Special topic: Transportation & Automotive - harting … · Special topic: Transportation &...
Transcript of Special topic: Transportation & Automotive - harting … · Special topic: Transportation &...
Special topic: Transportation & AutomotiveSpecial topic: Transportation & Automotive
Innovative: System integration with mechatronics
Progressive: European train protection standard
Alternative: Linear drive for electric cars
Sensitive: Optical measuring signal transmission on rail vehicles
Innovative: System integration with mechatronics
Progressive: European train protection standard
Alternative: Linear drive for electric cars
Sensitive: Optical measuring signal transmission on rail vehicles
People Power Partnership 3-I- 1999
he terrific pace of develop-
ment in microelectronics is producing
greater functionality, safety and
convenience in virtually all areas of
everyday life. A striking case in point
is the automotive industry, where the
last few years have seen a continuous
stream of newly developed compo-
nents and functions being integrated
into vehicles. Airbags, anti-lock brak-
ing systems and electronic chassis
stabilisation are just a few examples.
A vital role in the development of
these systems is played by mecha-
tronics, or in other words the inte-
gration of electronics and mechani-
cal components. The driving force is
provided by the desire for lower fuel
consumption and consequently more
efficient use of the world’s oil re-
sources. The connector is of special
importance in all mechatronic
components, since it now fulfils the
dual role of connecting element and
housing for electronic and sensor
systems.
T i t l e
Mechatronics
2 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
P u b l i c a t i o n d e t a i l sPublished by: HARTING KGaA, M. Harting, P.O. Box 11 33, D-32325 Espelkamp, Tel. +49 (0)5772 47-0, Fax: +49(0)5772 47 - 461 · Editors: Dr. A. Viver, Dr. H. Peuler · Overall coordination: Publication and CommunicationDepartment, B. F. Haberbosch · Idea and conception: Bickmann & Collegen Unternehmensberatung, R. Brügmann, Hamburg ·Layout: Contrapunkt, Tutzing · Title composing: E. Reiss · Production and printing: Druckerei Meyer GmbH,Osnabrück · Circulation: 28,000 copies worldwide (German and English) · Source: If you are interested in ob-taining this magazine on a regular basis, free of charge, contact your nearest HARTING branch, your HARTINGsales partner or one of the local HARTING distributors. Reprints: Complete reprints and excerpts of contri-butions are subject to approval in writing by the Editor. This also applies to input into electronic databases and reproduction on electronic media (e.g. CD-ROM and Internet) · All product designations used are trademarksor product names belonging to HARTING KGaA or their respective owners · Despite careful editing it is notpossible to completely rule out printing errors or changes to product specifications at short notice. For thisreason HARTING KGaA is only bound by the details in the appropriate catalogue. Printed by an environmentallyfriendly method on paper bleached entirely without chlorine and with a high proportion of recycled paper. © 1999 by HARTING KGaA, Espelkamp. All rights reserved.
Page 4
Page 6
Page 9
Page 12
Page 14
Page 18
Page 21
Page 25
Page 27
Page 30
Page 33
Page 34
Page 35
t e c .C o n t e n t s
Editorial
Focus
INNOVATIVE:
INDUSTRY:
PROGRESSIVE:
ASPECTS:
ALTERNATIVE:
APPLICATION:
SENSITIVE:
Panorama
Info Fax
Mechatronics drives system integration forwards
Technology trends in rail vehicles
On the right track for a European safety standard
Mobility means responsibility
Linear drive for electric cars
Non-skid braking for EXPO light rail vehicle
Optical measuring signal transmission on rail vehicles
Products & Applications
Trade fairs
Service
SPECIAL TOPIC:
3
TRANSPORTATION & AUTOMOTIVE
s we all discover every
day, the one thing that never
changes is change itself. Of
course this is equally true for
the transportation industry
and its various segments, rail,
automotive, aerospace and
shipping.
