EP4454971B1 - Boîtier de balise avec une structure de réception pour composants électroniques fonctionnels - Google Patents

Boîtier de balise avec une structure de réception pour composants électroniques fonctionnels Download PDF

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Publication number
EP4454971B1
EP4454971B1 EP24167496.9A EP24167496A EP4454971B1 EP 4454971 B1 EP4454971 B1 EP 4454971B1 EP 24167496 A EP24167496 A EP 24167496A EP 4454971 B1 EP4454971 B1 EP 4454971B1
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EP
European Patent Office
Prior art keywords
balise
housing
housing according
baffle surface
stk
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.)
Active
Application number
EP24167496.9A
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German (de)
English (en)
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EP4454971C0 (fr
EP4454971A1 (fr
Inventor
Frank Gerken
Christian Grosche
Jürgen Lange
Uwe Lauschke
Viktor Saitow
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP4454971A1 publication Critical patent/EP4454971A1/fr
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Publication of EP4454971C0 publication Critical patent/EP4454971C0/fr
Publication of EP4454971B1 publication Critical patent/EP4454971B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/126—Constructional details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves

Definitions

  • the invention encompasses the following subject matter: a beacon housing with a receiving structure. Furthermore, the invention encompasses the following subject matter: a track system with a track, comprising the beacon housing.
  • beacon housings with housing covers.
  • housing covers are made of metal, plastic, or both, for example, and represent an additional component that can be installed in the track bed to protect the beacon if necessary.
  • a beacon housing can be protected with a protective cover consisting of four parts.
  • the beacon housing is attached to two steel connecting elements, with the connecting elements being supported on a rail sleeper and in the track bed adjacent to the rail sleeper.
  • a three-part plastic structure is attached to the connecting elements, which consists of two ramp-like components at the edge of the connecting elements and a cover component, creating a protected space for the beacon housing.
  • the components of the beacon are housed in the beacon housing.
  • the protective function for the beacon is supported by the ramp-like structure and the support on the track bed, as foreign objects that could endanger the beacon bounce off the inclined surfaces thus formed. The forces that occur are absorbed by the protective cover and are therefore not transferred to the balise housing.
  • the object of the invention is to remedy the problems described in the prior art.
  • the object is to provide a beacon housing that can be used without the aid of additional components and without additional assembly effort, while still being well protected from damage.
  • the object of the invention is to provide a track system in which a beacon with a beacon housing is installed that has the properties described above.
  • the electronic functional components of the balise are those functional components which are responsible for the are responsible for the function of the balise.
  • the balise is a track element that is preferably installed on railway lines, but can also be installed, for example, in roadways for motor vehicles.
  • the balise has an antenna, which can preferably be used to activate it and which is set up to transmit information, the so-called balise telegram.
  • there is a microcomputer that stores the balise telegram in a memory unit and transmits it via the balise antenna when activated (so-called fixed data balise).
  • Another possibility is for the balise to have an interface via which a balise telegram can be transmitted to the balise.
  • balises are preferably mounted on rail sleepers, for which purpose several openings are preferably provided in the balise housing to accommodate fastening screws.
  • the fastening screws can be screwed into the rail sleeper (more on this below).
  • the crossing direction refers to the direction in which the vehicle to and/or from which a transfer is to be made crosses the beacon.
  • the side surfaces are perpendicular to this direction, i.e. they face the approaching vehicle or away from the departing vehicle.
  • the deck surface forms the upper end and is therefore facing the vehicle during the crossing. All of these specifications apply to the installed position of the beacon, which is attached, for example, to a rail sleeper that thus forms the base. This defines the installed position of the beacon housing and allows geometric specifications to be made, particularly with reference to horizontal planes (see below).
  • One of the most severe known stresses on the balise housing occurs when ice lumps break off from moving trains at subzero temperatures and impact the balise housing.
  • the velocity component toward the ground is negligible due to the low drop height.
