CN110267859B

CN110267859B - Device for transition of a track between the compartments of a vehicle

Info

Publication number: CN110267859B
Application number: CN201780075377.5A
Authority: CN
Inventors: A.布吕根; M.莱曼; M.施沃泽; E.斯托西克
Original assignee: Siemens Mobility GmbH
Current assignee: Siemens Mobility GmbH
Priority date: 2016-12-05
Filing date: 2017-07-31
Publication date: 2021-11-05
Anticipated expiration: 2037-07-31
Also published as: EP3523173A1; WO2018103901A1; CN110267859A; PL3523173T3; EP3523173B1; ES2913543T3

Abstract

The invention relates to a device for the transition of lines (L) of several supply types between the compartments (EW, MW) of a vehicle (TZ), wherein a plurality of lines of one supply type are combined into at least one corresponding Line Module (LM), and the plurality of line modules are each arranged along a defined longitudinal side of a mechanically coupled connecting rod (KS) for adjacent compartments and are fastened to the connecting rod by means of at least one bracket (H).

Description

Device for transition of a track between the compartments of a vehicle

Technical Field

The invention relates to a device for the transition of supply-type lines between the compartments of a vehicle, which compartments are mechanically connected to each other by means of a connecting rod.

Background

In passenger vehicles in particular, so-called car transition systems are used for coupling the cars of the vehicle to one another and for bridging the distance between adjacent cars. Such car transition systems are usually formed by bellows or bellows which provide the passengers with a safe and environmentally safe transition between adjacent cars, floor connection systems, for example in the form of articulated or modular bridges or gangways, short couplings and transition lines. The short couplings are used in particular on rail vehicles designed as motor units, which have traction components distributed over the rail vehicle. An example of such a high speed train with distributed traction is the Velaro D, also known as BR 407 or ICE 3, which is used by the german railway shares company.

The short couplings establish a somewhat permanent mutual coupling of the vehicles, which cannot be disconnected during normal operation of the vehicles. The transition lines are used, for example, to transmit energy, control signals and communication signals for supplying drive components and auxiliary equipment components, as well as fluids, such as compressed air for a pneumatic brake system of the vehicle, between adjacent cars. The electrical lines can also be combined in particular here to form cables with multiple lines and a common insulation.

On the mentioned Velaro D-type high-speed trains, the car transitions are designed in such a way that short couplings are arranged inside the bellows, while the energy and control lines are guided through separate cable ducts which are arranged suspended below the bellows and are each fastened to the vehicle body by means of shackles. Information about this cable channel is known from the following documents, page 9 and page 13 of "train connection technology (Verbindungschnik fur die Bahn)" published in 2014 by Huber + Suhner corporation and page 14 to 20 of "wagon transition System (Wagen fur systems)" published in 2011 by Huber + Suhner corporation. A similar solution is also shown on page 246 of the document "railway vehicle track and system (Rolling Stock Kabel & system)" published by Leoni company 2015 8.

In the older design of the type ICE 3, 403 of the german railway shares company mentioned, instead of a separate cable duct for guiding the cables, a cable splitter is used, which is arranged between the end walls of the car body. This solution is shown, for example, on page 247 of the document "lines and systems of railway vehicles (Rolling Stock Kabel & system)" published by Leoni corporation 2015 8 and on the cover of the white paper "car transit system (Wagen ü bergangssysteme)" published by Huber + Suhner corporation 2011.

The arrangement of the energy, control and other supply lines below or outside the bellows or bellows is determined by the only limited space available within the bellows. However, such an arrangement of cables and lines is disadvantageous for the operation of the vehicle, in particular with regard to the aerodynamics of the cabin transition and the exposure to environmental influences.

Disclosure of Invention

The object of the invention is to provide a transition between the compartments of a vehicle, which enables all the lines or cables to be arranged completely within the bellows or bellows of the compartment transition system. The technical problem is solved by the following technical scheme.

According to the invention, a device for the transition of lines of several supply types between the compartments of a vehicle is provided, wherein several lines of one supply type are combined into at least one corresponding line module, and several line modules are each arranged along a defined longitudinal side of the connecting rod and are fastened to the connecting rod by means of at least one bracket, the connecting rod being used for the mechanical coupling of adjacent compartments.

The arrangement of the line modules of the various supply types on the connecting rods of, for example, short couplings according to the invention makes it possible, on the one hand, to place all the lines required for the supply in the bellows or bellows of the cabin transition system and, on the other hand, to achieve a configuration of the line transition between the cabins of the vehicle which meets the respective requirements.

