EP3067245B1 - 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
EP3067245B1
EP3067245B1 EP16159170.6A EP16159170A EP3067245B1 EP 3067245 B1 EP3067245 B1 EP 3067245B1 EP 16159170 A EP16159170 A EP 16159170A EP 3067245 B1 EP3067245 B1 EP 3067245B1
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EP
European Patent Office
Prior art keywords
rail vehicle
axis
rotation
connection
connection device
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EP16159170.6A
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German (de)
English (en)
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EP3067245A1 (fr
Inventor
Rainer Pramper
Christian Strauss
Andreas MONARTH
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to PL16159170T priority Critical patent/PL3067245T3/pl
Publication of EP3067245A1 publication Critical patent/EP3067245A1/fr
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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 connection element, in particular a connection element for connecting two cars of a rail-bound means of transport, and a rail vehicle with such a connection arrangement.
  • connections for transporting work equipment e.g. B. a brake fluid, a coolant, compressed air or electrical connecting elements for conducting electrical energy.
  • Suitable connecting elements for this can be cables, lines or hoses. These are either routed below the connected wagons or below their wagon bodies, although a safety distance to the rail and to the underside of the wagons must be maintained, or above the wagons or wagon boxes on the roof, again keeping safety distances from moving parts or the overhead line ,
  • connection devices are on the elements of the means of transport to be connected arranged devices to which the connecting element is mechanically fixed or to which the connecting element is mechanically connected.
  • a bracket must also allow pivoting, nodding and swaying of the connected wagons. Furthermore, the connecting elements must not protrude from a predetermined space, which is bounded in particular downwards towards the track bed or wagon roof and laterally, so that the connecting elements cannot pose a hazard.
  • EP 2495151 A1 discloses a holding device for holding at least one flexible connecting element, wherein by means of the connecting element it is possible to connect two elements spaced apart from one another and pivotable relative to one another about an axis of rotation, in particular carriages of a rail-bound means of transport.
  • the holding device has at least three links, each link having two swivel joints.
  • the links are rotatably fastened to one another by means of the swivel joints in such a way that the links form a link chain, end links of the chain being rotatably fastened to a carrier device by means of one of their swivel joints.
  • At least one member is designed as a holding member, the holding member forming a holding device or having a holding device, the flexible connecting element being able to be fixedly connected to the holding member by means of the holding device.
  • this holding device two elements which can be pivoted relative to one another can be connected in such a way that a necessary sag of the connecting elements and thus also a required installation space for these connecting elements is reduced.
  • connection of connection elements in the area of vehicle joints still leads to the problem of the connection elements bending in the area of the ends of the connection elements when rail vehicle elements, such as, for example, carriages, are pivoted relative to one another about the axis of rotation of the joint.
  • This bending which in extreme cases can lead to kinking, affects the durability of the connecting elements.
  • large radii have been selected for the guidance of connecting elements and connecting elements have been designed to be long so that they have a large excess length when driving straight ahead, which serves to compensate for the change in distance between the first and the second connecting device when cornering.
  • This excess length leads however, to a large sag of the connecting elements, so that suspensions against excessive sag are necessary.
  • the object of the present invention is to provide a solution to this problem.
  • a solution should be specified as to how the connecting means are made as short as possible and thereby an excess length can be reduced.
  • connection arrangement according to claim 1.
  • a first connection device to which a flexible connecting element can be connected, is rotatably mounted on a first rail vehicle element, for example a carriage, car body or module
  • a second connection device to which the flexible connecting element can be connected, is rotatably mounted on a second rail vehicle element.
  • connection devices can counteract a rotary movement or swiveling of the rail vehicle elements about an axis of rotation of the joint and compensate in the extreme case, which does not always have to be the case. This is particularly the case if the connection devices are each rotatably mounted on a rail vehicle element. In this case, the connection devices can perform a counter-rotation movement to the rotation of the rail vehicle elements about an axis of rotation of the joint.
  • the course of a connecting element between rail vehicle elements depends on the angle of rotation between the rail vehicle elements, also referred to as the joint angle or Swivel angle, automatically optimized in that, as a result of a rotation of the rail vehicle elements relative to one another about the axis of rotation of the joint, the position of each connection device relative to the rail vehicle element on which it is movably mounted adjusts itself automatically and an optimized guidance of the connecting element is achieved.
