actuator is configured to induce the reaction force via pressurized air (a jet drive) and/or surrounding air. Obviously, the actuator for change to the trolley pole free end should be located as most proximally as possible to the trolley pole end. Favourably, the actuator fits tightly to the shoe. In particular, the placement is in the last seventh of the length of the trolley pole at the trolley pole free end. This gives the longest possible lever from the point where the trolley pole is attached to the vehicle or turntable, and therefore the highest possible efficiency of the actuator. This brings the fastest and most accurate change to the shoe position.

Depending on a specific embodiment the actuator for inducing of the reaction force with the use of surrounding air may be a small propeller with an electric motor. The small propellers are of high-speed version and their maximum circumferential speed is several times higher than maximum vehicle speed. The small propellers with the electric motor are similar to those used e.g., in flying drones. The small propeller induces force during rotation by action against air around the trolley pole. The force is eligible to change position of the trolley pole free end. In other embodiment, the actuator for inducing of the reaction force with the use of pressurized air may be an air nozzle. The air nozzle is connected to a control valve by interconnected pressure line with the pressurized air source. The pressure line may at least partially comprise a hollow trolley pole and therefore, no high amount of pressure hoses must be used outside the vehicle. The jet force of air emerging from the nozzle is eligible to change position of the trolley pole free end.

The actuators are used for quick navigation of the trolley pole shoe for mounting on the catenary wire as well as for quick and safe primary disconnection (pulling down) the trolley pole from the catenary wire, i.e., they allow precise and quick motion with the trolley pole free end. Following initial demounting of the shoe from the catenary wire, any of the existing systems (e.g., pistons that act against springs where the trolley pole is anchored to the vehicle roof, ropes with winches on the rear side of the vehicle, and more) will pull down the trolley pole on the vehicle roof. In case of unsuccessful guiding of the shoe onto the catenary wire, the sensors and actuators will immediately prevent crossing the trolley pole free end above the level of the catenary wire to avoid damage to the catenary wire or the trolley pole itself with the shoe. At the same time, the actuators may improve pressure of the trolley pole to the catenary wire or the stability moving on the catenary wire under extreme conditions, e.g., in rapid acceleration of the vehicle or extreme turning off the vehicle, in sharp arcs of the catenary wire at high speed, and more. This makes production of lighter or shorter trolley poles possible (for vans as well).

Furthermore, the assembly includes at least one control unit in connection with said at least one sensor and at least one actuator to control the at least one actuator based on data from the at least one sensor. Navigation of the shoe on the catenary wire is both quick and precise owing to currently available quality of control technology, sensors, and actuators.

When a small propeller rotating in both directions is used, single actuator may suffice to induce motion of the trolley pole in one or other direction along single axis. The single actuator may be combined with ropes from the winches at the back of the vehicle or other systems to raise/lower height of the shoe according to prior art. In addition, conceivable is a servo-controlled deflector arranged in air flow from the actuator. Change to its orientation may achieve change to the force vector induced by the actuator.

In other cases, it is usually necessary to use multiple actuators within one trolley pole and therefore, it is possible to achieve change to the trolley pole free end position to the required position in two axes. The trolley pole may be provided with at least two actuators arranged to induce mutually different force vectors. For example, one force vector may be oriented horizontally and the other one may be oriented vertically, or two vectors may have a different direction along common axis, and more. This may be in particular used for more precise and quicker motion control of the trolley pole using the actuators. If the small propeller with the electric motor is the actuator, a plurality of propellers with nonparallel rotation axis may be used. If the air nozzle is the actuator, a plurality of nozzles with nonparallel axis of opening may be used.

