EP3067245A1 - Systeme de connexion d'elements de fixation d'un vehicule sur rail - Google Patents

Systeme de connexion d'elements de fixation d'un vehicule sur rail Download PDF

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Publication number
EP3067245A1
EP3067245A1 EP16159170.6A EP16159170A EP3067245A1 EP 3067245 A1 EP3067245 A1 EP 3067245A1 EP 16159170 A EP16159170 A EP 16159170A EP 3067245 A1 EP3067245 A1 EP 3067245A1
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EP
European Patent Office
Prior art keywords
rail vehicle
connection
connection device
axis
rotation
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.)
Granted
Application number
EP16159170.6A
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German (de)
English (en)
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EP3067245B1 (fr
Inventor
Rainer Pramper
Christian Strauss
Andreas MONARTH
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.)
Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL16159170T priority Critical patent/PL3067245T3/pl
Publication of EP3067245A1 publication Critical patent/EP3067245A1/fr
Application granted granted Critical
Publication of EP3067245B1 publication Critical patent/EP3067245B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/06—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables

Definitions

  • the invention relates to a connection arrangement for at least one flexible connecting element, in particular a connecting element for connecting two cars of a rail-bound means of transport, and a rail vehicle with such a connection arrangement.
  • Other compounds include, inter alia, compounds for transporting work equipment, eg. As a brake fluid, a coolant, compressed air or electrical connection elements for conducting electrical energy.
  • Suitable fasteners for this purpose can be cables, lines or hoses. These are performed either below the connected car or below the car bodies, but a safety distance to the rail and to a bottom of the car is to be respected, or above the car or car bodies on the roof, again safety distances to moving parts or the overhead line must be followed ,
  • a length of the connecting elements must be selected such that the connection does not break even at maximum pivoting of the connected elements of the means of transport.
  • the length of the respective connecting element is thus dependent on the maximum angles of rotation and the arrangement of the connecting device to be connected with respect to a central longitudinal axis of the rail-bound means of transport when driving straight ahead.
  • the connection devices are at the elements of the means of transport to be connected arranged devices to which the connecting element mechanically fixed or with which the connecting element is mechanically connected.
  • a bracket must allow for pivoting, pitching and wobbling of the connected carriages.
  • the connecting elements must not protrude from a predetermined space, which is in particular downwards in the direction of the track bed or car roof and bounded laterally, so that the connecting elements can not pose a hazard.
  • EP2495151A1 discloses a holding device for holding at least one flexible connecting element, wherein by means of the connecting element two spaced-apart and mutually pivotable about an axis of rotation elements are connected, in particular cars a rail-bound transport.
  • the holding device has at least three links, each link having two pivots.
  • the links are rotatably attached to each other by means of the pivots such that the links form a link chain, with end links of the chain being rotatably secured to a carrier by one of their pivots.
  • At least one member is formed as a holding member, wherein the holding member forms a holding device or has a holding device, wherein the flexible connecting element by means of the holding device is fixedly connected to the holding member.
  • connection of connecting elements in the area of vehicle joints still leads to the problem of bending the connecting elements in the region of the ends of the connecting elements when rail vehicle elements, such as wagons, are pivoted relative to one another about the pivot axis of rotation.
  • This bending which can lead to a kinking in extreme cases affects the durability of the fasteners.
  • large radii have been chosen in the leadership of fasteners and long connecting elements designed so that they have a large straight-ahead excess length, which serves to compensate for the change in distance between the first and the second connection device when cornering.
  • This excess length leads
  • a large sag of the fasteners so that suspensions against excessive sagging are required.
  • the object of the present invention is to provide a solution to this problem.
  • a solution should be given as connecting means as short as possible and thereby an excess length can be reduced.
  • this problem is solved in that a first connection device, to which a flexible connection element can be connected, is movably mounted on a first rail vehicle element, for example a carriage, car body or module, and that a second connection device to which the flexible connecting element can be connected, is movably mounted on a second rail vehicle element.
  • first connection device and the second connection device can be moved relative to the rail vehicle element to which they are respectively attached so as to reduce or restrict deflection of the connection element where it is connected to the connection devices becomes.
  • connection devices can counteract a rotational movement or pivoting of the rail vehicle elements about a pivot axis of rotation and in extreme cases, which does not always have to be present, compensate. This is the case in particular when the connection devices are each rotatably mounted on a rail vehicle element.