  • Optimized guidance of the connecting element means in particular the least 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 relative to the respective rail vehicle element to which it is fastened is preferably set passively.
  • the term “swivel joint” also includes joints which, in addition to rotation about an axis of rotation of the joint (Z axis, vertical axis), also permit movement by one or more other degrees of freedom.
  • rotation about a transverse axis can also be made possible with the swivel joint, so that the swivel joint in a special form is a swivel-pitch joint.
  • a rail vehicle element can be, for example, a locomotive or a train part, in particular a car, a car body or a module, of a rail vehicle.
  • the first and the second rail vehicle element are coupled in particular for the transmission of drive forces serving to move the rail vehicle elements, i.e. tensile or compressive forces, and at least about a vertical axis of rotation, e.g. runs perpendicular to a track bed, pivotable against each other in a predetermined angular range.
  • the hinge 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 extends perpendicular to a track bed or a track plane.
  • the pivot axis of rotation can be arranged centrally or off-center between the two connected rail vehicle elements.
  • the hinge axis of rotation which is a vertical axis of rotation, is also referred to as the Z axis.
  • the rail vehicle elements can be rotatable relative to one another about one or more further axes of rotation.
  • Other possible axes of rotation are a central longitudinal axis mentioned above, which is also referred to as the X axis, and a transverse axis, which is also referred to as the Y axis, and in particular is perpendicular to the X axis.
  • a rotation of the rail vehicle elements relative to one another about the X axis is referred to as a rolling movement.
  • a rotation of the rail vehicle elements relative to one another about the Y axis is referred to as a pitching movement.
  • a connection device is in particular a device for mechanically fixing the connecting element to a rail vehicle element, in particular for mechanically fixing one end of the connecting element.
  • the connecting element is fastened to a rail vehicle element with a connecting device.
  • the connecting elements for the further transport of work equipment, e.g. a brake fluid, a coolant, compressed air, or to conduct electrical energy.
  • a specific example of a connection device is a terminal box and an associated connecting element is an electrical line that is mechanically connected to and electrically contacted on or in the terminal box.
  • a connection device is, for example, plate-shaped or box-shaped
  • the first and the second connection device are arranged at a distance from one another and can be pivoted relative to one another, ie relative to one another, about the axis of rotation of the joint in a predetermined angular range.
  • This pivotability results from the pivotability of the rail vehicle elements about the 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 degrees of freedom of rotation.
  • the angle of the 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 angle is negative when swiveled to the left, and positive when swiveled to the right.
  • the angular range of the pivoting is, for example, -40 ° to + 40 °.
  • the angular range generally results from a number of factors, including e.g. depending on a car geometry, a track geometry, a curve radius and a distance e.g. connection devices arranged on different carriages.
  • 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 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 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 connecting devices to be connected, and the type (rotary, Translationally, position of the movement axis (s)) and the extent of the mobility of the first connection device relative to the first rail vehicle element and the type and extent of the mobility of the second connection device relative to the second rail vehicle element.
  • the flexible connecting element can have a predetermined rigidity, in particular a predetermined torsional rigidity or bending rigidity.
  • the flexible connecting element is designed as a hose or cable or line. This advantageously results in working means, e.g. 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 below.
  • the connecting device can be mounted on the rail vehicle element in a rotational, ie rotatable or rotatable, and / or translatory, ie displaceable.
  • a rotational ie rotatable or rotatable
  • the connection device can be mounted rotatably about one or more axes of rotation.
  • a translational mounting the connection device can be mounted translationally in one or more spatial directions.
  • connection device is rotatably mounted on the rail vehicle element.
  • the 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 axis of rotation of the joint (Z axis).
  • the first connection device is rotatably supported about a first axis of rotation that is parallel to the axis of rotation of the joint, and / or the second connection device is rotatably supported about a second axis of rotation that is parallel to the axis of rotation of the joint.
  • connection devices can align particularly well relative to one another when pivoting rail vehicle elements about the axis of rotation of the joint (for example when cornering), and particularly favorable guidance of the connecting element between the rail vehicle elements is made possible, as with the aid of an example still shown.
  • a connection device is also rotatably mounted about an axis of rotation that is parallel to a transverse axis of the rail vehicle element.
  • the transverse axis of the rail vehicle element is also referred to as the Y axis and was 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.
