EP3856562A1 - Résistance de freinage pour un véhicule à entraînement électrique - Google Patents

Résistance de freinage pour un véhicule à entraînement électrique

Info

Publication number
EP3856562A1
EP3856562A1 EP19786490.3A EP19786490A EP3856562A1 EP 3856562 A1 EP3856562 A1 EP 3856562A1 EP 19786490 A EP19786490 A EP 19786490A EP 3856562 A1 EP3856562 A1 EP 3856562A1
Authority
EP
European Patent Office
Prior art keywords
braking resistor
bwe
vehicle
elements
braking
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP19786490.3A
Other languages
German (de)
English (en)
Inventor
Johannes Blisse
Jürgen Quindt
Arnd RÜTER
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.)
Siemens Mobility GmbH
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
Publication of EP3856562A1 publication Critical patent/EP3856562A1/fr
Pending legal-status Critical Current

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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01C—RESISTORS
    • H01C1/00—Details
    • H01C1/02—Housing; Enclosing; Embedding; Filling the housing or enclosure
    • H01C1/032—Housing; Enclosing; Embedding; Filling the housing or enclosure plural layers surrounding the resistive element
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the invention relates to a braking resistor for a
  • Vehicle a braking resistor device and a vehicle with such a braking resistor device.
  • Braking resistor of a vehicle especially one
  • Rail vehicle for the high-speed range which forms a permanently closed section of the vehicle shell, in particular when the vehicle is being moved by the outside air, or is arranged in the immediate vicinity of such a section.
  • the braking resistor emits heat mainly by convection to the airstream or the ambient air.
  • Braking resistor has, for example, an electrical
  • Conductor which is arranged on a surface or embedded in a heat-conducting but electrically non-conductive material.
  • the object of the present invention is to provide an embodiment of a braking resistor which is suitable for being arranged in a section of the vehicle shell of a rail vehicle in accordance with the known braking resistor.
  • This task is accomplished by the braking resistor, which
  • Braking resistor for an arrangement in a section of a vehicle shell of an electrically powered vehicle or in the immediate vicinity of such a section, characterized in that it has a plurality of braking resistor elements arranged parallel to one another, each of which consists of a tubular jacket made of a heat-conducting
  • Such tubular heaters usually consist of a tube of a certain diameter, in which an electrical conductor is embedded in a heat-conducting but electrically insulating material.
  • the tube consists of a metal or a
  • Metal alloy especially made of aluminum or stainless steel, while as a heat-conducting and electrically insulating
  • Composite material especially magnesium oxide
  • the tube has, for example, a round cross section due to simpler production, but a polygonal cross section is also conceivable in the same way, wherein this shape is achieved, for example, by subsequent shaping.
  • the number of braking resistor elements and their length is measured in particular according to the electrical one
  • kinetic energy which can be supplied to a respective element and converted into thermal energy by the same, as well as the dimensions of the available section on the vehicle shell in which the braking resistor is to be arranged.
  • Braking resistor elements are designed to dissipate heat predominantly to a head wind which arises when the vehicle is moving and flows around the braking resistor elements.
  • the braking resistor according to the invention is designed to transfer heat mainly to the airstream flowing around the surface of the braking resistor via convection
  • Brake resistor elements also store heat in the
  • Standstill of the vehicle in which usually no more electrical energy is supplied, is released into the ambient air.
  • a second aspect of the invention relates to a
  • a braking resistor having a plurality of braking resistor elements arranged in parallel to one another, each consisting of a tubular jacket made of a heat-conducting material with an electrical conductor arranged therein and embedded in a heat-conducting, electrically insulating material, and a fastening device for positionally stable Attaching the braking resistor elements to the vehicle such that the braking resistor elements at least in
  • a fastening device is provided, by means of which the braking resistor elements on the
  • Vehicle are arranged so that they are one hand
  • the heating leads to an expansion of the elements at least in length due to the electrical energy supplied.
  • the fastening device provides, in addition to a fixed bearing for each braking resistor element, one or more floating bearings, which on the one hand have a basically fixed fastening
  • the fixed bearing can be, for example, in the region of one end
  • Braking resistor element can be arranged while the floating bearing is arranged in the region of the other end, so that the braking resistor element can expand in length in the direction of this end. With a greater length of one
  • the fixed bearing can be implemented, for example, as a clamp that surrounds at least the upper part of the casing of the braking resistor element, while the one or more floating bearings each, for example, as a lower and / or lateral part of the casing of the
  • Braking resistor element comprising fastening clip
  • the fixed and floating bearings should also make it easy to remove a braking resistor element from the braking resistor in order to enable simple and inexpensive replacement of the affected element in the event of damage or failure. If a flow around the braking resistor is also below the