  • the connection means may perform a counter-rotational movement to the rotation of the rail vehicle elements about a hinge axis of rotation.
  • the course of a connecting element between rail vehicle elements is automatically optimized depending on the angle of rotation between the rail vehicle elements, also referred to as joint angle or Verschwenkungswinkel, as a result of rotation of the rail vehicle elements relative to each other about the pivot axis, the situation each connection device is adjusted automatically relative to the rail vehicle element on which it is movably mounted, and an optimized guidance of the connection element is achieved.
  • An optimized guidance of the connecting element means, in particular, the lowest possible curvature, the lowest possible tensile forces and / or the lowest possible bending forces on the connecting element at a connection point on a connection device.
  • the position of the connection devices is preferably passive relative to the respective rail vehicle element to which it is attached.
  • hinge for the purpose of describing this invention also includes joints that permit not only rotation about a hinge axis of rotation (Z axis, vertical axis) but also movement about one or more other degrees of freedom.
  • rotation can be made possible, so that the rotary joint is in a particular form a rotary pitch joint.
  • a rail vehicle element can be, for example, a traction vehicle or a tensile part, in particular a carriage, a car body or a module, of a rail vehicle.
  • the first and the second rail vehicle element are in particular coupled to transmit driving forces, ie tensile or compressive forces, used for a movement of the rail vehicle elements and at least about a vertical axis of rotation, e.g. perpendicular to a track bed, in a predetermined angular range against each other pivotally.
  • the articulation axis of rotation which is a vertical axis of rotation, is preferably arranged on a central longitudinal axis of the rail-bound means of transport and runs perpendicular to a track bed or a track level. It can be arranged centrally or eccentrically between the two connected rail vehicle elements, the joint axis of rotation.
  • the hinge axis which is a vertical axis of rotation, is also referred to as the Z axis.
  • the rail vehicle elements may be rotatable relative to one another about one or more further axes of rotation.
  • Further possible axes of rotation are an above-mentioned central longitudinal axis, which is also referred to as X-axis and a transverse axis, which is also referred to as Y-axis and in particular is perpendicular to the X-axis.
  • a rotation of the rail vehicle elements relative to each other about the X-axis is referred to as roll motion.
  • a rotation of the rail vehicle elements relative to each other about the Y-axis is referred to as a pitching movement.
  • a connection device is in particular a device for the mechanical fixing of the connecting element to a rail vehicle element, in particular for the mechanical fixing of one end of the connecting element.
  • the connecting element With a connection device, the connecting element is fastened to a rail vehicle element.
  • the connecting elements for further transport of working means such as a brake fluid, a cooling liquid, compressed air, or for conducting electrical energy can be contacted at the connection means.
  • working means such as a brake fluid, a cooling liquid, compressed air, or for conducting electrical energy
  • a specific example of a connection device is a terminal box and an associated connection element is an electrical line which is mechanically connected to and in the terminal box and electrically contacted.
  • a connection device is formed, for example, plate-shaped or box-shaped
  • the first and second terminal means are spaced apart from each other and about the hinge axis of rotation in a predetermined angular range against each other, i. relative to each other, swiveling.
  • This Verschwenkbarbeit results from the pivoting of the rail vehicle elements about the pivot axis of rotation when the first connection device is mounted on the first rail vehicle element and the second connection device is mounted on the second rail vehicle element.
  • each of the connection devices can be pivotable relative to a rail vehicle element on which it is mounted (described below), which results in further rotational degrees of freedom.
  • the angle of pivoting of a first rail vehicle element in the direction of travel against a following second rail vehicle element is defined as the angle between the longitudinal axis of the first rail vehicle element and the central longitudinal axis of the rail-bound means of transport when driving straight ahead.
  • the angular range of the pivoting is, for example, -40 ° to + 40 °.
  • the angular range generally depends on a variety of factors, including but not limited to e.g. depending on a car geometry, a track geometry, a curve radius and a distance of the e.g. arranged on different car connection devices.
  • the connecting element is connected to a first section of the connecting element, in particular to a first end of the connecting element, to the first connecting device and to a second section of the connecting element, in particular to a second end of the connecting element, to the second connecting device.