  • the breaking ice lumps have a horizontal velocity component resulting from the speed of the moving train, which, in the worst case, causes the ice lump to impact the side surfaces of the balise housing at this speed.
  • the side surfaces of the beacon are provided with an upper impact surface and a lower impact surface, between which only a comparatively narrow impact edge is formed. With these free surfaces, the side surface of the beacon housing can penetrate the ice lump and burst it due to the normal forces acting on the free surfaces. The resulting ice particles exert less stress on the beacon housing, allowing it to survive the impact unscathed.
  • a track system with one track where rails are Rail sleepers are laid and a beacon is attached to at least one sleeper.
  • beacons are installed in tracks. These are preferably attached to the rail sleepers. Fastening is preferably done via screw connections, with the beacon housing having through holes through which the screws are inserted to secure it to the rail sleeper.
  • the balise has a balise housing in the design described above and that the balise housing has a width in the crossing direction that is greater than the width of an upper side of the rail sleeper to which the balise is attached.
  • Rail ties typically have a rectangular or trapezoidal profile, with the trapezoidal profile tapering towards the top. This defines the top side of the rail tie, which runs from outer edge to outer edge.
  • the width of the top side is measured in the crossing direction. This results in a type of T-shaped profile in the cross-section of the rail tie and the beacon housing mounted on it, with the beacon housing forming the upper beam of the T. In other words, the greater width of the beacon housing creates an overhang, with a cavity beneath the overhang extending as far as the rail tie.
  • This cavity is advantageous for the collection of ice particles when they are deflected downwards by the impact edge and subsequently redirected along the lower impact surface.
  • the cavity can therefore be regarded as a kind of reservoir for a destroyed ice lump, in which the ice particles of the destroyed ice lump can collect without disturbing the Exposing the balise housing to strong mechanical stress is advantageous. This ensures that the forces acting on the balise housing are balanced during the destruction of the ice lump, thus preventing global plastic deformation of the balise housing. Otherwise, ice particles accumulating beneath the balise housing could develop a compressive force from below, which could also lead to upward bending of the balise housing.
  • the upper parallel surface and the lower impact surface are aligned at the same angle.
  • This arrangement of the impact surfaces has the advantage that the distribution of forces acting on the impact surface by the ice particles is approximately balanced. It has been shown that the ice particles, which are formed by the penetration of the impact edge into the ice lump, are deflected in the area of the impact surfaces and thereby exert a surface load on the free surfaces. With the impact surfaces aligned at the same angle, the vertical force components of a normal force resulting from the distributed load cancel each other out, meaning no bending moment is exerted on the housing as a whole. This also contributes to the housing as a whole not bending upon impact with the ice lump.
  • the upper impact surface and the lower impact surface form a wedge
  • a wedge is created when the baffles are aligned flat.
  • the upper baffle extends from the butt edge to the outer edge of the top side
  • the lower baffle extends from the butt edge to the outer edge of the bottom side of the beacon housing.
  • the wedge-shaped design of the impact surfaces has the advantage of ensuring a shape that is easy to manufacture and, in the case of a primary molding method (such as injection molding), easy to demold the balise housing. Furthermore, the mechanical behavior of the impact surfaces can be easily predicted if they have a simple, i.e., flat geometry.
  • the abutting edge is located in the middle of at least one side surface with respect to the height of the balise housing.
  • the center is defined by the fact that the side surface above and below the center forms two essentially equal parts. Large partial surfaces form the upper and lower baffles. With a wedge-shaped design of the free surfaces, equal baffles extend above and below the center, so that the cross-section of the beacon housing in the area of the side surfaces is described by an isosceles triangle.
  • the central arrangement of the impact edge has the advantage that the ice particles created when the ice lump is destroyed are distributed essentially equally between the upper impact surface and the lower impact surface. This refers to the ice particles whose direction of movement is deflected by the impact surfaces. With a large ice lump, ice particles can also be created which, due to their greater flight altitude, fly over the beacon housing without being deflected. However, these do not place any stress on the beacon housing and are therefore not taken into account in this approximate model analysis.