According to one embodiment of the invention, the line module is used for exchanging or transmitting energy, communication signals, control signals and/or fluids between the compartments of the vehicle. In this case, fluid is understood to mean both liquid and gas, which are used in the form of hydraulic oil or compressed air, for example, in the brake system of a vehicle. For the exchange of electrical energy between the cars of the train, both lines of the so-called bus bars of the train can be used, for example for supplying so-called auxiliary devices, and so-called power lines, which are used for supplying traction components arranged in the cars of the train. The use of power lines is preferred when the car itself does not have direct access to energy supply devices such as catenary lines or generators. The control signals and communication signals are also usually transmitted via electrical lines, but optical lines may alternatively be used for this purpose.

According to a further embodiment of the invention, one or more line modules for energy transmission are arranged below the connecting rod, and one or more line modules for transmission of control signals and/or communication signals and for fluid transmission are arranged in each case laterally on the connecting rod. Furthermore, according to the configuration based on this, one or more line modules for fluid transmission can in turn be arranged laterally to the one or more line modules for transmitting control signals and/or communication signals. The latter embodiment makes it possible, for example, to easily replace compressed air lines of a pneumatic brake device, for example for a vehicle, since these lines are nevertheless well accessible to the service or maintenance personnel, despite the fact that, if necessary, there are a large number of lines of the respective line module, which are arranged on the connecting rod.

According to a further embodiment of the invention, the vehicle is designed as a vehicle that runs along a rail, in particular as a motor train unit for passenger transport with a plurality of carriages. As mentioned at the outset, short couplings are used in particular on high-speed trains which are constructed from a defined or inflexible construction consisting of a plurality of cars, in particular end cars and intermediate cars. Also on such trains there is a need for the transition of many lines for supplying various components between the cars of the train, so that especially in this type of vehicle the minimization of the installation space required for the line transition is advantageous.

Preferably and in particular in the case of a design of the vehicle as a motor train unit, the line module or modules for energy transmission have both a line for a so-called train bus for auxiliary devices arranged in the passenger compartment and a line for supplying power to the traction components arranged in the passenger compartment, i.e. the aforementioned power line. In this case, the lines of the bus bar and the power lines are each combined, for example, into separate line modules.

In order to meet the requirements, in particular for the aerodynamic optimization of the vehicle, according to a further embodiment of the invention the connecting rods and the line modules fastened thereto are arranged inside a bellows or bellows of the passenger compartment transition system.

According to a further embodiment of the invention, the connection of the line-on-car connection for the line module is arranged below the respective body of the adjacent car. According to this embodiment, therefore, no interface is provided in the region of the short coupling, since, as mentioned above, particularly on high-speed trains using such couplings, no separation of the cars during operation of the train is provided and therefore a frequently disconnected line is not directly required. However, if it is desired to disconnect the line, the interfaces are preferably arranged outside the bellows or bellows, whereby they can be accessed relatively easily by the operator or service personnel.

According to a further embodiment of the invention, a support for the line module is arranged in each end region of the longitudinal sides of the connecting rod. The lines of at least one line module are guided in a movable manner from the support to a corresponding interface arranged in the region of the body (WK) of the vehicle (EW, MW). The brackets of the connecting rods are preferably arranged in the region of the respective connecting joints, since at these points the relative movements of the track, which can lead to wear or damage of the track, are very small as a result of the vehicle movement or the relative movement of adjacent cars to one another.

Drawings

The apparatus according to the invention is described in detail below with reference to examples. In the drawings:

figure 1 shows a sectional side view of adjacent cars of a rail vehicle with a car transition system,

figures 2 and 3 show the arrangement of the line modules on the connecting rods by means of the brackets and the arrangement of the line modules on the interfaces according to a first embodiment,

figures 4 and 5 show the arrangement of the lines on the connecting rod by means of the brackets and the arrangement of the lines on the interface according to a first embodiment,

figures 6 and 7 show the arrangement of the line module on the connecting rod by means of the bracket and the arrangement of the line module on the interface according to a second embodiment,

fig. 8 and 9 show the arrangement of the lines on the connecting rod by means of the brackets and the arrangement of the lines on the interfaces according to a second embodiment.