The trolley pole may be provided with at least two actuators arranged in various places across its length. In addition to at least one actuator by the end of the trolley pole there may be another at least one actuator placed roughly in the middle of the trolley pole length adjacent to the trolley pole free end. It proactively prevents sagging or oscillating of the trolley pole across its length as it opposes the direction of the oscillation, and assists in quick shoe navigation on the catenary wire. Use of plurality actuators configured to induce a mutually different force vector may be favourable in this embodiment as well. For the improved accuracy of the actuator, it is favourable when the assembly further provides at least one sensor to monitor position of the middle portion of the trolley pole. This is easy to implement if the sensor is adapted to monitor position of the actuator arranged in the middle portion of the trolley pole, or in the middle of length of the trolley pole.

Favourably, the assembly may include at least one sensor for monitoring of the catenary wire and/or transverse elements of the trolley line such as bearing ropes or booms with the sensor reach at least within the reach of the trolley pole free end. These or other sensors are also designed for monitoring of the trolley pole free end position with respect to the vehicle. The purpose of the sensor is not only to monitor the catenary wire but also to reduce the risk of potential collision of the trolley pole with structures above the vehicle. If a potentially clashing structure is found within the reach of the trolley pole free end by this sensor or other sensors (i.e., in the space between anchoring point of the trolley pole and its free end), the actuator changes position of the trolley pole upon command from the control unit. In some more complex catenary wire configurations, the control unit may enable automatic mounting of the shoe onto the catenary wire only in the area between catenary wire lateral elements (e.g., at higher speeds or in arcs of the catenary wires, or when the trolley line is strongly oscillating), or the control unit may disable mounting of the shoe on the catenary wire.

Favourably, at least one sensor may be arranged for monitoring of the catenary wire and/or catenary wire lateral elements position above the front end of the vehicle or in front of the vehicle. Said may be used in particular to determine a suitable moment for approaching of the trolley pole into the connection position to the catenary wire. If the sensor detects an approaching bend of the catenary wire in its hanging, the control unit can wait for a direct stretch to lift up the trolley pole. Reflective elements in some distance intervals may be needed on the catenary wires for more accurate monitoring of the catenary wire position in front of the vehicle at higher speeds or frequent catenary wire arcs. The reflective elements can assist in more precise detection of the catenary wire position by the sensors on the vehicle even at greater distance in front of the vehicle. The reflective elements may be integrated into hangings of the catenary wire.

It is favourable to have at least one sensor very close to the trolley pole free end. In particular, the sensor may be used for confirmation of correct position of the trolley pole end needed for final shoe connection to the catenary wire. The sensor may be used for confirmation that the trolley pole free end with the shoe is close under the catenary wire height level. In particular, the sensor may be used for immediate and accurate detection of mutual position of the trolley pole free end and the catenary wire. The purpose of the sensor is to improve the reliability and accuracy of the catenary wire height and shoe height measurements made by other sensors when the trolley pole shoe misses the catenary wire during installation. In this case, it is necessary to quickly lower the trolley pole below the trolley line level to avoid collision with a lateral element of the trolley line. The actuator may be used for quick lowering.

In addition to the sensors described above, the assembly may include at least one sensor for continuous detection of obstacles within the reach of the trolley pole and/or the reach of trolley pole accessories. Included in the accessories of the trolley pole are, for example, the ropes at the rear of the vehicle used to pull trolley poles fully down onto the roof of the vehicle. The sensor may be configured to monitor the space along sides of the vehicle. Thanks to this and other sensors and properties of the trolley poles, the catenary wires may be installed at distance greater from a lane (e.g., at the edge of emergency lane where it would be easier and cheaper to deploy the trolley line) without any contact of the trolley poles or accessories thereof with any high vehicle being parked in the emergency lane. The sensor and the other sensors will then provide disconnection of the trolley pole shoes in time from the catenary wire and pulling the trolley poles down onto the roof of the vehicle.

The described sensors may be of various type. Given the requirements described above, design does not matter, but function does. These may include optical sensors (cameras), inductive sensors, microwave sensors (especially radar sensors), PIR sensors, etc. Obviously, it is practicable to instal low-weight sensors on the trolley pole in order not to negatively impact on inertia.