  • the length of the connecting element is determined inter alia as a function of a distance between the connecting devices, the minimum and the maximum critical angle, the minimum and / or maximum permissible bending radius of the connecting element, the position of the axis of rotation with respect to the connection devices to be connected, and the type (rotational, translational, position of the movement axis (s)) and the extent of mobility of the first connection device relative to the first rail vehicle element and the type and extent of mobility of the second connection device relative to the second rail vehicle element ,
  • the flexible connecting element may have a predetermined rigidity, in particular a predetermined torsional stiffness or bending stiffness.
  • the flexible connection element is designed as a hose or cable or conduit. This results in an advantageous manner that by means of the connecting element working means, eg. Brake fluid or air, or electrical energy can be transported between the connected elements.
  • connection device and “rail vehicle element” are used in abbreviated form.
  • connection device can be mounted on the rail vehicle element in a rotational manner, that is to say rotatable or rotationally movable, and / or translationally, that is to say displaceable.
  • connection device can be mounted rotatably about one or more axes of rotation.
  • connection device can be mounted translationally in one or more spatial directions.
  • connection device is rotatably mounted on the rail vehicle element.
  • first connection device is rotatably mounted on the first rail vehicle element and / or the second connection device is rotatably mounted on the second rail vehicle element.
  • the connection device is rotatably mounted about an axis of rotation which is parallel to the joint axis of rotation (Z axis).
  • first connection device is rotatably mounted about a first axis of rotation, which is parallel to the joint axis of rotation, and / or the second connection device is rotatable about a second axis of rotation stored, which is parallel to the hinge axis of rotation.
  • connecting devices can pivot particularly well relative to one another when pivoting rail vehicle elements about the joint rotational axis, and a particularly favorable guidance of the connecting element between the rail vehicle elements is made possible by way of an example still shown.
  • a connection device is mounted for rotation about an axis of rotation which is parallel to a transverse axis of the rail vehicle element.
  • the transverse axis of the rail vehicle element is also referred to as Y-axis and has been defined above.
  • the axis of rotation of the connection device, which is parallel to this transverse axis is also referred to as the pitch axis.
  • connecting devices can align particularly advantageously with one another during a pitching movement of the rail vehicle elements, for example when driving through a dome or through a dip.
  • One or more translational and one or more rotational degrees of freedom can be combined with one another as desired.
  • this rotational mobility can also be combined with a rotational mobility of the connection device about an axis parallel to the joint axis.
  • connection device can be mounted translationally on the rail vehicle element.
  • the connection device is mounted translationally in one direction or along a displacement axis which is parallel to a transverse axis of the rail vehicle element.
  • an approach of two connection devices, which are each arranged on one of the rail vehicle elements is possible. If, for example, connection devices are mounted on the outer side of the rail vehicle elements on a curve, the distance between the two connection devices is increased relative to one another and a connecting element is stretched. This movement can escape the connection devices in that they move along their respective displacement axis towards the inside of the curve, whereby the distance between the two connection devices is shortened again.
  • a bearing can be provided, with which the connection device is movable on the relevant rail vehicle element is stored.
  • the bearing is designed so that it allows at least one intended rotational movement and / or at least one provided translational movement of the connecting device relative to the rail vehicle element.
  • the bearing is in particular a sliding bearing or a rolling bearing.
  • connection device on the rail vehicle element, on which it is movably mounted, can take place at various points.
  • the connection device is arranged below or above a rotary joint or rotary joint part.
  • the connection device may be movably mounted on a base structure of the carriage, in particular on a cross member, in particular on an end cross member.
  • a connection device may be arranged in the roof area of the vehicle or may be movably mounted there.
  • the connection device may be arranged on a roof cross member or may be movably mounted there.
  • connection arrangement has a plurality of flexible connection elements. These multiple connecting elements are respectively connected to the first connecting device with a first section, preferably with a first end, and connected to the second connecting device with a second section, in particular with a second end.
  • a plurality of connection elements are thus bundled to a first connection device and a second connection device guided or bundled between these connection devices.
  • This embodiment is particularly advantageous because, in a bundling of connecting elements, the bending or torsion of the bundle during pivoting of the rail vehicle elements to each other particularly significant. Bending stiffness or torsional stiffness add up in the bundle and you get usually a particularly bending or torsionally rigid structure.
  • connection device movable to store a respective rail vehicle part.