Detailed Description

Fig. 1 schematically shows a side view of a rail vehicle TZ having a plurality of cars, wherein only the end cars EW and the intermediate cars MW connected thereto are shown by way of example in fig. 1. The two carriages EW, MW are for example part of a motor train unit for passenger transport. These carriages each have a body WK which is supported on rails, not shown, by means of bogies DG in the form of wheel or idler bogies. The motor train unit TZ moves along the track along the traveling direction FR. The bodies WK of the two cars EW, MW shown are connected to one another by means of a car transition system, which, as described at the outset, essentially has a short coupling KK, a plurality of transition lines L, a bellows WB, and a floor transition system, not shown. The bellows WB can be designed in one piece here, wherein both sides are fastened to the respective end faces of the vehicle body WK. Alternatively, however, the bellows can also be designed in multiple parts and, for example, have two sub-bellows which are connected to one another by means of a support frame supported on the connecting bar KS of the short coupling KK. In this case, one side of each of the sub-bellows is fastened to an end wall of the vehicle body, while the other side of the sub-bellows is connected to the support frame. The bellows creates a transition between two adjacent compartments that is separated from the environment and thus provides a passenger with a protected transition between the vehicle bodies. The corrugated bellows WB or individual sub-bellows usually have an inner bellows, which is also not shown in detail in fig. 1, and an outer bellows surrounding the inner bellows. In this case, the connecting bar KS of the short coupling KK, together with the line L fastened thereto, is preferably arranged in the space between the lower inner and lower outer bellows. The connecting rods KS of the short couplings KK are fastened, for example, to the frame below the respective vehicle body or are connected to connecting elements KE fastened there by means of a plurality of bolts. The short coupling KK is, for example, a known summer fenborg coupling, but other types of couplings can be used here in the same way.

The lines L for the respectively required supply type are guided or fastened by a plurality of brackets H in the region of the car transitions on the connecting rods KS of the short couplings KK. In the schematic illustration of fig. 1, the line L is here, by way of example, guided or fastened on the underside of the connecting rod KS by means of four brackets H distributed over the length of the connecting rod KS, but the line L can be arranged in the same manner along the side faces of the connecting rod KS, that is to say on both the left and right sides of the connecting rod KS, as will be described in more detail below, as viewed in the direction of travel FR or along the longitudinal axis of the motor train unit TZ. The brackets H are arranged, for example, to limit or prevent possible movements of the line L over the length of the connecting bar KS, that is to say in the region between the two brackets H on the outside, in order to avoid possible wear and breakage of the line in this region. In contrast, in the transition region to the cars, the link L is provided with a defined excess length in order to be able to compensate for relative movements between the cars or between the short coupling KK and the respective car, while no increased tensile or compressive loads of the link L occur in the movements. Preferably, the line L is fastened by means of the brackets H in the end regions of the tie bars KS of the short couplings KK, since the relative movement of the line L is small at these points of the tie bars KS.

The lines L are connected, if necessary, by the interface S or by connections, to suitable lines, not shown separately in fig. 1, which are arranged in the region of the vehicle body WK. The track for the cabin side of the various supply types is guided, for example, in a housing, not shown, which is arranged below the vehicle body WK in the region of the cabin transition, in order to protect the track on the cabin side from the environment. Furthermore, the interface S is preferably connected to the housing by suitable means and is therefore fixed to the vehicle body. The connections S can also each be arranged at an angle to the vertical, as shown by way of example in fig. 1, in order to achieve a line between the support H on each outer side of the connecting rod KS and the connections S or joints which extends as free of bends as possible. Alternatively, a further interface can be provided on the cabin side, at which the cabin-side line terminates. Such a cabin-side connection can be connected, for example, by means of known plug connections, to a connection S at which the line L terminates.

Fig. 2 and 4 schematically show a sectional view of an exemplary construction of a support H according to a first embodiment of the invention, how the support H is fastened to a connecting rod KS and various supply-type line modules LM or lines L guided or fastened on the support H, respectively. Fig. 3 and 5 each show schematically an exemplary arrangement of the respective end face of the associated interface S together with the connections or terminations of the respective line module LM or line L of the respective supply type. The line modules or lines of each supply type are only shown in each case by way of example and can be adapted in practice as required. The plurality of electrical lines can also be combined into a cable, which is correspondingly guided in the holder. Instead of the interfaces S for terminals or connections of all supply types as shown in fig. 3 and 5, separate interfaces for these supply types can also be provided in the same manner.

Fig. 2 and 4 show by way of example that the lines L of the various supply types are combined into line modules LM or line trains and that these line modules LM are guided at a distance from one another on the connecting rods KS of the short couplings KK. All lines LL, also referred to as power lines LL, for example, for the high-voltage transmission of electrical energy for supplying the traction means are combined to form a line module LML, which is routed below the connecting rod KS. The line module LML may also include lines for supplying power to auxiliary devices, for example lines of a bus bar of a train. In the example of fig. 4, this can be, for example, a line LL represented as a bundle or strand of four lines, which is arranged directly in the bracket H below the connecting bar KS.

In the example of fig. 2 and 4, the line module LML or the line LL for energy transmission is arranged below the connecting bar KS of the short coupling KK, while the line module LMS or the line LS for transmission or supply of control signals, if present, and the lines for transmission or supply of communication signals are arranged on the left and right sides of the connecting bar KS. These line modules or lines are guided, for example, by special supports which are supported on supports for the power line LL. In this case it is sufficient to fasten the bracket H only to the underside of the connecting bar KS, but alternatively a separate bracket fastened directly to the connecting bar KS can be provided for each line module LML, LMS in the same way. The fastening of the rack H only on the underside of the connecting bar KS of the short coupling KK provides the advantage here that the kit of line modules and one or more racks can be connected to the connecting bar KS and separated from it again. This makes it possible to replace such an assembly relatively simply without the need to separate or disassemble the connecting rod KS itself. In the same way, when the individual line modules are fastened by means of separate brackets to short couplings or brackets for other line modules, these can also be replaced without disassembling the entire assembly.