  • a balanced distribution of the deflected ice particles between the upper impact surface and the lower impact surface advantageously results in the area loads imposed by the deflection, which trigger a normal force, being essentially balanced.
  • the abutting edge extends in such a way that it divides a projection surface of the side surface into an upper projection sub-surface and a lower projection sub-surface whose area ratio is in a range of 30% to 70% to 70% to 30%, preferably 50% to 50%.
  • a deviation from the 50% to 50% area ratio can, however, compensate for other effects that lead to an uneven distribution of the resulting normal forces mentioned above.
  • the overhang of the beacon housing from the edge of the rail sleeper is not large enough to fully absorb the downwardly deflected ice particles, an additional compressive force is created from the bottom to the top, which is exerted by the ice particles accumulated in the cavity.
  • the butt edge can, for example, be moved downwards compared to the center to compensate for this additional force. This makes the upper impact surface larger than the lower impact surface and also changes the inclination of both free surfaces.
  • the sum of the additional compressive force and the vertical component of the lower resulting normal force is exactly equal to the upper vertical component of the upper resulting normal force.
  • the oblique inclination of the upper baffle surface upwards and the lower baffle surface downwards in the planned installation position of the balise housing with respect to a horizontal plane is an inclination angle ⁇ of at least 30° and at most 60°, preferably at least 40° and at most 50°.
  • the angle of inclination determines the surface area of the upper and lower baffles. The smaller the angle of inclination, the larger the surface area. However, the smaller the angle of inclination, the more difficult it is to accommodate the baffle on the outside of the beacon housing. Due to the required installation space, the baffle cannot be extended as far as desired towards the center of the beacon housing. Therefore, a longer baffle would result in a greater width of the beacon housing and thus also in a larger overhang. This would, among other things, lead to higher material consumption in relation to the material used for the beacon housing. At the same time, the wedge formed by the baffles tapers increasingly to a point, which reduces its mechanical stability.
  • the abutting edge has a radius of at least 5 mm and at most 10 mm, preferably 7 mm.
  • a radius at the butt edge is necessary for manufacturing reasons. Furthermore, the edge must not be too sharp, as it would otherwise be too sensitive if the ice lump hit it.
  • the larger the radius of the butt edge the more force the ice lump can transfer horizontally to the balise housing. This leads to With larger radii, an increasingly larger portion of the projection of the side surface extends perpendicular or at least nearly perpendicular to the direction of movement of the ice lump, which increases the horizontal component of a distributed load acting on the side surface by the ice lump.
  • this horizontal normal force component must be absorbed by the attachment of the beacon housing to the rail sleeper and is therefore limited.
  • the range specified for the radius advantageously makes it possible to find a compromise that takes the above-mentioned restrictions into account, depending on the application (e.g. the speed range for crossing trains) and the material used for the balise housing (usually plastic).
  • the balise housing has a width of at least 40 cm in the crossing direction.
  • Common sleeper widths are 25-30 cm. Choosing a beacon housing width of at least 40 cm ensures that an overhang is ensured due to the T-shaped cross-section of the beacon housing attached to the rail sleeper.
  • the balise housing is composed of an upper part and a lower part, both of which form a housing space as a receiving structure, wherein the upper part and the lower part are firmly connected to one another at the edge of the housing space.
  • the housing space is available to accommodate the electronic components that determine the function of the balise
  • the division of the housing is necessary so that these components can be mounted in the cavity.
  • the upper and lower sections are firmly connected to each other at the edge of the cavity. This edge of the cavity is created by the fact that the beacon housing is essentially flat, and thus the edge of the cavity lies near the side surfaces of the beacon housing. However, it is not formed by the side surfaces, but rather by these opposite inner surfaces in the housing.