The rail vehicle market is growing
worldwide by around 7 per cent each
year, measured by the number of
units. This growth represents a pro-
duction volume of some 9,000 re-
gional rail vehicles, more than 1,500
locomotives and around 150,000
goods wagons. In spite of this rate
of growth, there is considerable
pressure on prices, which has been
one of the causes of increased mer-
ger activity amongst the manufac-
turers.
In the automotive sector approx-
imately 57 million vehicles are pro-
duced every year at the present
time, of which 16 million in Europe
alone. The available manufacturing
capacity is around 80 million per
year.
In these markets, innovation is ab-
solutely essential. In order to make
the “time to market” meet the pro-
gramme requirements, suppliers
must be brought into the develop-
ment of new systems at an early
stage.
Nowadays, the electronics in a car
account for something like 20 per
cent of manufacturing costs. Over
the next 5 years that figure will rise
to around 30 per cent. Some auto-
mobile manufacturers now spend
more on on-board computers and
microprocessors than they do on
the traditional raw material, steel.
Microsoft really is on board already
in the first systems.
The all-important factors behind
increased use of electronics in cars
are not only the limitations of mech-
anical systems, but also the cost sav-
ings achieved in spite of increased
functionality.
Ever greater demands on safety,
convenience, environmental pro-
tection, energy consumption, in-
formation and entertainment are
AO. Follert
4 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
accelerating the rate at which state-
of-the-art technology is used. Mecha-
tronics, optoelectronics, radar, sat-
ellite technology, neural networks,
fuzzy logic and superconductors are
just a few examples that can be
mentioned.
HARTING has decided to make its
own technological contribution to
this sector of industry. All relevant
activities are now grouped together
in HARTING Automotive GmbH & Co.
KG.
For a successful market present-
ation, first-class resources are re-
quired. HARTING has the financial
means for R & D and production,
but the most important asset is
the know-how of our staff.
We aim to shape the future with
technologies designed for people!
t e c .E d i t o r i a l
People Power Partnership
5
t e c .
still developed in close consultation
between the manufacturer and the
subsequent operator. That situation
has now changed, since the privati-
sation of national railway companies
began in Europe, thus creating sev-
eral separate profit-oriented divi-
sions. Vehicle development and
testing are now regarded, almost
exclusively, as the task of the
manufacturers. In addition, new
railway companies are being formed
which compete with the national
carriers for passenger and goods
traffic. What all the operators have
in common is the requirement for
modern vehicles “on demand” , i.e.
rapid delivery without lengthy
testing of prototypes. Furthermore,
the rail industry is experiencing
increased global competition which
is creating pressure for shorter
product development times and
lower prices. New vehicles are
produced in close cooperation be-
tween system service companies
and independent system suppliers.
Achieving greater efficiency and
innovation are vital for survival on
both sides. Good examples are modu-
lar product platforms and dynamic
passenger information systems.
D R I V E B Y W I R E
When the latest car model arrives on
the dealer’s forecourt, we naturally
expect it to be significantly better
than its predecessors in terms of con-
venience, safety and fuel consumption.
To meet these expectations without
increasing the vehicle’s price or
weight, the automotive industry is
adopting new approaches in the design
of electronic components. One such
approach, known as mechatronics, is
to
integrate electronics into connectors,
electric motors and other electrome-
chanical components. In future, a so-
called drive-by-wire system will take
the place of numerous mechanical
links between actuators and controls
for steering, brakes, accelerator and
clutch. HARTING has developed a cus-
tomised solution for contact-free
detection of pedal position, in which
sensors and electronics form part of
the connector.
A N I N D U S T R Y I N T R A N S I T I O N
Only a few years ago rail vehicles were
T H E E U R O P E A N T R A C K
150 years of development in rail
traffic has brought forward a large
number of national train protection
systems. This has resulted
in problems for cross-
border rail traffic. With a
view to a united Europe
whose major cities are
linked by state-of-the-art
high-speed trains, pas-
sengers and goods should
not have to lose any time
when crossing frontiers.
