WO2022253881A1 - Compteur d'énergie pour un pantographe d'un véhicule - Google Patents

Compteur d'énergie pour un pantographe d'un véhicule Download PDF

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Publication number
WO2022253881A1
WO2022253881A1 PCT/EP2022/064868 EP2022064868W WO2022253881A1 WO 2022253881 A1 WO2022253881 A1 WO 2022253881A1 EP 2022064868 W EP2022064868 W EP 2022064868W WO 2022253881 A1 WO2022253881 A1 WO 2022253881A1
Authority
WO
WIPO (PCT)
Prior art keywords
processing unit
vehicle
data
energy
pantograph
Prior art date
Application number
PCT/EP2022/064868
Other languages
German (de)
English (en)
Inventor
Sebastian Bode
Ronald KREMSER
Christian Perschl
Werner Pfliegl
Manfred Scheidl
Thomas Stark
Original Assignee
Siemens Mobility 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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to CN202280038884.2A priority Critical patent/CN117396353A/zh
Priority to EP22731218.8A priority patent/EP4320005A1/fr
Publication of WO2022253881A1 publication Critical patent/WO2022253881A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • B60L5/24—Pantographs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position

Definitions

  • the invention relates to an energy meter for a current collector of a vehicle, in particular for a truck.
  • Energy meters for detecting an amount of energy consumed by a vehicle are known from the prior art, the energy meter being arranged in the vehicle interior at a distance from the pantograph.
  • the object of the invention is to provide an improved energy meter and an improved method for determining an amount of energy consumed by the vehicle.
  • An energy meter is provided for a pantograph of a vehicle, the energy meter having a housing and a computing unit.
  • the processing unit is arranged in the Ge housing.
  • the housing is designed to be attached to the current collector.
  • the arithmetic unit has electrical connections which are provided for detecting the amount of energy exchanged, in particular consumed, via the pantograph.
  • the computing unit also has a data interface via which the determined amount of electrical energy can be output.
  • the proposed energy meter has the advantage that the arrangement of the energy meter can be installed directly on the pantograph and can thus form a unit with the pantograph. This means that the energy meter and the current collector can be tested, installed and sold as a unit. In addition, the arrangement of the energy meter outside of the vehicle no space within the vehicle required. Furthermore, safety checks of the energy meter can be standardized without having to take into account the individual arrangement of the energy meter in the vehicle. This means that the energy meter can be tested before it is installed in the vehicle cabin.
  • the computing unit is designed to receive a current location of the vehicle via the data interface.
  • the arithmetic unit is designed to output the location and the determined quantity of electrical energy as a data packet.
  • the location can be taken into account by a central unit, for example, to determine local power consumption.
  • the exchange of electricity, in particular the withdrawal of electricity can be assigned locally to a section of the catenary.
  • the local current exchange with the catenary can be recorded. This can be used to monitor the power consumption of the vehicle depending on the position of the vehicle.
  • the power consumption can be assigned to a section of the catenary.
  • the computing unit is designed to receive route information about a stretch of road traveled by the vehicle via the data interface.
  • the exchange of electricity, in particular the current draw can be assigned locally to a section of the catenary.
  • the local current exchange with the catenary can be recorded.
  • This information can be used to monitor the contact lines in specified sections.
  • this information can be used to determine the power consumption for specified sections of the catenary. In this way, for example, by comparing the power consumption of the vehicle with a measured power requirement of the catenary for a specified distance, a leakage current on the catenary can be detected.
  • the arithmetic unit is designed to output the route information and the determined amount of energy as a data packet. A combination of the route information of the stretch of road traveled by the vehicle with the determined amount of energy is thus already carried out by the computing unit.
  • a central processing unit can thus receive and further process both the route information of the vehicle and the amount of energy consumed by the vehicle.
  • the processing unit is designed to receive a start and/or end time via the data interface at which the current collector makes conductive contact with stationary power supply lines and/or breaks off conductive contact with the power supply lines.
  • a data memory is provided in the housing of the energy meter.
  • the computing unit is designed to store the determined amount of electrical energy and/or the received location and/or the route information in the data memory. The data can thus be collected and output at a later point in time. Furthermore, the data can also be stored in the data memory over a longer period of time and evaluated by the computing unit.
  • the arithmetic unit is designed to output signed and/or encrypted data via the data interface. In this way it is possible to guarantee the origin of the data and/or the accuracy of the data.
  • a pantograph with an energy meter is provided.
  • An overall system consisting of pantographs and energy meters is thus provided. The entire system can thus be tested, installed and sold as a unit.
  • a system with an energy meter and a second processing unit having a second data interface in order to receive data from the data interface of the processing unit of the energy meter.
  • the second processing unit can be arranged in the vehicle interior.
  • the second processing unit can be designed to forward the data received from the processing unit to a further processing unit, in particular to a central processing unit.