  • a fixed connection within the meaning of the invention is understood to be a connection that can mechanically transmit forces acting on one component (both tensile and compressive forces) to the other component (one and the other component are provided by the upper and lower parts respectively). This can be achieved through various mechanical connections between the components.
  • a positive connection can be created, for example, by providing locking lugs in one component and corresponding receptacles for the locking lugs in the other component.
  • a frictional connection is achieved when a screw connection is provided, whereby a receiving hole for the screw can be provided in one component and a threaded hole in the other component.
  • the use of self-tapping screws is also conceivable.
  • a material connection can be achieved, for example, by gluing or welding the two components.
  • the wall structures above the cavity to absorb compressive forces, for example, and tensile forces below the cavity (for example, in the case mentioned above where ice particles accumulate under the overhang). exert upward compressive force on the balise housing). Since most materials have a higher stiffness for absorbing tensile and compressive forces than for absorbing bending moments, the fixed connection between the upper and lower parts of the housing contributes to stabilization.
  • the upper part has first fastening holes and the lower part has second fastening holes aligned with the first fastening holes, wherein the lower part has first support surfaces surrounding the second fastening holes for support in the planned installation position and the upper part has second support surfaces which are supported on the lower part.
  • first fastening holes are aligned with the corresponding second fastening holes, pairs of fastening holes are created.
  • the upper and lower parts can be fastened to the rail sleeper with one screw each for each pair of fastening holes. Suitable screws are preferably used here.
  • the upper and lower parts are fixed in place by the interaction of the individual contact surfaces.
  • the first contact surfaces rest on the planned installation position, i.e. on the upper side of the rail sleeper in question.
  • the second contact surfaces are supported in the lower part in an area of the lower part, preferably formed by third contact surfaces. This also holds the upper part on the lower part or at least stabilizes it further.
  • the advantage of aligned mounting holes and the corresponding support surfaces is that they enable stable mounting of the beacon housing on the rail sleeper, especially with screws.
  • the holding force of the screws is transferred to the beacon housing via the support surfaces, so that even in the event of short-term loads such as impact, of a lump of ice, the balise housing can advantageously resist destruction, since the occurring load peaks on the side of the attachment of the balise housing are distributed over the support surfaces.
  • the first fastening holes in the upper part are located in recesses located in the top of the housing.
  • the recesses in the housing wall forming the top of the housing form a cup-shaped structure, with the bottom structure of the cup-shaped structure forming the support surface.
  • the first fastening hole is provided in this bottom structure, so that a screw head of a fastening screw, for example, engages the bottom of the cup-shaped recess formed by the top structure.
  • a fastening screw can thus be comparatively short, as its head can be lowered into the recess relative to the top of the housing. Shorter screws can better withstand loads caused, for example, by the impact of a lump of ice.
  • a force applied vertically which subjects the screw shaft to shear and bending stress, leads to less stress on the screw, particularly with regard to the applied bending moment, due to the lower leverage of the shorter screw shaft.
  • the housing is made of plastic.
  • the choice of plastic as the material for the balise housing has the advantage that the electronic components of the balise, which are installed in the balise housing and are intended to send and receive the radio signals, are comparatively little influenced by the material of the housing.
  • the width of the balise housing is 10-30 cm larger than the width of the top of the rail sleeper.
  • FIG. 1 A balise housing is shown. This has an upper part (OT) and a lower part (UT), which together enclose a housing space (GR).
  • the housing space (GR) houses the components responsible for the function of the balise (BL).
  • the balise housing is secured with screws, with the screws engaging the material of the balise housing at the outer edge of the housing space (GR).
  • the upper part OT of the balise housing forms the surface in which a recess VT is located.
  • a first fastening hole L1 is located, which is aligned with a second fastening hole L2 provided in the lower part UT.
  • the lower part UT forms a third bearing surface A3, on which a second bearing surface A2 of the upper part OT can rest, with all bearing surfaces being pressed together by the fastening means BM.