Changing the driver, the
traction vehicle or even
the entire train is a costly ana-
chronism in economic terms. To
avoid the expensive and technically
complex option of equipping trains
with all the different national train
protection systems, a uniform
Europe-wide safety philosophy must
be developed which still leaves scope
for innovations.
M O B I L E R E S P O N S I B I L I T Y
Any and every concept for a global
traffic system of the future will also
have economic repercussions. Even
faster, even more convenient and
even more environmentally friendly
– those are the essential features
of mobility in the 21st century. All
means of transport – aircraft,
trains, ships, cars and two-wheelers
– must be reassessed in the
wordlwide context according to the
two premises of mobility and
6 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
t e c .F o c u s
t e c .
t e c .
P. 9
(Fig. Siemens Verkehrstechnik)
t e c . ASPECTS P. 18
INNOVATIVE
INDUSTRY P. 12
PROGRESSIVE P. 14
improving the quality of life. L I N E A R I N A C I R C L E
When asked about environmentally
friendly personal mobility, many ex-
perts refer to the electric car. The
transition from internal combustion
engine to electric power opens up
many new possibilities. However,
conventional electric motors on each
drive wheel lead to problems with
road vehicles. The large unsprung
masses make it necessary to install
costly shock-absorbing units. In ad-
dition, a separate free-wheel is re-
quired to allow the car to be pushed
or towed. Both these disadvantages
are avoided by a special linear drive
for road vehicles developed at the
College of Engineering in Bielefeld,
Westphalia.
E X P O T R A I N B R A K E D
Preparations for the EXPO 2000
world exhibition under the motto
“People – Nature – Technology” are
in full swing. To be able to handle the
projected traffic volume, Hanover’s
public transport operators are cur-
rently purchasing large numbers of
the new “Stadtbahn 2000” light rail
vehicle (LRV). It is a synthesis of un-
derground train and tram,
combining innovative technologies
with unusual design. The close
cooperation between the develop-
ment partners has produced a
solution which meets the growing
demand for speed and functionality
People Power Partnership
7
t e c .F o c u s
t e c .
t e c .
t e c . ALTERNATIVE P. 21
APPLICATION P. 25
SENSITIVE P. 27
(Fig. Bochumer Verein Verkehrstechnik)
8 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
duces an element which functions
as connector, latching device,
housing and insulation all in one.
Departure from the classic PCB not
only allows the number of contact
positions (e.g. between PCB and
plug-in contact) to be reduced, but
also permits use of the third
dimension for building up a circuit
(Moulded Interconnect Device, MID).
The HARTING study of a pedal sen-
sor may be taken as an application
example. The aim was to develop a
connector with integrated sensor
which is silent, wear-free and has
fault diagnosis capability. In order
to reconcile these requirements
with the stated objectives, such as
greater reliability, ease of installa-
tion plus reduced weight and price,
a magnetic sensor principle was
selected. The design of the mecha-
tronic system permits integration
of two sensors for the clutch and
brake pedals.
roducts in which microelectronics play an essential role are
conquering more and more new markets. They offer greatly superior
functionality while at the same time reducing the price per function.
system intelligence to the sensor or
actuator, reduction in cabling by the
use of bus systems, and integration
of electronic functions into mechan-
ical elements such as connectors or
housings. That is where connectors,
as electromechanical components,
have a particularly important part
to play.
G R E A T E R C O N V E N I E N C E
A N D L O W E R C O S T
To manufacture mechatronic prod-
ucts, the elements of the circuitry,
i.e. active and passive components,
sensors and actuators, are moun-
ted as housed standard parts on a
punched grid known as a lead frame.
A further stage of integration uses
unhoused components (naked dies).
Subsequent injection moulding with
a thermoplastic material then pro-
Mechatronics drives systems integration forwardsDr. Jens Krause, Lars Röhrig
P
People Power Partnership
9
t e c .S p e c i a l t o p i c
I N N O V A T I V E
The automotive industry is a prime
example of an industry where con-
stant demand for greater con-
venience and safety is providing
the stimulus for developing new
mechanical and electronic com-
ponents. The twin task of safely
managing increasingly complex
vehicle electronics and minimis-
ing the wiring makes it essential
to optimise such components in
terms of cost, weight (space) and
reliability.