In addition, the assembly may include a signal receiver for continuous monitoring of geographical coordinates of the vehicle for geolocation on a map being at least partially stored in the system control unit. In particular, it may be a GPS or Galileo signal. Awareness of the geographical coordinates in combination with the map of trolley lines may assist the assembly to determine a favourable moment of making a connection of the trolley pole to the trolley line. This data may prepare the assembly in advance for necessity of pulling the trolley pole down or unfavourable moment of connection if the trolley pole is pulled down. This may happen in case the vehicle is travelling along a complex stretch of the catenary wires (e.g., in complex traffic nodes where the trolley lines cross each other, where the vehicle deceleration is needed if it is connected to the trolley lines, and more).

Furthermore, it may be favourable when the assembly is provided with one or more of the sensors: a vehicle speed sensor, a vehicle acceleration sensor, a sensor for determining the absolute direction of travel of the vehicle (e.g., a compass), a sensor for measuring the relative speed and/or wind direction of the vehicle, a sensor for measuring the tilt of the vehicle and/or the tilt of the trolley pole (e.g., a gyroscope), a sensor for measuring the angle of the trolley pole to the side of the vehicle. All sensors of the assembly are in communication with the assembly control unit. Said types of the sensors having these functions are known from the prior art. The control unit also senses data from the vehicle control system, e.g., steering wheel angle, vehicle acceleration or braking, vehicle direction indicators, driver instructions for connecting or disconnecting of the trolley poles, and more.

Favourably, the assembly is adapted for concurrent connection control of two trolley poles with two sets of the actuators to the two-pole trolley line of two catenary wires. It means that each trolley pole may be controlled independently on the other one. Each trolley pole may have its own at least one sensor and at least one actuator. Preferably, the control unit is common for both the trolley poles. The trolley pole position data may be processed separately for each trolley pole, wherein the control unit then controls each trolley pole separately. In fact, these may be two independent assembles described above.

The described assembly permits an efficient navigation for mounting of the trolley pole shoe on the trolley wire of both stationary and movable vehicle. This is in particular permitted by quick change to the trolley pole shoe position in case the contemplated actuators are used. The assembly may also find its use when tilting the trolley pole onto the roof of the vehicle, or when the actuators are needed to improve the shoe pressure or stability on the catenary wire under extreme conditions.

The trolley poles are simpler and cheaper solution when compared to other types of the trolley collectors. The trolley line for the trolley poles (in fact, the trolley bus lines) is cheaper from both capital and operation costs point of view and simpler than the two-pole catenary wires installed right in the middle above a lane, which is similar to the trolley lines on the railways. In particular, the electrification of right lanes of highways is expected. The trolley line may be also partially or fully placed over the emergency lane, which makes the trolley line even cheaper. In addition, the existing trolley lines for the trolley buses may also be used for trucks, vans, or electric buses in the cities. Favourably, the voltage of the trolley lines outside city limits may be higher than for the existing trolley bus lines in the cities. The existing power (heavy current) electronics can easily handle with various voltages in the catenary wires used in various types of roads. Of course, there is an option of refurbishing of the assembly for automatic shoe connection to the catenary wire while driving to the trolley buses or hybrid trolley buses, hybrid buses, or electric buses.

Explanation of drawings

The exemplary embodiment of the proposed invention is described with reference to the drawings, in which:

Fig. 1 - is a side view on a vehicle with trolley poles provided with actuators, with indication of possible reaction forces with the use of air (indicated by arrows);

Fig. 2 - is a plan view on the vehicle from Fig. 1 with indication of potential reaction forces with the use of air (indicated by arrows);

Fig. 3 - is a plan view according to Fig. 2 following increasing distance of the trolley line from the vehicle with indication of potential reaction forces with the use of air (indicated by arrows);

Fig. 4 - is a rear view on the vehicle and the trolley line according to Fig. 3;

Fig. 5 - is a detail of trolley pole free ends according to Fig. 4 with indication of potential reaction forces with the use of air (indicated by arrows). Exemplary embodiment of the invention