  • connection devices can align with one another particularly advantageously when the rail vehicle elements pitch, for example when driving through a crest or through a depression.
  • One or more degrees of translation and one or more degrees of freedom of rotation can be combined with one another as desired. So this is Rotational mobility can also be combined with rotary mobility of the connection device about an axis parallel to the axis of rotation of the joint.
  • connection device can be mounted translationally on the rail vehicle element.
  • the connection device is mounted in a translatory manner in one direction or along an axis of displacement which is parallel to a transverse axis of the rail vehicle element.
  • two connecting devices which are each arranged on one of the rail vehicle elements, can be approached. If, for example, connection devices are attached to the outside of the curve on the rail vehicle elements, the distance between the two connection devices to one another is increased during cornering and a connecting element is stretched.
  • the connection devices can avoid this movement by moving along their respective displacement axis in the direction of the inside of the curve, as a result of which the distance between the two connection devices is shortened again.
  • a bearing can be provided with which the connection device is movably mounted on the relevant rail vehicle element.
  • the bearing is designed in such a way that it enables at least one rotational movement and / or at least one translational movement of the connection device relative to the rail vehicle element.
  • the bearing is in particular a plain bearing or a roller bearing.
  • connection device can be arranged on the rail vehicle element on which it is movably mounted at various points.
  • the connection device is arranged below or above a swivel joint or swivel joint part.
  • the connection device can be movably mounted on a substructure of the car, in particular on a cross member, in particular on an end cross member.
  • a connection device can be arranged in the roof area of the carriage or can be movably mounted there.
  • the connection device can be arranged on a roof cross member or be movably mounted there.
  • connection arrangement has a plurality of flexible connection elements. These multiple connecting elements are each connected to the first connection device with a first section, preferably with a first end, and connected to the second connection device with a second section, in particular with a second end.
  • a plurality of connection elements are thus bundled to form a first connection device and a second connection device or are arranged in a bundle between these connection devices.
  • This embodiment is particularly advantageous because, when connecting elements are bundled, the bending or torsion of the bundle is particularly important when the rail vehicle elements are pivoted relative to one another. Bending stiffnesses or torsional stiffnesses add up in the bundle and one usually obtains a structure that is particularly resistant to bending or torsion.
  • the connecting elements are preferably electrical lines, in particular multi-core cables, or lines, in particular hoses, for liquid working media, in particular hydraulic fluid or water.
  • connection means can be oriented towards one another or aligned with one another. If the rail vehicle elements are pivoted relative to one another about the axis of rotation of the joint, the connecting means can be oriented relative to one another. This means in particular that the connection devices of both connection devices can be brought into an opposite position. This is a favorable course of a connecting element that is connected to the connection devices can be reached.
  • the invention also relates to a rail vehicle or a rail vehicle group, comprising a connection arrangement as described above.
  • the rail vehicle network is formed from several rail vehicle elements, in particular wagons, 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 are sketched using a few structural elements which are described below.
  • a swivel joint 4 is arranged between the first rail vehicle element 2 and the second rail vehicle element 3, via which the rail vehicle elements 2, 3 are coupled to one another.
  • the joint 4 has the joint parts 5 and 6.
  • the joint part 5 is attached to the first rail vehicle element 2 and in this example is connected to an end cross member 7.
  • the joint part 6 is connected to the end cross member 8 of the second rail vehicle element 3.
  • the hinge parts 5, 6 can be rotated relative to one another about the hinge axis of rotation Z, which is perpendicular to the plane of the drawing, so that the rail vehicle elements 2 and 3 can also be rotated about the axis Z, which is a vertical axis.
  • the carriage 2 has in the bodyshell structure, inter alia, an end cross member 7 and longitudinal members 17, 18 which adjoin the end cross member 7.
  • the body 3 of the carriage 3 has, among other things, the end cross member 8 and the longitudinal members 19, 20 which connect to the end cross member 8. Wagon body sides and end walls can be placed on this bodyshell structure, as in Fig. 3 shown below.
  • the first connection device 9 is attached to the end cross member 7 of the first rail vehicle element 2.
  • the second connection device 10 is attached to the end cross member 8 of the second rail vehicle element 3.
  • 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 movable relative to the second rail vehicle element 3. 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 clamping points for electrical lines or connection points for hoses.
  • the second connection device 10 has two connection means 13, 14. In this example, only two connection means are shown for each connection device 9, 10. Alternatively, further connection means can be provided or only one connection means per connection device can be provided.