  • the second processing unit can record a toll for a stretch of road traveled by the vehicle.
  • a method for determining an amount of energy exchanged, in particular taken up, by a vehicle via a pantograph the method being carried out by an energy meter with a computing unit, the amount of electrical energy consumed by the pantograph being determined, the computing unit via a data interface outputs the determined amount of electrical energy.
  • the computing unit receives a current location of the vehicle.
  • the computing unit outputs the location and the determined amount of electrical energy as a data packet.
  • the computing unit receives route information about a stretch of road traveled by the vehicle. The computing unit outputs the route information and the determined amount of electrical energy as a data packet.
  • the computing unit receives a start time and/or an end time at which the current collector makes contact with electrical power supply lines or at which the current collector breaks off electrical contact with the power supply lines.
  • the processing unit outputs the route information and/or the determined amount of electrical energy and/or the location information in a signed and/or encrypted form.
  • a computer program which includes instructions which, when the program is executed by a processing unit, cause the latter to carry out the method described.
  • FIG. 1 shows a schematic representation of a vehicle with pantographs and electrical contact lines
  • FIG. 2 shows a schematic representation of a folded current collector with a current box
  • 3 shows a schematic representation of the power box
  • 4 shows a schematic representation of a method for determining an amount of electrical energy exchanged, in particular consumed, between the pantograph and the contact lines.
  • FIG. 1 shows a schematic representation of a vehicle 1 which, for example, is in the form of a truck and is driving on a road 24 .
  • the vehicle 1 has two pantographs 2 , one pantograph 2 being in contact with a catenary 4 .
  • One of the contact lines 4 carries a posi tive DC voltage and the other contact line 4 carries a negative DC voltage.
  • a housing in the form of a power box 3 is attached to the current collectors 2 and to the vehicle 1 .
  • the current box 3 can fasten the current collector 2 to the vehicle 1 and/or be provided for conducting the current to the vehicle. However, additional fasteners can also be provided which attach the pantograph 2 to the vehicle.
  • the current collector 2 has electrical lines that are connected to a third and fourth power line 16 , 17 via the power box 3 .
  • the 17 are arranged in the vehicle 1 and led to an electrical consumer, such as an electric motor and/or a battery. With the help of the electric motor 6, the vehicle 1 can be driven via the current from the catenary lines 4.
  • the pantographs 2 can be designed to be pivotable and, depending on the selected position, can be brought into contact with the contact lines 4 or can be arranged at a distance from the contact lines 4 .
  • the power box 3 is preferably arranged on the outside of the vehicle 1, in particular on the outside of a vehicle cabin.
  • the current box 3 is preferably directly connected to the current collectors 2 mechanically.
  • the power box 3 can also be connected directly to a body of the vehicle 1 .
  • the two pantographs 2 can also be designed in the form of a pantograph 2, which can carry the positive and negative voltage of the contact lines 4 to the vehicle via separate electrical lines.
  • the vehicle 1 can have a second processing unit 5, for example in Vehicle interior is arranged.
  • the second arithmetic unit 5 can be embodied as a toll collection device, for example.
  • the pantograph 2 and the power box 3 form a unit and can, for example, be approved jointly as a measuring device via a type examination.
  • the current collector 2 fulfills the task of providing an electrical connection between the contact lines 4 and the vehicle 1.
  • An energy meter in particular a direct current energy meter, is arranged in the power box 3 and records the amount of energy exchanged via the pantograph, in particular the amount of energy consumed by the vehicle.
  • the energy meter is designed, for example, to store data such as a route identifier, a time for the start of energy consumption or an energy exchange and/or a time for the end of an energy consumption or an energy exchange, an identifier of the energy meter and/or after a measurement has been completed to output a position of the vehicle at the start of the energy exchange, in particular at the start of the energy consumption, and/or a position of the vehicle at the end of the energy exchange, in particular at the end of the energy consumption.
  • the computing unit can be designed to calculate the amount of energy exchanged, in particular consumed, by the pantograph.
  • a separate energy meter can also be provided, which carries out the detection of the voltage and/or the current and forwards this data to the computing unit.
  • the data can be encrypted and/or signed and output as data packets.
  • the data can be output to the second processing unit 5 and/or to a central processing unit 7 arranged outside of the vehicle 1 .
  • the second arithmetic unit 5 is designed, for example, as a toll collection device and is suitable for determining the data sets required for calculating the toll for using a stretch of road.
  • the second processing unit by means of a data connection, for example by means of a CAN bus, with the pantograph 2 and/or exchange data with the energy meter of the power box 3 via an Ethernet or RS485 interface.
  • the second processing unit 5 can be designed to exchange data with the central processing unit 7 via a mobile radio link.
  • the second arithmetic unit 5 determines, for example, when a section of the route with an overhead line 4 is reached, a route identifier assigned to this section of the route.
  • the route identifier can be read from a database, for example, depending on the location of the vehicle.
  • the location of the vehicle is determined, for example, using a GPS system that is also arranged in the vehicle 1 .