  • the connecting elements are preferably electrical lines, in particular Multicore cables, or lines, in particular hoses, for liquid working fluids, in particular hydraulic fluid or water.
  • connection means Due to the movable mounting of the connection devices, the connection means can be oriented towards one another or aligned with one another. If the rail vehicle elements are pivoted about the hinge axis of rotation against each other, the connection means can be oriented to each other. This means, in particular, that the connection devices of both connection devices can be brought into an opposite position. As a result, a favorable course of a connecting element, which is connected to the connection devices, reachable.
  • the invention also relates to a rail vehicle or a rail vehicle composite, comprising a connection arrangement as described above.
  • the rail vehicle network is formed from a plurality of rail vehicle elements, in particular cars, railcars, wagons, modules.
  • the rail vehicle network is in particular a subway, S-Bahn, tram, a local train or a long-distance train.
  • connection arrangement 1 in Fig. 1 has the first rail vehicle element 2 and the second rail vehicle element 3.
  • the rail vehicle elements 2, 3 are car bodies, for example of wagons, and outlined with reference to some shell components, which are described below.
  • a rotary joint 4 is arranged, via which the rail vehicle elements 2, 3 are coupled to one another.
  • the joint 4 has the joint parts 5 and 6.
  • the hinge part 5 is attached to the first rail vehicle element 2 and in this example connected to an end cross member 7.
  • the hinge part 6 is connected to the end cross member 8 of the second rail vehicle element 3.
  • the joint parts 5, 6 are rotatable relative to one another about the joint rotational axis Z, which is perpendicular to the plane of the drawing, so that the rail vehicle elements 2 and 3 are also rotatable about the axis Z, which is a vertical axis.
  • the carriage 2 has in the shell structure, inter alia, an end cross member 7 and side members 17, 18, which adjoin the end cross member 7.
  • the carriage 3 has, in its bodyshell structure, inter alia the end cross member 8 and the side members 19, 20, which adjoin the end cross member 8.
  • car body sides and end walls can be placed, as in Fig. 3 shown below.
  • the first connection device 9 is mounted.
  • the second connection device 10 is mounted.
  • the first connection device 9 is movable relative to the first rail vehicle element 2. It is movably mounted on the end cross member 7, as will be described below.
  • the second connection device 10 is relatively movable to the It is movably mounted on the end cross member 8, as will be described below.
  • the first connection device 9 has the connection means 11 and 12, which are for example at terminal points for electrical lines or connection points for hoses.
  • the second connection device 10 has two connection means 13, 14.
  • Per connection device 9, 10 only two connection means are shown in this example. Alternatively, further connection means may be provided or only one connection means per connection device may be provided.
  • the connecting elements 15, 16 are, for example, electrical lines or hoses for liquid working media, in particular hydraulic hoses.
  • a connecting element is also referred to below as a connecting means.
  • connection means 15 extends from the connection device 9 to the connection device 10, specifically from the connection means 11 of the first connection device 9 to the connection means 13 of the second connection device 10.
  • the second connection element 16 extends from the connection means 12 of the first connection device At the connection means 11, 12, 13, 14, the connecting means 15, 16, for example, clamped or screwed, which is not shown here.
  • connection means 15, 16 for example, electricity or working medium can be conducted from the carriage 2 to the carriage 3 or vice versa.
  • the onward transport of a working medium or electric current within the carriages 2, 3 conducted through the connecting means 15, 16 is not shown here.
  • Fig. 1 shows the carriage 2, 3 in the straight ahead position.
  • the carriage longitudinal axis X1 of the first carriage 2 and the carriage longitudinal axis X2 of the second carriage 3 are in alignment and in this straight-ahead position form the rail vehicle longitudinal axis.
  • the first carriage 2 further has the transverse axis Y1 and the second carriage 3 has the transverse axis Y2.
  • the transverse axes Y1, Y2 are perpendicular to the longitudinal axes X1 and X2.
  • the transverse axes Y1 and Y2 are parallel in the straight ahead position of the carriages 2, 3 to the transverse axis Y3, which in turn is perpendicular to the vertical axis Z.
  • a relative rotation of the carriages 2 and 3 about the axis Y3 is referred to as pitching motion.
  • the Z-axis is referred to as a joint rotational axis, since it allows the rotational movement of the carriages 2, 3 relative to one another during cornering, and thus the most important joint movement.
  • the rotational movement for example, when cornering is thus distinguished conceptually from the pitching movement just described.
  • the carriages 2 and 3 rotate relative to one another along this rail vehicle longitudinal axis.
  • connection devices 9, 10 The movement of the connection devices 9, 10 relative to the carriages 2, 3 will be described below.
  • connection device 9 is rotatably mounted about the axis of rotation D1 perpendicular to the plane of the drawing and parallel to the Z-axis.
  • the connection device 10 is rotatably mounted about the axis D2, which is also parallel to the Z-axis, ie the joint axis of rotation.