  • Two flexible connecting elements 15, 16 are also shown.
  • 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.
  • the connecting means 15 extends from the connecting device 9 to the connecting device 10, to be precise from the connecting device 11 of the first connecting device 9 to the connecting device 13 of the second connecting device 10.
  • the second connecting element 16 extends from the connecting means 12 of the first connecting device 9 to the connecting means 14 of the second connecting device 10.
  • the connecting means 15, 16 are attached to the connecting means 11, 12, 13, 14, for example clamped or screwed on, which is not shown here.
  • the connecting means 15, 16 can, for example, conduct electricity or working medium from the carriage 2 to the carriage 3 or vice versa.
  • the further transport of a working medium or electrical current conducted through the connecting means 15, 16 within the carriages 2, 3 is not shown further here.
  • Fig. 1 shows the cars 2, 3 in the straight-ahead position.
  • the longitudinal axis X1 of the first carriage 2 and the longitudinal axis X2 of the second carriage 3 lie in alignment and form the longitudinal axis of the rail vehicle in this straight-ahead position.
  • the first carriage 2 also 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 in the straight-ahead position of the carriages 2, 3 parallel to the joint 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 the pitching movement.
  • the Z axis is referred to as the articulation axis of rotation, since it enables the rotation of the carriages 2, 3 relative to one another when cornering, and thus the most important articulation movement.
  • the rotational movement for example when cornering, is thus conceptually distinguished from the pitching movement just described.
  • the roll movement about the longitudinal axis of the rail vehicle which is formed in the straight-ahead position from the axes X1 and X2, should also be mentioned.
  • the carriages 2 and 3 rotate relative to one another along this longitudinal axis of the rail vehicle.
  • connection devices 9, 10 The movement of the connection devices 9, 10 relative to the carriages 2 and 3 is described below.
  • connection device 9 is rotatably mounted about the axis of rotation D1 which is 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, that is Joint axis of rotation, stands.
  • the first connection device 9 is also rotatably supported 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 can be limited, for example by a stop, but this is not mandatory.
  • the possible angle of rotation about these axes can result from the arrangement and rigidity of the connecting elements 15, 16 and from the angle of rotation about the axis of rotation Z or the maximum angle of rotation about the axis of rotation Z.
  • a slide bearing 21 is also 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 complementary sliding element, which is connected to the first connection device 9, can be displaced.
  • the slide bearing 21 is designed as a C-rail, in which a sliding element which is gripped by the rail can be displaced.
  • a slide bearing 22 is formed on the end cross member 8 of the second carriage 3. The slide bearings 21, 22 are executed in this example over almost the entire width of the carriage 2 or the carriage 3.
  • bearings 21, 22 that extend less in width and to limit the possible extent of a translational movement of the first connection device 9 and the second connection device 10.
  • a bearing 21 or 22 can only be designed at most up to the central axis X1 or X2.
  • the combination of all three movement possibilities can be carried out (rotation axis D1, rotation axis D3 and slide bearing 21) or only two combinations or only one movement possibility.
  • Fig. 2 shows the situation after a rotary movement of the carriages 2 and 3 about the articulation axis of rotation Z. For example, a left turn is traversed in the direction of travel F represented by an arrow and the carriages 2 and 3 are rotated or pivoted relative to one another.
  • the same reference numerals are chosen for the same elements as in Fig. 1 ,
  • connection devices 9, 10 are also pivoted relative to one another about the axis of rotation Z, thereby increasing the distance between the first connection device 9 and the second connection device 10. With the reverse direction of rotation of the carriages 2, 3 relative to one another, the distance between the connection devices 9, 10 would be reduced.
  • the flexible connecting elements 15, 16 are in relation to the starting position in Fig. 1 stretched. This stretching is made possible or absorbed by an excess length.
  • Fig. 1 an excessive length of the connecting elements 15, 16 can be seen in the form of a lateral curvature.
  • Fig. 2 when stretched, the curvature is reduced.
  • the first connection device 9 moves relative to the first carriage 2 and the second connection device 10 moves relative to the second carriage 3.
  • the first connection device 9 rotates clockwise, that is, counter to the rotation of the first carriage 2 relative to a second carriage 3, which is regarded as stationary.
  • the second connection device 10 rotates about the axis of rotation D2, but counterclockwise.