  • the road identifier can also be transmitted to the second processing unit by the central processing unit 7 depending on the location of the vehicle.
  • the second processing unit 5 receives the information via a data connection to the pantograph when the pantograph contacts the contact line and when the contact between the pantograph and the catenary is interrupted again.
  • the current collector 2 can have sensors that record a mechanical and/or electrical contact with the catenary 4 and pass it on to the second computing unit 5 .
  • the second processing unit 5 transmits the time at which the pantograph 2 contacts the contact lines 4 or the time at which the pantograph 2 moves away from the contact lines 4 to the first processing unit 8.
  • the second processing unit 5 can use the GPS Positions of the vehicle when establishing contact between the pantographs 2 and the contact lines 4 and when releasing the contact between the pantographs 2 and the contact lines 4 to the first computing unit 8 transmit.
  • the first processing unit 8 can then send data to the second processing unit 5 in the form of a data packet, in particular in the form of a signed and/or encrypted data transmit package.
  • the second processing unit 5 can transmit the data package, in particular the signed and/or encrypted data package, unchanged to the central processing unit 7 .
  • the first processing unit 8 can also be designed to transmit the data packets directly to the central processing unit 7 in a wireless manner.
  • a data connection between the first computing unit 8 and the second computing unit 5 can be in the form of a cable connection or a wireless connection, for example.
  • the central processing unit 7 receives and stores the received data packets in a database.
  • Toll-relevant data can be summarized and further processed for toll billing.
  • Data that is used for billing ei ner electrical energy can be summarized based on the route identifier or the device ID of the first and / or the second processing unit and used for future power requirement planning and / or for cost accounting for specific route sections. For example, based on the route identifier and/or based on the device ID of the first and/or the second computing unit, a freight forwarder, a truck, a route operator, a mobility provider and/or an energy supplier can be identified and used for planning electrical energy consumption and/or or for a direct billing of the energy exchange, in particular the electricity consumption.
  • the section of the contact lines with which energy is exchanged, in particular from which energy is drawn can be determined using the location and/or the route information.
  • an operator of the route section of the contact lines can be determined via an assignment in a database.
  • the billing of the electricity consumption can be assigned directly to the operator of the route section of the catenary.
  • About the device ID identifier of the first and / or the second processing unit and an assignment via a database to an operator of Vehicle power consumption can be assigned directly to an operator and automatically billed accordingly.
  • the second processing unit 5 receives a route identifier assigned to the currently traveled route section from the central processing unit 7 via a mobile radio connection.
  • the second processing unit 5 sends the route identifier, the time of entry into the route section, an identifier of the second processing unit and/or a GPS position of the vehicle when entering the route section to the first processing unit 8.
  • the toll gate shows an assignment of the route section of the contact lines to a specific operator of the route section of the contact lines.
  • the first arithmetic unit 8 stores this data in a data memory.
  • the second arithmetic unit 5 then sends a start signal to the first arithmetic unit 8 to start the energy detection.
  • the first arithmetic unit 8 starts recording the amount of energy taken from the contact lines 4 .
  • the second computing unit 5 uses the sensors.
  • the second arithmetic unit then sends an end signal to the first arithmetic unit 8.
  • the first arithmetic unit 8 can transmit the following information to the second arithmetic unit in an encrypted and/or signed data packet: route identifier of the route traveled, GPS positions of the vehicle, identifier of the second arithmetic unit, Time for the start and end of the energy measurement.
  • the second processing unit 5 can transmit data records relevant to the toll plus the data packet received from the first processing unit 8 unchanged to the central processing unit 7 . This process can be repeated as often as you like each time the pantograph contacts the catenary within a route identifier. leave that Vehicle the E-Highway route section, this can be detected by driving over a virtual toll gate and from the central processing unit to the second processing unit transmits.
  • the second arithmetic unit transmits the fact that the E-Highway route section is being left to the first arithmetic unit and resets the route identifier in the first arithmetic unit.
  • the process described begins again with the correspondingly changed route identifier of the new route section.
  • a route identifier instead of a route identifier, a GPS position or other position information is also provided, by means of which the route traveled can be identified.
  • power consumption can be assigned directly to an operator and automatically billed to the operator of the route section of the catenary.
  • the vehicle 1 can have a current collector for each of the two contact lines in order to be able to contact the positive and negative DC voltage separately via a current collector.
  • the power box 3 shows a schematic representation of an embodiment of the power box 3.
  • the power box has a first and a second power line 12, 13, which conduct the power from the current collectors to the vehicle.
  • the first computing unit 8 is arranged in the power box 3 and is connected via a first and a second electrical connection 9, 10 and via measuring lines 14, 15 to the first and the second power line 12,
  • the first arithmetic unit 8 can perform the function of an energy meter.