  • the first connection device 9 is also rotatably mounted about the axis D3, which is parallel to the transverse axis Y1 of the first carriage 2.
  • the second connection device 10 is rotatably mounted about the transverse axis D4, which is parallel to the transverse axis Y2 of the second carriage 3.
  • a possible angle of rotation about the axes of rotation D1, D2, D3, D4 may be limited, for example by a stop, which is not mandatory.
  • the possible angle of rotation about these axes can be determined by the arrangement and rigidity of the connecting elements 15, 16 and by the angle of rotation about the pivot axis Z or the maximum angle of rotation about the pivot axis Z.
  • a sliding bearing 21 is further formed, which is a linear bearing, in which the first connection device 9 is translationally movable.
  • the linear bearing 21 is designed, for example, in the form of a groove or rail, in which a complementarily designed sliding element, which is connected to the first connection device 9, is displaceable.
  • the sliding bearing 21 is designed as a C-rail, in which a sliding element, which is encompassed by the rail, is displaceable.
  • a sliding bearing 22 is formed on the end cross member 8 of the second carriage 3.
  • the plain bearings 21, 22 are over in this example executed approximately the entire width of the carriage 2 and the carriage 3.
  • a bearing 21 or 22 may be designed only to a maximum of the central axis X1 or X2. It can be carried out the combination of all three possibilities of movement (axis of rotation D1, axis of rotation D3 and plain bearings 21) or even two combinations or only a possibility of movement.
  • Fig. 2 shows the situation after a rotational movement of the carriage 2 and 3 about the pivot axis Z.
  • a left turn passed and there is a rotation or pivoting of the car 2 and 3 relative to each other.
  • the same reference numbers are chosen for the same elements as in FIG Fig. 1 ,
  • connection devices 9, 10 are pivoted relative to one another about the joint rotational axis Z and thereby the distance between the first connection device 9 and the second connection device 10 is increased. In the reverse direction of rotation of the carriage 2, 3 relative to each other, the distance between the connection means 9, 10 would be reduced.
  • the flexible connecting elements 15, 16 With respect to the initial position in Fig. 1 stretched. This stretch is made possible or absorbed by an excess length.
  • Fig. 1 is an excess length of the connecting elements 15, 16 recognizable in the form of a lateral curvature.
  • Fig. 2 in the extended state the curvature is reduced.
  • a movement of the first connecting device 9 takes place relative to the first carriage 2 and a movement of the second connecting device 10 relative to the second carriage 3.
  • the first connection device 9 completes a clockwise rotation, ie counter to the rotation of the first carriage 2 relative to a second carriage 3 regarded as stationary.
  • the second connection device 10 completes a rotational movement about the rotation axis D2, however clockwise.
  • the first connection device 9 and the second connection device 10 thus turn toward one another.
  • the counterclockwise rotation of the second connecting element 10 is counter to a rotation of the second carriage 3 relative to a first carriage 2 considered to be stationary, which takes place in the clockwise direction and which is represented by an arrow on the articulated part 6.
  • connection device 9 is moved in the slide bearing 21 in the direction of the center of the carriage, in the direction of the central longitudinal axis X1.
  • second connection device 10 is also in the direction of the center of the wagon of the second carriage 3, in the direction of its central longitudinal axis X2, moved.
  • the illustrated translation of the first connection device 9 takes place parallel to the transverse axis Y1.
  • the translation of the second connection device 10 takes place parallel to the transverse axis Y2.
  • the translational movement and rotational movement of a connection device 9 or 10 need not be combined with one another. It can also be provided only a translational movement or only a rotational movement. Furthermore, a translation or rotation may additionally or alternatively be provided around one or more further axes of rotation or translation.
  • the axis D3 is provided as an additional rotation axis for the first connection element, and the rotation axis D4 as an additional rotation axis for the second connection element 10. The rotation about the axes D3 and D4 is advantageous in a pitching motion of the carriages 2 and 3 relative to one another.
  • only one of the connecting devices 9 or 10 is movable relative to one or more translation and / or rotational axes relative to the carriage part 2 or 3, on which it is arranged.
  • connection means 11, 12 of the first connection device 9 on the one hand and the connection means 13, 14 of the second connection device 10 are aligned with one another, so that in the best case the same orientation can result as in the non-pivoted condition of the car 2, 3 in the Fig. 1 ,
  • a first section 23 of the connecting element 16 and a first section 24 of the connecting element 15 are subjected to less bending.
  • ends are the connecting elements 15, 16, which are attached to the connection means 11, 12, bent or kinked less at the attachment points.
  • second portions 25, 26 are less bent and opposite ends of the connecting members 15, 16 connected to the connection means 13, 14 are less kinked.
  • Fig. 3 shows a view of the first carriage 2 from behind along the longitudinal axis X1.
  • Fig. 3 mean the same reference numerals as in Fig. 1 and Fig. 2 according to the same objects.