  • the side surfaces of the balise housing are formed by an upper impact surface OP and a lower impact surface UP, which are arranged obliquely to a horizontal plane and converge at a butt joint STK. This creates a stable side surface that connects to the outer edges of a cover surface DF and can also withstand the impact of an ice lump EK (see Figure 4).
  • the Figure 2 The three-dimensional representation shows the external design of the balise housing. It can be seen that two recesses VT are provided in the surface so that the balise housing can be attached to the rail sleeper SW with two fastening screws. It can also be seen that the dimensions of the balise housing are defined by a length l, a width b and a height h. The width b extends from one butt edge STK to the opposite butt edge STK and is measured in the crossing direction R. It can also be seen that the left butt edge STK shown in the figure lies exactly in the middle of the side surface. In other words, the butt edge STK divides the side surface into a projection area PF, which is also in Figure 2 shown, into an upper projection surface OPF and a lower projection surface UPF, each of which has the same area.
  • PF projection area
  • FIG 3 An alternative design for the balise housing is shown. Compared to Figure 2 alternative designs for the upper impact surface OP and the lower impact surface UP as well as the impact edges STK.
  • Figure 3 The STK butt edge shown on the right is similar to the STK butt edges according to Figure 2 of wedge-shaped converging impact surfaces, but the impact edge STK is swept. This means that the angles to the left-hand edges are in The angle of the side surfaces of the balise housing extending in the direction of crossing R is > 90°, so that an angle is also created in the center of the butt edge STK.
  • a butt edge STK with such an orientation forms an implied point, which can better penetrate an ice lump EK and assists in shattering it.
  • the STK impact edge shown on the left is not formed within a horizontal plane, but is wave-shaped with different heights offset from such a plane. This increases the stability of the impact surfaces, which, due to their undulation, develop greater inherent stability. Nevertheless, it is possible to arrange the wavy STK impact edge in such a way that the upper impact surface OP and the lower impact surface UP are projected onto the side surface, as shown in Figure 2 shown, form an upper projection surface OPF and a lower projection surface UPF which have the same area (if the height offsets h balance out in total).
  • the four variants that are available for the STK butt edges in Figure 1 or 2 and Figure 3 The two impact surfaces shown can, of course, also be arranged in pairs on both opposite side surfaces, so that the beacon housing is symmetrical with respect to the crossing direction R. This actually makes sense, because the free surfaces are the result of an optimization, and this optimization naturally applies to both directions of travel.
  • the exemplary embodiments are shown with different impact surfaces UP only to be able to explain several variants using the figures.
  • the track system according to the invention is shown, which has a track GL consisting of rails SN fastened to rail sleepers SW.
  • a balise BL is mounted with a fastening means BM in the form of a screw and forms thus forms a T-shaped structure which forms cavities HR below an overhang of the beacon housing for the collection of ice particles EP.
  • the cavities HR are delimited by the underside of the beacon housing, the side surfaces of the rail sleeper SW and a fill ST of the track bed, whereby it is indicated how the ice particles EP move from the lower impact surface UP into the cavity HR.
  • the ice lump EK is shown in various stages. One is in a stage in which it is flying towards the beacon housing. It is clear that this has a horizontal velocity component Vh which is significantly greater than the negligible vertical velocity component Vr.
  • the vertical velocity component Vr is caused by the ice lump EK falling off a train traveling in the crossing direction R and therefore corresponds to its speed.
  • the process of impact and destruction of the ice lump EK is shown. It is shown how the impact edge STK penetrates the ice lump EK and transforms it into ice particles EP. These ice particles EP are deflected by the upper impact surface OP and the lower impact surface UP during further flight.