  • braking resistor elements are provided, the fixed and floating bearings, provided that they are in the area of air flow, should preferably also be designed in this area in such a way that flow through is made possible.
  • the fastening device arranges the braking resistor elements in parallel and at a certain distance from one another in such a way that the wind can completely flow around them
  • Brake resistor elements arranged in parallel become the surface of the jacket of the respective brake resistor element available for convection compared to an arrangement of the parallel ones lying directly against one another Braking resistor elements advantageously enlarged.
  • a suitable choice of a distance can be used to control the intensity of the flow around the airstream.
  • the braking resistor device has a specific one
  • Shielding element arranged below the braking resistor elements.
  • the shielding element which is below the at least main length of the braking resistor, for example
  • Shielding plate or a shielding plate made of a metal, a metal alloy or also a composite material, in particular a composite material based on glass fibers, carbon fibers or mica. On the one hand, this can
  • the shielding element can also be configured in the area below the
  • Shielding element can be achieved, which ends, for example, on the long sides with cladding elements of the outer shell of the vehicle and one or more drains for a drain of accumulating water. Furthermore, that
  • Shielding element in particular in the end areas
  • Shielding element can be arranged. Such characteristics can together form a comb-like structure when viewed on the broad side result with the cross-sectional shape of the braking resistor elements adapted tines, which are in contact with at least a lower and in particular a lateral region of the surface of the elements.
  • bearing devices can also be attached to the shielding element, which also ensure that the
  • Brake resistor elements serve.
  • Such air guiding elements can ensure that a part of the wind flowing around the outer shell of the vehicle is preferably guided in the front part of the braking resistor, as seen in the direction of travel, below and, if appropriate, between the braking resistor elements and the heat generated there is guided in the rear part of the braking resistor above the braking resistor elements becomes.
  • a part of the wind flowing around the outer shell of the vehicle is preferably guided in the front part of the braking resistor, as seen in the direction of travel, below and, if appropriate, between the braking resistor elements and the heat generated there is guided in the rear part of the braking resistor above the braking resistor elements becomes.
  • the air guiding elements are preferably configured identically in both end regions, in order in particular to perform the desired function in the two directions of travel customary in rail vehicles.
  • an air-guiding element or a plurality of air-guiding elements can together form a ramp which, starting from a cladding element of the outer shell, which adjoins the section of the braking resistor, drops at a suitable angle and meets the shielding element.
  • Vehicle and / or attached to the shielding element, arranged adjacent to this or molded as part of this.
  • the air guiding elements are preferably arranged in such a way that the least possible disturbance of the air flow of the
  • the air guiding elements can also partially cover the respective end region of the braking resistor, so that in this region in particular there are no additional disturbances in the air flow due to the shape of the braking resistor elements or the impact of the wind on the ends of the braking resistor elements.
  • the air-guiding element arranged in a respective end region of the braking resistor is designed, for example, in two parts with an upper and a lower element, which allows free access to the braking resistor elements after removal of the upper element.
  • the lower part of the air guide element can, for example, also from the
  • Shielding element may be formed, for example by a corresponding angling of the end regions
  • a third aspect of the invention relates to a vehicle, in particular a one-part or multi-part
  • Braking resistor device can also be used advantageously in, for example, electrically powered buses, trams and other local passenger vehicles.
  • braking resistor devices are arranged on at least two cars.
  • a high braking power of an electrodynamic braking device of the vehicle as is the case, in particular, for multiple units
  • Braking resistor devices can be arranged on one or more cars of the multiple unit.
  • FIG. 1 shows a schematic side view of a
  • FIG. 3 shows a schematic plan view of part of a
  • FIG. 5 shows a partial section of the schematic side view of a braking resistor device of FIG. 4,
  • FIG. 1 shows a schematic side view of a
  • End cars EW can also be coupled directly to one another. Both end cars EW and medium cars MW each have a car body WK, which is located on chassis,
  • the end car EW has two drive bogies TDG as an example, while the middle car has two bogies LDG.
  • LDG bogies in particular in that one or more axles of the bogie are driven by electric drive or traction motors and thus ensure that the rail vehicle is propelled.
  • Other known ones are known ones.
  • Arrangements or configurations of the chassis can be used in the same way.