  • Fig. 3 shows two installation options for a connection device 9, namely once in the area of the vehicle floor ( Fig. 3 , below), which is advantageous for high-floor vehicles, and once in the area of the roof ( Fig. 3 , above), which is advantageous in low-floor vehicles.
  • the same reference numerals have been selected for both installation situations and the following description of the figures can be read in both installation situations.
  • the joint rotational axis Z passes through the pivot point 35.
  • Fig. 3 is the pivot bearing 36 is shown, with which the first connection device 9 is rotatably mounted on the carriage 2, here at the terminal cross member 7, stored.
  • the pivot bearing 36 has the bearing part 37, which is rotatably connected to the first connection device 9, and the second bearing part 38.
  • the bearing parts 37 and 38 are rotatable relative to each other about the axis of rotation D1.
  • the pivot bearing 36 further includes the sliding member 39 which is fixedly connected to the lower bearing part 38 and which engages in the sliding bearing 21 and is slidable in this.
  • Fig. 3 is also the other axis of rotation D3 Fig. 1 shown, around which the connection element 9 can be rotatable.
  • a bearing 36 which also allows a degree of freedom in this direction.
  • only one rotation about the axis D3 can be provided and a corresponding bearing can be provided.
  • Fig. 4 shows a plan view of another embodiment of a connector assembly according to the invention 40. Shown are a first rail vehicle module 41 as the first rail vehicle element and a second module 42 as a second rail vehicle element.
  • the modules 41, 42 are, for example, tram modules and interconnected by the bellows 43. Furthermore, the modules 41, 42 are coupled to one another via the schematically illustrated swivel joint 44.
  • the terminal boxes 45, 46 which are terminal boxes for electrical lines, are arranged as first connection devices.
  • the terminal box 45 is adapted for electrical lines that carry electrical current at a first voltage level, here designated HV (high voltage, high voltage).
  • the terminal box 46 is adapted to connect electrical lines which carry current at a second voltage level, which is a low voltage level here, namely 24V.
  • the terminal boxes 47, 48 are arranged as second connection devices.
  • the terminal box 47 is associated with the terminal box 45 for guiding connecting elements 49 and aligned for the same, first voltage level.
  • the terminal box 48 is assigned to the terminal box 46 for connection of the connecting elements 50 and designed for the same, second voltage level.
  • the terminal boxes 45, 46, 47, 48 are rotatable about perpendicular to the plane of the plane and parallel to the joint axis Z aligned axes of rotation, which are not shown here, but analogous to a rotation axis D1 or D2 Fig. 1 and Fig. 2 can be aligned and positioned. Shown are the rotational degrees of freedom of Terminal boxes 45, 46, 47, 48 in the form of double arrows.
  • the terminal boxes are rotatable clockwise and counterclockwise around the mentioned perpendicular to the plane of rotation axes.
  • connection means between the terminal boxes 45 and 47 are a plurality of cables which form a cable bundle and of which a cable 49 is provided with reference numerals by way of example.
  • a bundle of several cables is guided between the terminal boxes 46 and 48, one of which is provided with a reference numeral 50 by way of example.
  • the cables of each of the bundles are combined with binders 51, 52, 53, 54 to achieve bundling.
  • the articulated arm 55 is articulated to the module 42 and hingedly connected to the articulated arm 56, which in turn is hingedly connected at its other end to the binder or holding means 51.
  • the here in Fig. 4 illustrated holding device may alternatively be formed as in EP 2 495 151 A1 described.
  • Fig. 4 It is shown that the connecting means 49 (and others) between the terminal boxes 45 and 47 are aligned differently than the connecting means 50 (and others not designated by reference numerals) between the terminal boxes 46 and 48. End portion of the connecting means 49 leave the terminal boxes 45 and 47 in Module longitudinal direction X1 or X2. By contrast, end portions of the connecting means 50, which are connected to the terminal boxes 46 and 48, led out in the transverse direction of the module Y1 and Y2 from the terminal boxes 46, 48 or guided in accordance with consideration. By the possibility of rotation of the terminal boxes 46, 48, the relative orientation of the terminal boxes 46, 48 and the course of the connecting means 50 can be maintained or largely maintained at a joint rotation about the Z-axis.
  • connecting means or bundles of connecting means as in Fig. 4 cross over shown to relocate.
  • a bundle of connecting means extends from a terminal box 47 to a terminal box 46 (of course then the terminal box 46 would be operated at the same voltage level, HV).
  • a guide of the bundle connecting means of the terminal box 48 to the terminal box 45 is possible.
  • a connecting means would then pass from a first side of a first rail vehicle part 41 to a second side of a second side Rail vehicle element 42 out.
  • the page is defined here as one side to the right of the longitudinal axis X1 or X2 or one side to the left of the longitudinal axis X1 or X2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Body Structure For Vehicles (AREA)
EP16159170.6A 2015-03-11 2016-03-08 Systeme de connexion d'elements de fixation d'un vehicule sur rail Active EP3067245B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL16159170T PL3067245T3 (pl) 2015-03-11 2016-03-08 Układ połączeń przewodów sprzęgów w pojeździe szynowym