The present example describes an assembly for automatic connection of a road vehicle 2 trolley pole 3 to a catenary wire 4. The assembly can connect the trolley pole 3 while standing or driving of the vehicle. The trolley pole 3 is provided with a shoe 6 at its free end. The assembly includes a set of sensors 1 for continuous detection of the catenary wire 4 position with respect to a vehicle 2 and the trolley pole 3 free end. The sensors 1 are also arranged to continuously detect the trolley pole 3 free end position with respect to the vehicle 2. Furthermore, it includes a set of actuators 5 to change the position of the trolley pole 3 free end within the space around the vehicle 2.

The assembly includes a control unit in communication with the sensors 1 and the actuators 5 and the vehicle 2 control system. The control unit is configured to control the actuators 5 based on data from the sensors 1.

The actuators 5 are arranged on the trolley pole 3 only without any direct mechanical connection with the vehicle 2. The actuators 5 are configured to induce a reaction force with the use of air. In this example, the actuators 5 are air nozzles interconnected with pressure line provided with control valves with a pressurized air source. The pressurized air source is a pressure cylinder having a compressor installed either in or on the vehicle 2. The pressure line is partly common for all air nozzles; however, each air nozzle has its own control valve. A portion of the pressure line has a form of a hollow bar of the trolley pole 3.

The actuators 5 are arranged on two points of the trolley pole 3 on various places of its length L. The first point is located in the last tenth of the length L of the trolley pole 3 by its free end in close proximity to the shoe 6. The second point is located in the middle of the length L of the trolley pole 3. There are four actuators 5 on each of these two points of the trolley pole arranged to be eligible to induce mutually different force vector. The first and second actuator 5 have a vertical longitudinal axis (with the trolley pole tilted down) and are oriented towards each other. It means the longitudinal axis of the first and second actuator 5 is perpendicular to the longitudinal axis of the trolley pole. Therefore, they induce coaxial opposite force vectors acting on the trolley pole 3 upwards or downwards. The third and fourth actuator 5 have a horizontal longitudinal axis and face each other. Therefore, they induce coaxial opposite force vectors acting on the trolley pole 3 to the left or right. Variable air flow intensity or variously interrupted air flow from the actuators 5 located by the trolley pole 3 free end permits quick and efficient control of the shoe 6 position along horizontal and vertical axis so it may be reliably mounted on the catenary wire 4. The actuators 5 in the middle of the trolley pole 3 length prevent from its oscillation upon sudden change to the shoe 6 position.

In particular, the sensors included in the assembly include:

- the sensors 1 for monitoring of the catenary wire 4 and/or lateral elements of the trolley line monitoring at least within the reach of the trolley pole 3 free end, and for monitoring of the trolley pole 3 free end position;

- the sensors 1 for monitoring of the catenary wire 4 and/or lateral elements of the trolley line above the front end of the vehicle 2 and in front of the vehicle 2;

- the sensors 1 for continuous detection of obstacles within the reach of the trolley pole 3 and accessories thereto;

- an additional sensor for measuring of relative speed and wind direction with respect to the vehicle 2;

- additional sensors (gyroscopes) for measuring of tilting of the vehicle 2 and tilting of the trolley pole 3;

- an additional sensor for the trolley pole 3 turning off angle measurement sideways the vehicle 2;

- an additional sensor for the trolley pole 3 erection angle measurement.

The sensors 1 are arranged on various places of the vehicle and in communication with the assembly control unit. Some sensors 1 are arranged in close vicinity of the actuators 5 on the trolley pole 3, in particular close to the shoe 6.

The assembly further includes a receiver for GPS or similar signal for continuous determination of geographical coordinates of the vehicle 2. The control unit uses the signal to determine the vehicle 2 position in the map stored in the system control unit. The map includes a road network map with indication of the trolley lines, crossings of the trolley lines, and other potentially clashing places.