Individual components are inte-
grated into systems and electro-
mechanical components are used to
accommodate the microelectronics.
The result is a new type of product:
mechatronics. Concrete results of
this development are, for example,
decentralised distribution of the
Mechatronic module (after chip packaging)
Tabs
T W O - S T A G E
P R O D U C T I O N P R O C E S S
The manufacturing process is
demonstrated with the aid of a few
schematic diagrams. The two sensors
and an analysis ASIC are mounted on
a punched grid. They are injection
moulded by a standard chip mould
process (premould) and the grid is
suitably bent. An overmould with
thermoplastic material then pro-
vides mechanical shape, a means
of securing and the electrical in-
terface (connector) of the system.
The analysis ASIC performs the
entire data processing of sensor,
diagnosis and calibration signals
as well as communication with the
upstream control unit. The mecha-
tronic system of the pedal sensor is
thus based on established standard
processes while at the same time
offering greater functionality and
fault diagnosis capability than con-
ventional systems. The reduction
in mechanical and electrical inter-
faces means that it is easily fitted
to the footpedal linkage.
O P T I O N S F O R T H E F U T U R E
Additionally there are possibilities
for optimisation which must be
considered and evaluated according
to the particular application. For
example, bus systems, combined with
a simple software change, allow the
functions of a decentralised com-
ponent to be expanded even after
installation in the vehicle. The elec-
trical interface can also be further
optimised, e.g. by replacing the male
and female combination by the crimp
or insulation displacement system.
Systematic utilisation of all the
mechatronic options gives rise to
several connection levels so that the
system architecture can be
simplified and system reliability
increased.
The creation
of successful
new products
in this market
depends on
the ability to
carry out sys-
tems inte-
gration. Now
that HARTING
has expanded
its know-how,
e.g. in the field
of plastic
moulding and
processing of
electrical contacts, the company
possesses all the core expertise
necessary for producing mecha-
tronic solutions. The great produc-
tion depth in the company gives a
sure command of the complete pro-
cess chain. HARTING is therefore
determined to utilise the highly
promising growth opportunities
offered by mechatronics in the
automotive industry.
Info Fax 3001
10 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
Sensor block
(after overmould)
Manufacturing Process for a Mechatronic ModuleStandard chip packaging / Premould
Phase V:Bending
Phase VI:Overmould
Top view Front view
Phase II:Wire bond
Phase III:Chip mould(Premould)
Phase IV:Lead frame &dambar cut
Overmould
Phase I:Die attach
People Power Partnership
11
Technology trends in rail vehiclesLars Schmidt
M O D U L A R A D V A N T A G E S
Rail vehicle systems of the future,
whether railcars or locomotives, will
have a modular platform on which
all customised variants are built
on the modular principle.
The benefits are perfectly clear:
cost savings, due to shorter turn-
around times, starting with pre-
production and preassembly right
through to final assembly of the
individual systems in the vehicles.
Flexibility thanks to rapid exchange
of individual components and
systems, thus cutting life-cycle
costs. Enhanced standardization
with a limited number of compo-
nents, depending on the area of
service.
“Trains from the catalogue” is the
magic formula. The market will
force the industry in this direction.
Modularity leads to increased
demand for interfaces, which in
turn require suitable connector
solutions.
H I G H C U R R E N T
C O N N E C T A B I L I T Y
Making high currents connectable –
for many still a mystery – is some-
thing which HARTING has mastered
with a cost-effective termination
system: the axial clamping screw.
It reduces connection time signifi-
cantly and makes it possible, for
example, to design drive bogies
for quick disconnection. Using the
Han® K 3/0 and Han® HC Modular in
various housings of the pressure-
tight HPR series (IP 68) for outdoor
applications, the supply lines to the
drive motors are fitted with mating
connectors on the bogies.