  • the first connection device 9 and the second connection device 10 thus rotate towards one another.
  • the rotation of the second connection element 10 in the counterclockwise direction is counter to a rotation of the second carriage 3 relative to a first carriage 2, which is considered stationary, which takes place clockwise and which is represented by an arrow on the joint part 6.
  • connection device 9 is displaced 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 displaced in the direction of the middle of the second carriage 3, in the direction of its central longitudinal axis X2.
  • the translation of the first connection device 9 shown takes place parallel to the transverse axis Y1.
  • the second connection device 10 is translated parallel to the transverse axis Y2.
  • the translational movement and the rotational movement of a connecting device 9 or 10 do not have to be combined with one another. It can also only a translational movement or only a rotational movement can be provided. Furthermore, a translation or rotation can additionally or alternatively be provided about one or more further axes of rotation or translation.
  • the axis D3 is provided as an additional axis of rotation for the first connection element and the axis of rotation D4 as an additional axis of rotation for the second connection element 10.
  • the rotation about the axes D3 or D4 is advantageous in the case of a pitching movement of the carriages 2 and 3 relative to one another.
  • connection devices 9 or 10 is movable relative to one or more translation and / or rotation 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 state of the carriage 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 stress.
  • ends of the connecting elements 15, 16, which are attached to the connection means 11, 12, are less bent or kinked at the attachment points.
  • second sections 25, 26 are less bent and opposite ends of the connecting elements 15, 16, which are connected to the connecting means 13, 14, are less kinked.
  • the translational movement of the first connection device 9 and the second connection device 10 in the bearings 21 and 22 counteracts the increase in the distance between the connection devices 9, 10 by the rotary movement about the Z axis and the distance can be shortened again, as a result of which the Tensile stress on the connecting elements 15, 16 decreases.
  • Fig. 3 shows a view of the first carriage 2 from the rear along the longitudinal axis X1.
  • Fig. 3 have the same reference numerals as in Fig. 1 and Fig. 2 correspondingly 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 , top), which is advantageous for low-floor vehicles.
  • the same reference numerals have been chosen for both installation situations, and the following description of the figures can be read in both installation situations.
  • the pivot axis Z runs through the pivot point 35.
  • the pivot bearing 36 is shown, with which the first connection device 9 is rotatably mounted on the carriage 2, here on the terminal cross member 7.
  • the rotary bearing 36 has the bearing part 37, which is connected in a rotationally fixed manner to the first connection device 9, and the second bearing part 38.
  • the bearing parts 37 and 38 can be rotated relative to one another about the axis of rotation D1.
  • the pivot bearing 36 also has the sliding element 39 which is fixedly connected to the lower bearing part 38 and which engages in the sliding bearing 21 and is displaceable therein.
  • the entire pivot bearing 36 and thus the associated first connection device 9 can thus be displaced in the slide bearing 21.
  • Fig. 3 is also the further axis of rotation D3 Fig. 1 shown, around which the connecting element 9 can be rotated.
  • a bearing 36 can also be used, which also allows a degree of freedom in this direction. Alternatively, only a rotation about the axis D3 can be provided and a corresponding bearing can be provided.
  • Fig. 4 shows a plan view of a further embodiment of a connection arrangement 40 according to the invention.
  • a first rail vehicle module 41 is shown as the first rail vehicle element and a second module 42 as the second rail vehicle element.
  • the modules 41, 42 are, for example, tram modules and are connected to one another 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 set up for electrical lines that transport electrical current at a first voltage level, here denoted by HV (high voltage, high voltage).
  • the terminal box 46 is set up for the connection of electrical lines which transport current at a second voltage level, which here is a low voltage level, namely 24 V.
  • the terminal boxes 47, 48 are arranged as second connection devices.
  • the terminal box 47 is assigned to the terminal box 45 for guiding connecting elements 49 and is aligned for the same, first voltage level.
  • the terminal box 48 is assigned to the terminal box 46 for connecting the connecting elements 50 and is designed for the same, second voltage level.
  • the terminal boxes 45, 46, 47, 48 are rotatable about axes of rotation which are perpendicular to the plane of the figure and are oriented parallel to the axis of rotation Z of the axis and which are not shown here, but are analogous to an axis of rotation D1 or D2 Fig. 1 and Fig. 2 can be aligned and positioned.