The assembly is adapted for concurrent control of two trolley poles 3 with two sets of the actuators 5 to the two-pole trolley line of two catenary wires 4.

The exemplary embodiment is shown in Fig. 1 to Fig. 5. List of reference numerals

1 - sensor

2 - vehicle

3 - trolley pole

4 - catenary wire

5 - actuator

6 - shoe

L - trolley pole length

Claims

1. An assembly for automatic connection of a road vehicle trolley pole to a catenary wire (4) while driving including at least one sensor (1) for continuous detection of the catenary wire (4) position with respect to the vehicle (2) and/or position of a trolley pole (3) free end with a shoe (6) with respect to the catenary wire (4), at least one actuator (5) to change the position of the trolley pole (3) free end within the space around the vehicle (2), at least one control unit in communication with said at least one sensor (1) and at least one actuator (5) for control of at least one actuator (5) based on data from said at least one sensor (1), characterized in that the actuator (5) is arranged on the trolley pole (3) only without a direct mechanical connection with the vehicle (2) and configured to induce a reaction force with the use of air.

2. The assembly according to claim 1 characterized in that the actuator (5) is a small propeller with an electric motor.

3. The assembly according to claim 1 characterized in that the actuator (5) is an air nozzle in communication with the control valve being in communication with the pressurized air source via a pressure line.

4. The assembly according to any of the previous claims 1 to 3 characterized in that the trolley pole (3) is provided with at least two actuators (5) having spatial or directional various arrangements for induction of a mutually different force vector.

5. The assembly according to any of the previous claims 1 to 4 characterized in that the trolley pole (3) is provided with at least two actuators (5) arranged on various places along its length (L).

6. The assembly according to any of the previous claims 1 to 5 characterized in that it further includes at least one sensor (1) for trolley line lateral elements position monitoring with respect to the vehicle (2) at least within the reach of the trolley pole (3) free end.

7. The assembly according to any of the previous claims 1 to 6 characterized in that it further includes at least one sensor (1) for trolley line lateral elements position monitoring with respect to the vehicle (2) above the vehicle (2) front end and/or in front of the vehicle (2).

8. The assembly according to any of the previous claims 1 to 7 characterized in that at least one sensor (1) for continuous determination of the trolley pole (3) free end with the shoe (6) position with respect to the catenary wire (4) is arranged in close vicinity of the trolley pole (3) free end.

9. The assembly according to any of the previous claims 1 to 8 characterized in that it further includes at least one sensor (1) for continuous detection of obstacles within the reach of the trolley pole (3) and/or within the reach of accessories of the trolley pole.

10. The assembly according to any of the previous claims 1 to 9 characterized in that it includes a signal receiver for continuous monitoring of geographical coordinates of the vehicle (2) for geolocation on a map being at least temporarily stored in the system control unit.

11. The assembly according to any of the previous claims 1 to 10 characterized in that it includes a meter of relative speed and/or wind direction with respect to the vehicle.

12. The assembly according to any of the previous claims 1 to 11 characterized in that it includes at least one gyroscope for measurement of tilting of the vehicle (2) and/or tilting of the trolley pole (3).

13. The assembly according to any of the previous claims 1 to 12 characterized in that it includes at least one technical means for the trolley pole (3) turning off angle measurement sideways the vehicle and/or one technical means for the trolley pole (3) erection angle measurement with respect to the vehicle (2).

14. The assembly according to any of the previous claims 1 to 13 characterized in that the control unit is arranged for data sensing from the vehicle (2) control system, wherein this data is selected from the group comprising steering wheel angle, vehicle (2) acceleration or braking, vehicle (2) direction indicators, driver instructions for connecting or disconnecting of the trolley poles (3) from the catenary wire (4).

15. The assembly according to any of the previous claims 1 to 14 characterized in that it is adapted for concurrent control of two trolley poles (3) with two sets of the actuators (5) to the two-pole trolley line of two catenary wires (4).