  • an energy measuring device 11 may be provided, which detects the amount of energy consumed by the pantographs 2 and passes it on to the electrical connections 9, 10 of the first computing unit 8.
  • the first computing unit 8 is connected to a data memory 25 .
  • the power box 3 has first electrical connections 22 and second electrical connections 23 .
  • the first electrical connections 22's are connected to the electrical lines of the pantograph.
  • the second electrical connections 23 are connected to the third or fourth power line of the vehicle. In this way, the current is fed from the current collector 2 through the current box 3 to electrical consumers 6, that is to say electric motors and/or batteries.
  • the first processing unit 8 has a data interface 26, for example in the form of an Ethernet port or in the form of a COM interface.
  • the second computing unit 5 can have an Ethernet port, for example, as a data interface.
  • the data interface 26 of the first processing unit 8 can thus be connected to a data interface of the second processing unit 5 via an electrical line 27 .
  • the power box 3 for example, there are other electrical components such as electrical fuse elements, ISO meters, overvoltage protection, busbars that represent the first and second power lines 12, 13, and the first electrical interfaces that provide an electrical connection to the Enable power lines of pantographs mer, and / or provide the second electrical interfaces that allow an electrical connection of the third and fourth power line 16, 17 of the vehicle.
  • the contact lines 4 can carry a DC voltage of 650 volts, for example.
  • insulation resistances between the vehicle body and the current collector can be mer and between the high-voltage pole of a pantograph and an isolated area of the pantograph.
  • the power box 3 can also have first and second fastening means 18, 19 for fastening to a current collector.
  • the power box 3 can have third and fourth fastening means 20, 21 for fastening to the vehicle, in particular to the vehicle body.
  • FIG. 4 shows a schematic program sequence for determining and for outputting an amount of energy exchanged, in particular consumed, by a pantograph.
  • the program starts at program point 100.
  • the vehicle enters a section of road in which contact lines are provided above the road with a DC voltage of, for example, 650 volts.
  • the vehicle drives through a virtual toll gate.
  • the second processing unit determines a current location of the vehicle, for example using a GPS system.
  • the second arithmetic unit determines a route identifier.
  • the route identifier can be transmitted from a central processing unit to the second processing unit of the vehicle.
  • the second processing unit can use a database and the location of the vehicle to read out a route identifier from a database.
  • the route identifier is transmitted from the second processing unit to the first processing unit, ie to the energy meter.
  • the pantograph contacts the contact lines and passes this information on to the first processing unit. In this case, for example, the point in time at which contact was made with the catenary is transmitted to the second processing unit.
  • the second processing unit transmits at least part of the following data to the first processing unit: GPS position of the vehicle, start Point in time when the contact lines are contacted by the pantographs, start signal for the start of an energy measurement.
  • the first processing unit receives the data from the second processing unit.
  • the first arithmetic unit starts recording measured values to determine an amount of energy exchanged, in particular consumed, by the pantograph.
  • the first processing unit stores the data received from the second processing unit in a data memory.
  • a sensor on the pantograph reports to the second processing unit that the pantograph has left the catenary.
  • the second processing unit at program point 180 is an information signal to the first processing unit, which indicates the end of the contacting of the catenary by the pantograph mer.
  • the first processing unit i.e. the energy meter transmits at least one of the following data to the second processing unit and/or to a central processing unit: a route identifier, an identifier for the energy meter, a start time of the energy measurement, an end time the energy measurement, a GPS position of the vehicle when the contact line is contacted by the pantograph and when the contact between the pantograph and the catenary is released, and an electrical energy value recorded by the current collector during the measurement, for example in kilowatt hours.
  • the first processing unit can transmit the data in a signed and/or encrypted manner to the second processing unit and/or to the central processing unit.
  • the second processing unit transmits at least part of the data received from the first processing unit in method step 190 to the central processing unit, for example via a mobile radio connection.
  • the second computing unit transmits toll data ten, that is, an identifier for a route section that was traveled by the vehicle, in addition to the data from the first processing unit to the central processing unit transmit stuffs.
  • the central processing unit stores the transmitted data.
  • the transmitted data can be further processed by the central processing unit.
  • a future electricity requirement can be determined from historical data for certain sections of the route.
  • the current power requirement can be compared with an existing power consumption. For example, this can be used to check the functionality of the power grid, i.e. the function of the contact lines that carry the DC voltage. In this way, for example, a power loss due to faulty insulation in the various route sections can be detected.
  • an actual power requirement on the individual route sections can be determined. This can be taken into account for a future power supply of the contact lines.
  • the data can be used to allocate the energy consumption to specific vehicles and to calculate the cost of the energy consumption.
  • the method ends.