  • the change in momentum causes a surface load on the upper impact surface OP and the lower impact surface UP, with a resulting force exerted by the ice particles EP being the resulting normal force Ne per impact surface in Figure 4
  • a resulting force Fr therefore acts essentially horizontally, which is made clear by the indicated force parallelogram, in which the resulting normal forces Ne are involved. Furthermore, a force arises at the impact edge STK, which is caused by the fact that the impact edge STK with its radius r has horizontal surface components that are in the opposite direction to the direction of flight of the ice lump EK.
  • the beacon housing is essentially not bent vertically by the impacting ice lump EK. In other words, the moment Mr resulting from the impact of the ice lump EK is approximately zero. Figuratively speaking, the beacon housing penetrates the ice lump EK like a knife edge.
  • the force of the ice lump EK and the resulting force Fr add up to a total force Fg, which tends to displace the balise housing in a horizontal direction.
  • the fastening element BM which is designed as a screw.
  • the fastening element BM is in Figure 4 indicated, whereby it is clear that the screw is screwed into the rail sleeper SW. This can be understood mechanically as a model for clamping a bending beam. Because the total force Fg acts on the screw, a total moment Mg is created, which subjected the screw to bending stress. However, because the screw is housed in the pot-shaped recess VT, the screw shaft is shortened, and due to the effective leverage, the bending moment is reduced.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (14)

  1. Un boîtier de balise ayant une structure de réception de composants électroniques fonctionnels d'une balise (BL)
    a) comprenant une surface (DF) de recouvrement qui, dans une position de montage projetée du boîtier de la balise, en forme la face supérieure,
    b) et comprenant des surfaces latérales, qui se raccordent à la face (DF) de recouvrement et qui, dans une position de montage projetée du boîtier de la balise, s'étendent transversalement à une direction (R) de traversée,
    dans lequel
    parmi les surfaces latérales au moins l'une est composée d'une surface (OP) supérieure de choc et d'une surface (UP) inférieure de choc,
    c) dans lequel, dans la position de montage projetée du boîtier de la balise rapporté respectivement à un plan horizontal, la surface (OP) supérieure de choc est inclinée en oblique vers le haut et la surface (UP) inférieure de choc est inclinée en oblique vers le bas,
    d) et dans lequel un bord (STK) est formé entre la surface (OP) supérieure de choc et la surface (UP) inférieure de choc.
  2. Un boîtier de balise suivant la revendication 1, dans lequel la surface supérieure de choc et la surface (UP) inférieure de choc sont orientées en ayant la même obliquité.
  3. Un boîtier de balise suivant la revendication 1 ou 2, dans lequel
    la surface (OP) supérieure de choc et la surface (UP) inférieure de choc forment un coin.
  4. Un boîtier de balise suivant la revendication 3, dans lequel le bord (STK) se trouve, rapporté à la hauteur (h) du boîtier de la balise, au milieu de la au moins une surface latérale.
  5. Un boîtier de balise suivant l'une des revendications 1 à 3, dans lequel
    le bord (STK) s'étend, de manière à ce que celui-ci partage une surface (PF) de projection de la surface latérale en une surface (OPF) partielle de projection supérieure et en une surface (UPF) partielle de projection inférieure, dont le rapport des surfaces est dans une plage de 30 % à 70 % jusqu'à 70 % à 30 %, en étant de préférence de 50 % à 50 %.
  6. Un boîtier de balise suivant l'une des revendications précédentes, dans lequel
    l'inclinaison (α) en oblique de la surface (OP) supérieure de choc vers le haut et de la surface (UP) inférieure de choc vers le bas, dans la position de montage du boîtier de la balise (BL) respectivement par rapport à au moins un plan horizontal est d'au moins 10° et d'au plus 50°, de préférence d'au moins 25° et d'au plus 35°.
  7. Un boîtier de balise suivant l'une des revendications précédentes, dans lequel
    le bord (STK) a un rayon (r) d'au moins 5 mm et d'au plus 10 mm, de préférence de 7 mm.