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015204322.3A DE102015204322A1 (de) 2015-03-11 2015-03-11 Verbindungsanordnung für Verbindungselemente eines Schienenfahrzeugs

Publications (2)

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EP3067245A1 true EP3067245A1 (fr) 2016-09-14
EP3067245B1 EP3067245B1 (fr) 2020-01-29

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EP (1) EP3067245B1 (fr)
DE (1) DE102015204322A1 (fr)
ES (1) ES2784661T3 (fr)
PL (1) PL3067245T3 (fr)

Cited By (1)

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WO2001068433A1 (fr) * 2000-03-17 2001-09-20 Huber & Suhner Ag Cable pour le raccordement electrique de deux dispositifs separes par un espace et son utilisation
EP2495151A1 (fr) 2011-03-01 2012-09-05 Bombardier Transportation GmbH Dispositif de retenue destiné à la retenue d'au moins un élément de liaison flexible et agencement de liaison

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US863844A (en) * 1907-03-20 1907-08-20 Walter R Hughes Train-line connection.
US1026686A (en) * 1910-08-26 1912-05-21 Horatio Owen Lloyd-Jones Pipe-line coupling.
US1437645A (en) * 1920-05-19 1922-12-05 John B Genin Automatic train-pipe coupling
US5216285A (en) * 1992-02-24 1993-06-01 Gunderson, Inc. Freight car with electrical power distribution
EP1043207A1 (fr) * 1999-04-08 2000-10-11 ALSTOM LHB GmbH Dispositif permettant de transférer des conduites de commande entre deux wagons reliés l'un à l'autre d'un train à plusieurs wagons, notamment d'un train articulé
WO2001068433A1 (fr) * 2000-03-17 2001-09-20 Huber & Suhner Ag Cable pour le raccordement electrique de deux dispositifs separes par un espace et son utilisation
EP2495151A1 (fr) 2011-03-01 2012-09-05 Bombardier Transportation GmbH Dispositif de retenue destiné à la retenue d'au moins un élément de liaison flexible et agencement de liaison
DE102011004931A1 (de) * 2011-03-01 2012-09-06 Bombardier Transportation Gmbh Haltevorrichtung zur Halterung mindestens eines flexiblen Verbindungselements und Verbindungsanordnung

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Publication number Priority date Publication date Assignee Title
DE102021129051A1 (de) 2021-11-09 2023-05-11 Bizlink Elocab Gmbh Leitungsführungsanordnung und Fahrzeug, aufweisend die Leitungsführungsanordnung
WO2023083529A1 (fr) 2021-11-09 2023-05-19 Bizlink Elocab Gmbh Ensemble de guide-câble et véhicule comportant l'ensemble guide-câble

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EP3067245B1 (fr) 2020-01-29
ES2784661T3 (es) 2020-09-29
PL3067245T3 (pl) 2020-06-29
DE102015204322A1 (de) 2016-09-15

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