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

Abstract

L'invention concerne un compteur d'énergie pour un pantographe d'un véhicule, comprenant un boîtier et une unité de calcul, l'unité de calcul étant disposée dans le boîtier, le boîtier étant conçu pour être fixé au pantographe, l'unité de calcul comportant des bornes électriques pour détecter la quantité d'énergie électrique circulant entre le pantographe et le véhicule, l'unité de calcul comportant une interface de données, l'unité de calcul étant conçue pour délivrer la quantité d'énergie électrique déterminée par l'intermédiaire de l'interface de données.
PCT/EP2022/064868 2021-06-04 2022-06-01 Compteur d'énergie pour un pantographe d'un véhicule WO2022253881A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202280038884.2A CN117396353A (zh) 2021-06-04 2022-06-01 车辆的集电器的电能表
EP22731218.8A EP4320005A1 (fr) 2021-06-04 2022-06-01 Compteur d'énergie pour un pantographe d'un véhicule

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021205686.5A DE102021205686A1 (de) 2021-06-04 2021-06-04 Energiezähler für einen Stromabnehmer eines Fahrzeuges
DE102021205686.5 2021-06-04

Publications (1)

Publication Number Publication Date
WO2022253881A1 true WO2022253881A1 (fr) 2022-12-08

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PCT/EP2022/064868 WO2022253881A1 (fr) 2021-06-04 2022-06-01 Compteur d'énergie pour un pantographe d'un véhicule

Country Status (4)

Country Link
EP (1) EP4320005A1 (fr)
CN (1) CN117396353A (fr)
DE (1) DE102021205686A1 (fr)
WO (1) WO2022253881A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101725198B1 (ko) * 2015-10-08 2017-04-12 한국철도기술연구원 전기 철도 차량의 스마트 미터링 장치의 전원 공급 장치 및 그 방법
DE102018206957A1 (de) * 2018-05-04 2019-11-07 Siemens Aktiengesellschaft Energiemanagementvorrichtung und Fahrzeug
EP3766724A1 (fr) * 2019-07-18 2021-01-20 Siemens Mobility GmbH Véhicule et procédé de fonctionnement d'un véhicule

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101725198B1 (ko) * 2015-10-08 2017-04-12 한국철도기술연구원 전기 철도 차량의 스마트 미터링 장치의 전원 공급 장치 및 그 방법
DE102018206957A1 (de) * 2018-05-04 2019-11-07 Siemens Aktiengesellschaft Energiemanagementvorrichtung und Fahrzeug
EP3766724A1 (fr) * 2019-07-18 2021-01-20 Siemens Mobility GmbH Véhicule et procédé de fonctionnement d'un véhicule

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EP4320005A1 (fr) 2024-02-14
CN117396353A (zh) 2024-01-12
DE102021205686A1 (de) 2022-12-08

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