The advantages of optimised pro-
duction and faster servicing are
arguments in favour of the modular
principle. The trend towards mak-
ing connectors for relatively high
voltages and currents is continuing
undiminished, whether as an inter-
face for earthing circuits on the car
chassis or as a motor connection for
the motorised bogies. Building on its
12 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
t e c .S p e c i a l t o p i c
I N D U S T R Y
he rail industry: an “industry in transition“ , in the middle of a
restructuring phase which requires measures to increase efficiency.
Modularisation and standardisation of components and entire sub-
assemblies is an essential part of this development.
T
Motor connection of a drive bogie with
Han® K 3/0 in Han HPR housing
People Power Partnership
13
experience with this technology,
HARTING will soon be offering an-
other cost-effective solution de-
signed to make the advantages of
connectors available for ever higher
currents.
DYNAMIC PASSENGER
INFORMATION SYSTEMS (DFI)
It is not only power circuits which
increasingly require interface
solutions. Communication systems
are becoming more important
and must be suitably connected.
Dynamic Passenger Information
systems will be indispensable in
mainline and urban transport
systems of the future.
The driving force behind this de-
velopment is the growing demand
for information and entertainment
in our society. Such systems can
make rail vehicles still more attrac-
tive and competitive in comparison
to other means of transport.
Current systems, like those in
service in high-speed trains, are
being expanded by means of more
efficient multimedia bus systems.
The task in hand is to make rail
travel as pleasant as possible.
Developments in telematics rang-
ing from innovative display tech-
niques through to ground-breaking
communication systems and inter-
active passenger information are
the solution.
Technical innovations will continue
to be of major importance in the
future, firstly to survive in the
increasingly competitive world
market, and secondly to keep push-
ing forward the process of increas-
ing efficiency. For HARTING this
means cooperating closely with
system service companies and
suppliers.
Even at the design phase it is
essential to develop appropriate
solutions for both individual com-
ponents and complete systems.
Simplification and optimisation of
connections and interfaces – that is
the strategy with which HARTING,
supported by its worldwide subsi-
diaries, is actively contributing to
the competitiveness of its custo-
mers.
Modular design of rail vehicles (Fig. SAB WABCO)
DFI interface with Han® multicontact module
Info Fax 3002
he number of people travelling and the quantity of goods
transported are growing all the time. As mobility increases, so too
does the demand for convenience and safety during the journey. In
respect of safety, the railways have always set high standards for
themselves and their suppliers. Now, the upward trend in cross-
border rail traffic is creating new demands for train protection
and control systems.
Over the last 150 years of rail history,
different system features have de-
veloped in the countries of Europe.
The differences are of a structural
nature, e.g. track width, power
systems and signal distances, but
also in the basic control and safety
philosophy. Up to now around 20
different national systems for train
protection have been developed.
In the early days, the train driver
alone was responsible for observ-
ing the track signals and, when nec-
essary, reducing speed accordingly.
In the meantime, the human eye has
been supplemented by automatic
train protection systems which pre-
vent the train from driving through
stop signals or across unprotected
level crossings.
I N T E R M I T T E N T
T R A I N C O N T R O L S Y S T E M ( I T C )
The ITC system operates using
coupling coils mounted on the
tracks at appropriate safety points,
which exchange data with an in-
ductive coil on the passing train.
An on-board computer monitors the
train’s speed and warns the driver if
the permitted speed is exceeded. If
he then fails to reduce speed, the
train brakes are applied automati-
cally.
C O N T I N U O U S
T R A I N C O N T R O L S Y S T E M
( C T C )
At higher speeds the train driver
does not have enough time to rec-
ognise the signals and react accor-
dingly. So for high-speed trains, it
is necessary to display the signals in
the driver’s cab. At the same time,
the on-board computer continuously
receives data telegrams and driving
instructions via a track aerial cable
laid centrally between the rails or via
a modulated alternating voltage fed
into the rails.