  • the degrees of freedom of rotation of the terminal boxes 45, 46, 47, 48 are shown in the form of double arrows.
  • the terminal boxes can be rotated clockwise and counterclockwise around the mentioned axes of rotation perpendicular to the plane of the drawing.
  • the connecting 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 number 50 by way of example.
  • the cables of each of the bundles are combined with binders 51, 52, 53, 54 in order to achieve bundling.
  • a holding device made of two articulated arms 55, 56, which prevents the cable bundles from sagging in the direction of articulation 44.
  • the articulated arm 55 is articulated to the module 42 and is articulated to the articulated arm 56, which in turn is articulated to the binder or holding means 51 at its other end.
  • the here in Fig. 4 The holding device shown can alternatively be designed 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 oriented differently than the connecting means 50 (and others not designated by reference numerals) between the terminal boxes 46 and 48.
  • End section of the connecting means 49 leave the terminal boxes 45 and 47 in FIG Module longitudinal direction X1 or X2.
  • end sections of the connecting means 50 which are connected to the terminal boxes 46 and 48, are led out of the terminal boxes 46, 48 in the module transverse direction Y1 or Y2 or, depending on the consideration, are introduced. Due to the possibility of rotating the terminal boxes 46, 48, the relative orientation of the terminal boxes 46, 48 or the course of the connecting means 50 can be maintained or largely retained in the event of a joint rotation about the Z axis.
  • connecting means or bundles of connecting means as in Fig. 4 shown to lay crossed.
  • a bundle of connecting means can be guided from the terminal box 48 to the terminal box 45.
  • a connecting means would then be guided from a first side of a first rail vehicle part 41 to a second side of a second rail vehicle element 42.
  • a side is defined here as a side to the right of the longitudinal axis X1 or X2 or a side to the left of the longitudinal axis X1 or X2.
  • the terms right and left refer to the direction of travel F.
  • Such a laying of a connecting means from one vehicle side to a second side of the vehicle can be realized particularly advantageously if corresponding terminal boxes, between which the connecting means extends, are slidably mounted, as in FIG Fig. 1 and Fig. 2 described using the embodiment there.
  • Such guidance of a connecting means can also already be advantageously realized if the terminal boxes or more generally the connection devices are rotatably mounted, as in FIG Fig. 4 shown. An optimal orientation of the terminal boxes relative to each other is already possible through a rotatable mounting.

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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)

Claims (9)

  1. Ensemble de liaison (1 ; 40), présentant
    - un premier élément de véhicule sur rails (2 ; 41),
    - un deuxième élément de véhicule sur rails (3 ; 42), dans lequel le premier et le deuxième élément de véhicule sur rails sont couplés à une articulation rotative (4) et peuvent être pivotés l'un contre l'autre autour d'un axe de rotation d'articulation (Z),
    - un premier dispositif de raccordement (9 ; 45, 46),
    - un deuxième dispositif de raccordement (10 ; 47, 48), dans lequel le premier et le deuxième dispositif de raccordement (9, 10 ; 45, 46, 47, 48) sont disposés de manière espacée l'un de l'autre et peuvent être pivotés l'un contre l'autre autour de l'axe de rotation d'articulation (Z),
    - au moins un élément de liaison (15, 16 ; 49, 50) flexible, dans lequel l'élément de liaison (15, 16 ; 49, 50) est relié par une première section (23, 24) de l'élément de liaison (15, 16 ; 49, 50) au premier dispositif de raccordement (9 ; 45, 46) et par une deuxième section (25, 26) de l'élément de liaison (15, 16 ; 49, 50) au deuxième dispositif de raccordement (10 ; 47, 48),
    caractérisé en ce que
    le premier dispositif de raccordement (9) est monté au niveau du premier élément de véhicule sur rails (2 ; 41) de manière mobile en rotation autour d'un premier axe de rotation (D1), qui est parallèle par rapport à l'axe de rotation d'articulation (Z), et/ou
    le deuxième dispositif de raccordement (10) est monté au niveau du deuxième élément de véhicule sur rails (3 ; 42) de manière mobile en rotation autour d'un deuxième axe de rotation (D2), qui est parallèle par rapport à l'axe de rotation d'articulation (Z).