  • Further components of the electric drive system of the multiple unit are usually arranged in the end car EW or distributed over the end car EW and one or more intermediate cars MW. At least one car has a pantograph (not shown) in the roof area, which is connected to an overhead line to which an AC or DC voltage is applied. In the event of an adjacent car EW or distributed over the end car EW and one or more intermediate cars MW. At least one car has a pantograph (not shown) in the roof area, which is connected to an overhead line to which an AC or DC voltage is applied. In the event of an adjacent
  • AC voltage is usually this by means of a
  • Rectifier converts the AC voltage into one
  • the intermediate circuit is fed with one or more traction inverters and so-called auxiliary operation converters for auxiliary operations, for example for lighting and air conditioning the interiors of the wagons.
  • the traction inverter in turn feeds one or more traction motors, the desired speeds and torques of the traction motors in the motor vehicle using a voltage level and frequency
  • Drive bogies can be controlled.
  • the electric traction motors can also be used to brake the in a generator mode
  • the electrical energy generated from the kinetic energy of the rail vehicle during braking can be fed into the overhead line and used by other electrically driven rail vehicles. If such a feed back into the overhead line is not possible, one or more braking resistors BW serve to convert the electrical energy into thermal energy.
  • pantograph for example a pantograph, others
  • Cladding elements VE fastened to the car body WK serve, in particular in the case of high-speed trains, by covering or cladding those on the roof of the car body WK
  • Cladding elements VE usually consist of a composite material and can also in the same way
  • Underfloor area i.e. be provided in the area under the car body WK.
  • the braking resistor BW itself forms one
  • Section A of the vehicle casing FH which is largely flush with the cladding elements VE and aerodynamically as possible when the TZ multiple unit is traveling from the wind FW
  • the braking resistor BW is also designed to be free of auxiliary operations, ie it has no mechanically movable parts for influencing the air flow or wind FW passing through the section A or the vehicle casing FH, in particular no fans or adjustable flaps, on. If the multiple unit TZ is braked by the electrodynamic brake while traveling along the arrow for the direction of travel FR, a braking current is injected into the train by the traction motors
  • Braking resistor BW fed in and leads to heating of the braking resistor BW.
  • the heat is preferred
  • Braking resistor a significantly lower height can be achieved. This is, for example, approx. 150 mm in
  • Passenger interior height available to passengers in the interior of the car body can be increased, which is particularly advantageous in the case of a height space profile which is limited in height.
  • FIG. 2 shows an alternative embodiment of the multiple unit TZ of FIG. 1, each with a plurality arranged in the roof area of the end car EW and the adjacent center car MW
  • Braking resistor devices BWV Particularly in the case of multiple units for the high-speed range, which are intended to use the regenerative brake exclusively or at least mainly even during full braking from high speeds, a high power consumption is achieved by the
  • Example shown in FIG 2 can Braking resistor devices BWV can also be arranged on intermediate cars MW, which are not themselves driven. In this case, corresponding lines are over the
  • FIG. 3 schematically shows a top view of a part of a part A of the vehicle casing
  • the braking resistor BW consists of a plurality of braking resistor elements BWE which are arranged parallel to one another and are mounted in a stable position.
  • the construction of a respective braking resistor element BWE can essentially that of a known tubular heating element with a heat-conducting and heat-storing but electrically insulating material, for example
  • Magnesium oxide to match embedded electrical conductors can heat up to 600 or 800 ° C without being destroyed.
  • the heat generated by the electrical energy fed into the conductor is generated by means of the braking resistor elements BWE
  • a braking resistor element BWE can, for example, have a length of 3,000 mm and an outside diameter of 20 mm, with adjacent braking resistor elements BWE being spaced 2 mm apart, for example. With such dimensions, each braking resistor element BWE can convert electrical power into heat, so that, for example, sixty braking resistor elements BWE can form a braking resistor BW with a power consumption of 600kW. In this case, the entire braking resistor device BWV takes up an area or section A of the vehicle casing FH of approximately 3,300 mm in length and 1,400 mm in width.
  • the braking resistor elements BWE are preferably in the middle of the length, as well as in the two, at the length of 3,000 mm mentioned by way of example
  • End areas stored and fastened. 4 shows a schematic side view of a braking resistor device BWV, with a representation of the middle area and the two end areas EB.
  • Braking resistor device includes the BMV in parallel
  • Braking resistor elements BWE arranged with respect to one another, which are arranged in a stationary and positionally stable manner via a fastening device BV.
  • the braking resistor elements BWE are preferably fastened both in the central region of the length and in the end regions EB, a fixed bearing FL as described below for FIG. 7, for example, and floating bearings LL in the end regions EB, for example as described below for FIG. 6 are provided.
  • the main length of the braking resistor elements BWE, in which the greatest heat is generated, is arranged at a certain distance above a shielding element ASE.