14 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
On the right track for a European safety standardRainer Hüske
T
Siemens ZUB 100 (Fig. Siemens Verkehrstechnik)
Old-fashion mechanical signal box
(Fig. Deutsche Bahn AG)
Alcatel CTC (Fig. Alcatel SEL)
t e c .S p e c i a l t o p i c
P R O G R E S S I V E
The basic principles are the same in
all countries. Differences in detail
exist, for example, in the design,
transmission frequencies or tele-
gram protocols. These systems are
not compatible with each other.
Consequently, for cross-border
traffic, additional stops are nec-
essary to change the traction vehicle
or train driver, which is a
disadvantage especially for high-
speed traffic.
E U R O P E A N R A I L T R A F F I C
M A N A G E M E N T S Y S T E M
( E R T M S )
ERTMS is a European Union project
for creating a uniform operations
control system with the aim of
opening up the market for smoothly
operating Europe-wide rail traffic.
The central element of the system is
the “European Train Control System”
(ETCS), a standard for data trans-
mission between track and vehicle.
The train control system has an open
architecture with only the internal
data transmission being handled by
a uniformly specified ETCS bus. In
order to continue using the exist-
ing infrastructure, communication
is possible via various interface
devices and aerial systems.
E U R O B A L I S E
Train control is performed by the
Eurobalise, which is permanently
installed on the track and linked
with a signal or signal box. When the
train passes, the balise is supplied
with energy and transmits a data
telegram containing a signal status
report, position and distance to the
next balise. The tracking position
received in the train is continuously
updated until the next tracking
balise is reached by evaluating the
measurement data from speed
sensors and Doppler radar with
the aid of an odometer.
E U R O L O O P
As an alternative to the Eurobalise,
the telegrams can also be trans-
mitted inductively through track-
mounted cable loops. Depending on
the loop length (3 m to 700 m), con-
tinuous data transmission is possible
section by section, thus allowing
speed and braking curve to be moni-
tored continuously in danger areas.
E U R O R A D I O
A further expansion stage intro-
duces remote train control called
Euroradio. The data is transmitted
with equal power in both directions
via the new 900 MHz GSM-R (Global
System for Mobile Communication –
Railway). Efficient encoding
methods meet the high safety
requirements of the railway
The ERTMS or ETCS operations con-
trol system functions as a higher-
level platform independent from the
interface being used, whether it is
Eurobalise, Euroloop or Euroradio.
This permits further development of
the interfaces without needing to
change the overall concept.
S A F E T Y M A D E T O M E A S U R E
Depending on the expansion stage,
ETCS is divided into levels 1 to 4. In
the lower three levels, electronic
signal boxes are responsible for
track safety. Permission to drive
is issued from block boundary to
block boundary. In comparison with
the optimum headway (stopping dis-
tance of the following train), the
safety headway is relatively large.
To utilise main traffic routes more
efficiently, moving block systems
are introduced as from level 3.
People Power Partnership
15
Eurobalise (Fig. Siemens Verkehrstechnik)
The higher the ETCS level is, the
lower the demands will be made on
the track infrastructure. The intelli-
gence is transferred successively
from the tracks or signal boxes to
the vehicles.
At level 4, (radio-controlled opera-
tion), no signal boxes are required
at all. Similarly, installed elements
such as signals, clear track
signalling systems or train control
systems are also made superfluous.
Therefore routes with a small traffic
volume,
in particular, can again be oper-
ated economically.
R A D I O - C O N T R O L L E D
O P E R A T I O N
Classic signal box functions are
transferred to centralised radio
control points and to the vehicles.
In order to achieve the shortest
possible intervals between trains,
the central radio control point
assigns small track blocks to each
train. Adherence to the assigned
block, route protection, control of
track elements (e.g. level crossings)
and position locating are all carried
out in the traction vehicle. Tracking
of vehicles can be performed with
the aid of balise and odometer, and
in future also by using the satellite
navigation system D-GPS (Differen-
tial Global Positioning System).