  2. Ensemble de liaison selon la revendication 1, présentant un premier palier (21 ; 36), par lequel le premier dispositif de raccordement (9) est monté de manière mobile au niveau du premier élément de véhicule sur rails (2), et/ou un deuxième palier (22), par lequel le deuxième dispositif de raccordement (10) est monté de manière mobile au niveau du deuxième élément de véhicule sur rails (3).
  3. Ensemble de liaison selon la revendication 1, dans lequel le premier dispositif de raccordement (9) est monté de manière mobile en rotation autour d'un axe de rotation (D3), qui est parallèle par rapport à un axe transversal (Y1) du premier élément de véhicule sur rails (2), et/ou le deuxième dispositif de raccordement (10) est monté de manière mobile en rotation autour d'un axe de rotation (D4), qui est parallèle par rapport à un axe transversal (Y2) du deuxième élément de véhicule sur rails (3).
  4. Ensemble de liaison selon l'une quelconque des revendications précédentes, dans lequel le premier dispositif de raccordement (9) est monté de manière à pouvoir être coulissé au niveau du premier élément de véhicule sur rails (2), et/ou le deuxième dispositif de raccordement (10) est monté de manière à pouvoir être coulissé au niveau du deuxième élément de véhicule sur rails (3).
  5. Ensemble de liaison selon la revendication 4, dans lequel le premier dispositif de raccordement (9) est monté de manière à pouvoir être coulissé dans une direction, qui est parallèle par rapport à un axe transversal (Y1) du premier élément de véhicule sur rails (2), et/ou le deuxième dispositif de raccordement (10) est monté de manière à pouvoir être coulissé dans une direction, qui est parallèle par rapport à un axe transversal (Y2) du deuxième élément de véhicule sur rails (3).
  6. Ensemble de liaison selon l'une quelconque des revendications précédentes, présentant plusieurs des éléments de liaison (15, 16 ; 49, 50) flexibles.
  7. Ensemble de liaison selon l'une quelconque des revendications précédentes, dans lequel l'élément de liaison (15, 16) flexible est réalisé en tant que tuyau flexible, câble ou conduit.
  8. Ensemble de liaison selon l'une quelconque des revendications précédentes, dans lequel
    - le premier dispositif de raccordement (9) présente au moins un premier moyen de raccordement (11, 12), auquel l'élément de liaison (15, 16) flexible peut être raccordé,
    - le deuxième dispositif de raccordement (10) présente au moins un deuxième moyen de raccordement (13, 14), auquel l'élément de liaison (15, 16) flexible peut être raccordé, dans lequel le premier moyen de raccordement (11, 12) et le deuxième moyen de raccordement (13, 14) peuvent être alignés l'un sur l'autre.
  9. Assemblage de véhicule sur rails, présentant au moins un ensemble de liaison selon l'une quelconque des revendications 1 à 8.
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)

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PL16159170T PL3067245T3 (pl) 2015-03-11 2016-03-08 Układ połączeń przewodów sprzęgów w pojeździe szynowym

Applications Claiming Priority (1)

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DE102015204322.3A DE102015204322A1 (de) 2015-03-11 2015-03-11 Verbindungsanordnung für Verbindungselemente eines Schienenfahrzeugs

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EP3067245B1 true EP3067245B1 (fr) 2020-01-29

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DE (1) DE102015204322A1 (fr)
ES (1) ES2784661T3 (fr)
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DE102021129051A1 (de) 2021-11-09 2023-05-11 Bizlink Elocab Gmbh Leitungsführungsanordnung und Fahrzeug, aufweisend die Leitungsführungsanordnung

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US1026686A (en) * 1910-08-26 1912-05-21 Horatio Owen Lloyd-Jones Pipe-line coupling.
US1102206A (en) * 1914-05-16 1914-06-30 Harvey Oliver Witwer Train-pipe coupling.
US1437645A (en) * 1920-05-19 1922-12-05 John B Genin Automatic train-pipe coupling
DE1012634B (de) * 1954-05-26 1957-07-25 Theodor Kiepe Elektrotechnisch Stromueberfuehrung zwischen miteinander gekuppelten Wagen, insbesondere fuer Gelenkfahrzeuge
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Also Published As

Publication number Publication date
EP3067245A1 (fr) 2016-09-14
DE102015204322A1 (de) 2016-09-15
PL3067245T3 (pl) 2020-06-29
ES2784661T3 (es) 2020-09-29

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