  • This shielding element ASE consists, for example, of a plate of a suitable thickness made of an aluminum or composite material, which in turn is fastened, for example, via supports or spacers on the roof of the car body WK of the TZ multiple unit.
  • the shielding device ASE is used in particular for thermal insulation of the
  • the bottom of the braking resistor elements BWE and the top of the shielding element ASE is 20 mm, for example.
  • the area below the braking resistor elements BWE is preferably also from
  • Airstream FW flows through. This can through the gap between the parallel braking resistor elements BWE
  • the air flow is directed by means of air-guiding elements LLE arranged in the end regions EB of the braking resistor BW, which are exemplary both on cladding elements VE of the vehicle casing and attached to the shielding element ASE.
  • FIG. 5 shows a schematic detailed view of an end region EB of the braking resistor device BWV of FIG
  • Braking resistor element BWE is supported in this end region EB by a floating bearing LL of the fastening device BV or is mounted in a stationary manner.
  • An upper end of the floating bearing LL extends, for example, to the middle of the overall height of the braking resistor element BWE.
  • At the floating bearing LL is a
  • Fastening clip CL fastened, for example by means of a screw or rivet connection, in which the
  • Braking resistor element BWE is introduced during assembly and is at least partially encompassed by this, whereby it is pressed on the one hand with a certain force against the floating bearing LL and the removal of the
  • Braking resistor element BWE from the floating bearing LL is only possible with a certain amount of force.
  • the floating bearing LL and the fastening clip CL are also in one in FIG.
  • a cladding element VE is supported, for example, of the vehicle casing FH adjacent to the braking resistor BW in the longitudinal axis LA of the multiple unit TZ.
  • this cladding element VE is an upper part of an air guide element LLE, for example by means of a
  • a lower part of the air guide element LLE is fastened to the shielding element ASE, for example likewise by means of a screw or rivet connection, the upper air guide element being, for example, with the lower air guide element
  • the ramp wind FW is led out again in the end region EB shown below the braking resistor elements BWE and in the other end region.
  • the air guide element LLE each have recesses corresponding to the shape of the
  • Braking resistor element BWE on or form in the Gaps between adjacent braking resistor elements BWE, so that a comb-like structure is created.
  • the two air guide elements LLE are each made of spring steel, for example, which ensures a stable shape, in particular in the area of the overlap, even when the headwind FW acts on it.
  • Bipartitioning of the air guide element LLE advantageously enables a simple removal of brake resistance elements BWE after removal of the upper part of the air guide element LLE or the cladding element VE, to which the upper air guide element LLE is attached, while the lower part of the air guide element LLE does not have to be removed for this.
  • FIG. 6 shows a schematic front view of a
  • Fastening device BV Braking resistor elements BWE, which are arranged parallel to one another, are shown, which lie in a respective bulge of the floating bearing LL.
  • This bulge is largely adapted to the shape of the braking resistor element BWE and includes, for example, the lower half of the braking resistor element BWE, whereby position stability is already achieved and a certain distance between the braking resistor elements BWE is produced. As shown in FIG 5, can be on the webs between the
  • the brake resistor elements BWE are each fixed by means of a fastening clip CL shown as an example on one of the brake resistor elements BWE.
  • Such clips CL are made, for example, of spring steel and are shaped such that an upward removal of the braking resistor element BWE is only possible using a certain minimum force, but at the same time the braking resistor element BWE can expand in length unhindered when heated.
  • the clip CL can as shown for example by means of a screw or rivet connection to a horizontal shoulder of the floating bearing LL.
  • FIG. 6 also shows the exemplary round cross section of the braking resistor elements BWE, with one in the middle
  • Example of FIG 4 can be provided in the central area of the braking resistor BW. This fixed bearing FL is similar
  • Braking resistor elements BWE adapted bulges, again to achieve a positional stability of the
  • Braking resistor elements BWE and a certain distance between them.
  • the braking resistor elements BWE are not fastened or fixed by means of a respective fastening clip, but instead
  • Braking resistor element BWE only allowed after loosening the clamp SC.
  • the clamp should consist of a thin material, whereby spring steel can be provided for this again.
  • the clamp SC can also press the braking resistor element BWE with sufficient force against the bulge of the fixed bearing, so that a movement of the braking resistor element BWE therein
  • the force acting on the braking resistor element BWE should preferably be adjustable.
  • the clamp is, for example, by means of a screw or rivet connection on the shielding element ASE or
  • Fixed bearing FL is located directly in the area of the air flow below the braking resistor BW, this should be preferred
  • a respective shielding element ASE can be provided in end regions EB.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Body Structure For Vehicles (AREA)
  • Details Of Resistors (AREA)