In the exemplary interface S shown in fig. 3 and 5, the line LL for energy transmission or its line modules LML is terminated by two rows of contacts on the bottom, while the line LS or its line modules LMS for transmission or supply of control signals and/or communication signals is terminated by one row of contacts on the top of the interface S.

In addition to the supply lines LL, LS or line modules LML, LMS, one or more lines LF or one or more line modules LMF for conveying a fluid LF, for example compressed air or hydraulic oil for vehicle brakes, may also be provided. These lines LF or line modules LMF are guided according to fig. 2 and 3, for example, on the side of the lines LS or line modules LMS for signal transmission. This results in the advantage that these lines or line modules can be replaced relatively quickly when needed, without the need to disassemble the entire assembly. These lines LF in turn terminate at the interface S alongside the line LL for energy transmission, which lines LF in the example of fig. 3 and 5 terminate at the respectively outer joint shown in the second row of the interface S.

Fig. 6 and 8 schematically show a sectional view of an exemplary embodiment of a support H on a connecting bar KS and various supply-type line modules LM or lines L guided or fastened on the support H according to a second embodiment of the invention. The holder H of fig. 6 and 8 is designed in a simplified manner compared to the structure of the holder H of the first design described above. The line modules LML and LMS or lines LL and LS are fastened to the support H, for example, by means of corresponding collars, in particular block-shaped collars. In addition, in contrast to the first embodiment, the line LF or the line module LMF for transporting the fluid LF is not guided laterally to the line LS or the line module LMS for signal transmission, but is instead arranged above the line LS or the line module LMS for signal transmission. This makes it possible to reduce the installation space required for routing the line modules or lines in the horizontal direction and perpendicular to the longitudinal direction of the connecting bar KS.

The interface S shown in fig. 7 and 9 differs from the interface S shown in fig. 3 and 5 in that the connections of the lines LF or line modules LMF for transporting fluid are arranged on both sides of the connections of the upper row and of the lines LS or line modules LMF for signal transmission. Further alternative designs of the support are possible in the same way as different arrangements of the connections or terminations of the lines on the interface.

Claims

1. Device for the transition of lines (L) of various supply types between compartments (EW, MW) of a vehicle (TZ), wherein adjacent compartments (EW, MW) are mechanically coupled to one another by means of a connecting rod (KS), wherein,

-a plurality of lines (L) of one supply type are combined into at least one respective Line Module (LM), and

-a plurality of Line Modules (LM) are each arranged along a determined longitudinal side of the connecting rod (KS) and are fastened to the connecting rod (KS) by means of at least one bracket (H),

-the connecting rod (KS) and the Line Module (LM) fixed to the connecting rod (KS) are arranged inside a bellows (WB) of a car transition system,

the interfaces (S) for the cabin-side connections of the lines (L) of the Line Modules (LM) are arranged below the respective bodies (WK) of the cabins (EW, MW) and outside the bellows (WB).

2. The device according to claim 1, wherein said Line Module (LM) is used for transmitting energy, communication signals, control signals and/or fluids between the compartments (EW, MW) of the vehicle (TZ).

3. An arrangement according to claim 2, wherein at least one Line Module (LML) for energy transmission is arranged below the connecting rod (KS).

4. Device according to claim 2, wherein at least one Line Module (LMS) for transmitting control signals and/or communication signals and at least one Line Module (LMF) for fluid transmission are arranged at the side of the connecting rod (KS), respectively.

5. An arrangement according to claim 4, wherein at least one Line Module (LMF) for fluid transmission is arranged beside at least one Line Module (LMS) for transmission of control signals and/or communication signals.

6. The device according to claim 1, wherein the vehicle (TZ) is designed as a vehicle (TZ) running along a track.

7. The device according to claim 1, wherein said vehicle (TZ) is designed as a motor train unit for passenger transport with multiple compartments (EW, MW).

8. The device as claimed in one of claims 3, 6 and 7, wherein at least one Line Module (LML) for energy transmission has a line and/or power line (LL) of the bus bar.

9. Device according to claim 1, wherein a bracket (H) for a Line Module (LM) is arranged at least in each end region of the longitudinal sides of the connecting rod (KS), wherein the lines of the Line Module (LM) are guided movably from the respective bracket (H) up to a respective interface (S) arranged in the region of the body (WK) of the car (EW, MW).