A correction procedure makes it
possible to improve the position
accuracy of 100 m, which is gua-
ranteed for civil GPS users, to less
than 10 m. The calculated position is
compared with a digital route atlas
in the vehicle’s computer and trans-
mitted to the track computer so
that continuous train tracking is
possible, which can, for example,
be utilised for passenger infor-
mation.
International demand for
HARTING’s connectors, housing
technologies and system compo-
nents is not limited to conventional
train protection and train control
systems. The components of the
ERTMS or ETCS will also benefit from
HARTING’s experience in the field
of rail technology. Info Fax 3003
16 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
(Abb. Siemens Transportation Systems)
People Power Partnership
17
innovation together form the
lifeblood of a modern society. All
these benefits
which
define our
quality of life, but which definitely
also entail certain disadvantages,
have to be considered and organised
responsibly. Being mobile is of
decisive importance for our society,
but not at any price. Moving ahead,
while safeguarding and improving
the quality of life for people
everywhere, is a responsibility we all
bear.
We need up-to-date mobility which
relieves the strain on our major
cities, for example local public
transport. The fast-moving urban
lifestyle attracts people, goods
and services, so the only way of
transforming traffic flows into a
transport
system
of the future
is
by the interaction of the various
modes of transport.
We have to create a mobility alliance
of all traffic-users, which is the only
solution for ensuring that the de-
gree of environmentally friendly
Mobility means responsibility
18 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
t e c .S p e c i a l t o p i c
A S P E C T S
Mobility in the 21st century means
that all forms of transport –
aircraft, trains, ships, cars and two-
wheelers etc. – are being
combined into an integrated
transport system which
ensures that, in the future, we
are still able to reach our
desination quickly, safely and with
the least possible harm to the
environment.
If you consider how important it
is to have an efficient transport
infrastructure as the basis for
moving ahead, it also becomes ap-
parent where diverging interests
may collide. Growth means mobility,
but mobility also generates growth.
This relationship demonstrates
that mobility, communication and
Birgit Friederike Haberbosch
here are few basic needs which all forms of life have in common
right from their birth. Getting from A to B is undoubtedly an age-old
need which all human beings share. Mobility does not just mean
physically moving a measurable distance, but also mental mobility,
openness, innovative ability and wide horizons. This also makes it
clear how important mobility is for our quality of life.
T
What we need is links,
and hence
intermodal
transport
chains. A
great deal of
work is still
required
to implement these projects in a
way that meets the highest envi-
ronmental demands.
Building a modern integrated
transport system is an exciting
prospect for the future. With an
ecological, innovative integrated
transport concept, we can make a
deci-
sive contribution to establishing
an efficient, intermodal transport
network in Germany and beyond,
thereby creating the basis for
optimum mobility for people
and goods on into
the 21st
century.
mobility achieved for people and
goods is maintained in the long term.
Probably the greatest potential for
optimisation as regards the
environmental impact of traffic lies
in improving integration of the
individual forms of transport.
Air, rail and waterways – primarily
for long-distance traffic – must also
play their part. Rail and water in
particular are extremely compe-
titive, reliable and environmentally
friendly and, owing to their high
transport capacity, they are also
extremely energy-efficient. The
transfer of more short-haul air
traffic to rail could also be an ob-
jective. An equally critical analysis
should be made of road haulage,
which has always been the back-
bone of goods distribution and
is irreplaceable for short dis-
tances.
In order to achieve the diverse
objectives, a traffic management
system for regions and countries is
required. Continued development of
traffic guidance systems, improve-
ment of local public transport and
increased networking of the various
means of transport worldwide are
important key areas where solutions
must be found as an essential part
of a modern integrated transport
system for the next century.
One criterion applies to all means
of transport – namely, they can only
play their part in an integrated
transport system if a suitable
infrastructure is available. In
international terms, this means
above all establishing a modern
infrastructure and continuing to
develop the infrastructure we
already have. The objective is to
eliminate capacity bottlenecks in
the existing transport network, to
set up an efficient rail network and
to expand the interfaces between
the individual means of transport.