Abstract

L'invention concerne une résistance de freinage destinée à être disposée dans une partie d'une enveloppe de véhicule d'un véhicule à entraînement électrique ou à proximité immédiate d'une section de ce type. La résistance de freinage est caractérisée en ce qu'elle comporte une multitude d'éléments de résistance de freinage disposés de manière parallèle les uns par rapport aux autres, lesquels sont constitués respectivement d'une gaine tubulaire composée d'un matériau thermoconducteur avec un conducteur électrique disposé à l'intérieur et incorporé dans un matériau thermoconducteur à isolation électrique.
EP19786490.3A 2018-10-25 2019-10-01 Résistance de freinage pour un véhicule à entraînement électrique Pending EP3856562A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018218296.5A DE102018218296A1 (de) 2018-10-25 2018-10-25 Bremswiderstand für ein elektrisch angetriebenes Fahrzeug
PCT/EP2019/076534 WO2020083620A1 (fr) 2018-10-25 2019-10-01 Résistance de freinage pour un véhicule à entraînement électrique

Publications (1)

Publication Number Publication Date
EP3856562A1 true EP3856562A1 (fr) 2021-08-04

Family

ID=68210750

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19786490.3A Pending EP3856562A1 (fr) 2018-10-25 2019-10-01 Résistance de freinage pour un véhicule à entraînement électrique

Country Status (5)

Country Link
EP (1) EP3856562A1 (fr)
CN (1) CN216359909U (fr)
DE (1) DE102018218296A1 (fr)
RU (1) RU208396U1 (fr)
WO (1) WO2020083620A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020201842A1 (de) * 2020-02-14 2021-08-19 Siemens Mobility GmbH Bremswiderstand und damit ausgestattetes Fahrzeug
DE102020202249A1 (de) * 2020-02-21 2021-08-26 Siemens Mobility GmbH Bremswiderstand für ein Fahrzeug
DE102020207565A1 (de) * 2020-06-18 2021-12-23 Siemens Mobility GmbH Bremswiderstand und damit ausgestattetes Fahrzeug
DE102021202091A1 (de) 2021-03-04 2022-09-08 Siemens Mobility GmbH Mehrlagige Bremswiderstandvorrichtung für ein Fahrzeug