  8. Un boîtier de balise suivant l'une des revendications précédentes, dans lequel
    le boîtier de la balise a, dans la direction (R) de traversée, une largeur (b) d'au moins 40 cm.
  9. Un boîtier de balise suivant l'une des revendications précédentes, dans lequel
    le boîtier de la balise est composée d'une partie (OT) supérieure et d'une partie (UT) inférieure, qui forment toutes deux, comme structure de réception, un espace (GR) de boîtier, dans lequel la partie (OT) supérieure et la partie (UT) inférieures sont assemblées rigidement l'une à l'autre au bord de l'espace (GR) du boîtier.
  10. Un boîtier de balise suivant la revendication 9, dans lequel la partie (OT) supérieure a de premiers trous (L1) de fixation et la partie (UT) inférieure a des deuxièmes trous (L2) de fixation alignés avec les premiers trous (L1) de fixation, dans lequel la partie (UT) inférieure a de premières surfaces (A1) de support entourant les deuxièmes trous (L2) de fixation pour un support dans la position de montage projetée, et la partie (OT) supérieure a des deuxièmes surfaces (A2) de surfaces de support, qui s'appuient sur la partie (UT) inférieure.
  11. Un boîtier de balise suivant l'une des revendications précédentes, dans lequel
    les premiers trous (L1) de fixation, dans la partie (OT) supérieure, se trouvent dans respectivement des cavités (VT) ménagées dans le côté supérieur du boîtier.
  12. Un boîtier de balise suivant l'une des revendications précédentes, dans lequel
    le boîtier est en matière plastique.
  13. Une installation à voie comprenant une voie (GL), dans laquelle des rails (SN) sont posés sur des traverses (SW) de rail et dans laquelle une balise (BL) est fixée sur au moins une traverse,
    dans laquelle
    la balise (BL) a un boîtier de balise suivant l'une des revendications précédentes et le boîtier de balise a, dans la direction (R) de traversée, une largeur (b), qui est plus grande que la largeur (b) d'un côté supérieur d'une traverse (SW) de rail sur laquelle la balise (BL) est fixée.
  14. Installation à voies suivant la revendication 12, dans lequel
    la largeur (b) du boîtier de la balise est plus grande de 10 à 30 cm que la largeur (b) du côté supérieur de la traverse (SW) de rail.
EP24167496.9A 2023-04-19 2024-03-28 Boîtier de balise avec une structure de réception pour composants électroniques fonctionnels Active EP4454971B1 (fr)

Applications Claiming Priority (1)

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DE102023203601.0A DE102023203601A1 (de) 2023-04-19 2023-04-19 Balisengehäuse mit einer Aufnahmestruktur für elektronische Funktionskomponenten

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EP4454971A1 EP4454971A1 (fr) 2024-10-30
EP4454971C0 EP4454971C0 (fr) 2025-06-04
EP4454971B1 true EP4454971B1 (fr) 2025-06-04

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DE29514399U1 (de) * 1994-09-26 1995-10-26 Siemens Integra Verkehrstechnik AG, Wallisellen Gehäuse für eine erdgebundene Funkstation
CH690257A5 (de) * 1995-05-04 2000-06-15 Siemens Schweiz Ag Gehäuse für eine erdgebundene Funkstation.
DE102010020421B4 (de) * 2010-05-12 2013-07-18 Db Netz Ag Befestigungs- und Schutzvorrichtung für eine Euro-Balise
ES1116730Y (es) * 2014-07-07 2014-10-08 Gonzalez Cardoso E Hijo S A Conjunto de soporte y proteccion de balizas de trenes.
AT520246A1 (de) 2017-07-31 2019-02-15 Gifas Electric Ges M B H Schutzvorrichtung
AT17766U1 (de) * 2020-09-11 2023-02-15 Pandrol Vortok Ltd Schutzvorrichtung

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EP4454971A1 (fr) 2024-10-30
DE102023203601A1 (de) 2024-10-24

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