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU709416A1 (ru) * 1977-11-28 1980-01-15 Egnus Aleksandr E Устройство дл электрического торможени электроподвижного состава посто нного тока
DE20308901U1 (de) * 2003-06-06 2003-08-14 Tuerk & Hillinger Gmbh Bremswiderstand für Elektromotoren
DE102012203132A1 (de) * 2012-02-29 2013-08-29 Siemens Aktiengesellschaft Schienenfahrzeugbremsvorrichtung
DE202013010291U1 (de) * 2013-11-13 2014-02-20 Gino Ag Elektrotechnische Fabrik Elektrisches Bremswiderstandsgerät
DE102015203689B4 (de) * 2015-03-02 2017-12-14 Siemens Aktiengesellschaft Fahrzeug, insbesondere Schienenfahrzeug, mit Bremswiderstand
DE102017207274B3 (de) 2017-04-28 2017-12-21 Siemens Aktiengesellschaft Fahrzeug sowie Bremswiderstand für ein Fahrzeug

Also Published As

Publication number Publication date
WO2020083620A1 (fr) 2020-04-30
RU208396U1 (ru) 2021-12-16
DE102018218296A1 (de) 2020-04-30
CN216359909U (zh) 2022-04-22

Similar Documents

Publication Publication Date Title
EP3856562A1 (fr) Résistance de freinage pour un véhicule à entraînement électrique
DE102017207274B3 (de) Fahrzeug sowie Bremswiderstand für ein Fahrzeug
DE102013215507B4 (de) Fahrzeug mit einem Hybridantrieb
EP1926648B1 (fr) Construction d'une locomotive
WO2013056791A1 (fr) Ensemble transformateur secondaire destiné à être monté sur un véhicule à propulsion électrique et véhicule à propulsion électrique
DE102018218775A1 (de) Teileanordnungsstruktur eines Brennstoffzellenelektrofahrzeugs
EP2181030B1 (fr) Véhicule ferroviaire avec un dispositif d'entraînement
EP3575176A1 (fr) Véhicule ferroviaire pourvu de logement de câble
DE102006052815A1 (de) Wärmeableitungsvorrichtung für Kabelstränge
DE102018000284A1 (de) Vorrichtung zum Kühlen mindestens eines elektrischen Leiters
DE102014008312A1 (de) Kraftfahrzeug mit elektrisch isolierter Hochvoltkomponente
EP2061688B1 (fr) Véhicule comprenant un conduit pour des câbles électriques
EP3626509B1 (fr) Véhicule sur rail
DE102009042581A1 (de) Wärmetauscher für ein Fahrzeug
DE102018202131A1 (de) Komponente für ein Kraftfahrzeug und Kraftfahrzeug
DE102016201561A1 (de) Schienenfahrzeugverbund
EP1963157B1 (fr) Véhicule ferroviaire avec un dispositif d'entraînement
DE102021112928A1 (de) Chassis und mit einem solchen Chassis versehenes Fahrzeug
EP4032776A1 (fr) Voiture à double étage à alimentation en énergie, véhicule ferroviaire et procédé de fabrication d'une voiture à double étage
DE29508707U1 (de) Elektrisch angetriebenes Fahrzeug
DE102022209456B3 (de) Schienenfahrzeug
DE2320236A1 (de) Elektromagnetische schiene fuer linearmotorenantriebe und verfahren zu ihrer herstellung
DE102017103401A1 (de) Achsantriebseinheit mit induktivem Ladeempfänger, Antriebsachse und Kraftfahrzeug
EP3437951B1 (fr) Interface électrique dans un véhicule guidé sur rails
WO2023166028A1 (fr) Dispositif de distribution d'énergie électrique dans un véhicule motorisé et agencement de barre omnibus pour un véhicule motorisé

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20210407

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20230302