19
People Power Partnership
20 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
Guest contribution: Linear drive for electric cars
Prof. Dr. Klaus Hofer
People Power Partnership
21
t e c .S p e c i a l t o p i c
A L T E R N A T I V E
The transition from internal com-
bustion engine to electric power
opens up many new possibilities
for automobile manufacturers
and users. Furthermore, it offers
the opportunity for more careful
use of the raw material, energy.
It is becoming clear that, rather
as in machine tool manufacturing,
handling systems and many other
branches of industrial automation,
only the sturdy, powerful three-
phase drive will be used for elec-
tric traction.
F R O M C E N T R A L M O T O R
T O W H E E L M O T O R
To transmit the full torque, or the
full propelling thrust, of a vehicle
safely to the road, all four wheels
must be driven. For vehicles with a
central motor this means an enorm-
ous number of mechanical and elec-
tronic components, since the driv-
ing torque has to be transmitted via
couplings, gears, drive shafts and
centre differentials before reaching
the front and rear wheels.
This drive mechanism is dispensed
with if each wheel is driven by a
separate motor. Multi-motor drives
are a privilege of electric drive
technology and are used with great
success in all areas of modern auto-
mation technology.
C O N V E N T I O N A L
E L E C T R I C M O T O R S
Electric drives cover all four quad-
rants of the speed-torque chart.
That means they can deliver drive
and also provide regenerative brak-
ing in both directions of rotation.
Internal combustion engines, on
the other hand, can only operate in
parts of the first quadrant and are
therefore always dependent on the
support of starter motors, gears
and brakes.
Nevertheless, standard electric
motors are not ideal for four-wheel
drive. The reason is that if con-
ventional electric motors are in-
stalled in the individual wheels, the
unsprung mass in the axle region
increases so significantly that large
suspension elements become nec-
essary. Furthermore, it must be
possible to disconnect each indi-
vidual motor from the wheels to
permit free wheeling for pushing
or towing the vehicle.
L I N E A R D R I V E
F O R T H E R O A D
The disadvantages described above
are circumvented with a patented
linear drive developed by the Col-
lege of Engineering in Bielefeld,
which is specially designed for con-
tact-free driving of road vehicles.
This further development of the
single-wheel drive is based on a
new kind of air gap control with
which dynamic decoupling of sta-
tor and rotor is made possible for
the first time.
esearch and development into vehicles, their production and
use guarantees the competitiveness of a modern industrial state, and
thereby the prosperity and mobility of each individual. In order to
maintain the vehicle sector as the workhorse of a country’s economy
in the future, the environmental effects of new developments must
increasingly be taken into account and minimised. This will unleash
an enormous increase in innovation, including more environmentally
friendly electric cars.
R
22 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
Linear motors are electric direct
drives whose rotor does not rotate
but moves in a straight line (linear).
Power is transmitted without physi-
cal contract by means of magnetic
fields so that V-belts, pinions and
drive shafts are dispensed with
altogether.
In spite of many advantages com-
pared to rotating electric motors,
linear motors have up to now only
been used in a few industrial appli-
cations. The main reason for this
is that linear motors are an open,
electromagnetic system in which
the stator and rotor always form
an integral part of the piece of
equipment to be moved.
A fundamental distinction is made
between synchronous linear motors,
which have become accepted in par-
ticular for track-bound rail systems
(e. g. German Transrapid), and asyn-
chronous linear motors, which are
mostly used for companies’ in-plant
transportation
and positioning
systems. Familiar
applications in-
clude drives for
sliding and roll-up
doors, conveyor
and feed systems,
automated pro-
duction lines and
guillotines for
cutting paper and
plastic film.
C O N S T A N T A I R G A P
The fact of being track-bound, and
the costly air gap control, has pro-
hibited the use of conventional
linear motors in road vehicles up
to now. The sectional diagram
shows the design and arrange-
ment of an asynchronous linear
motor for contact-free driving
of wheels.
The short stator is a comb-shaped
iron part curved in the radius of the
motor and with radial grooves in
which a three-phase current wind-
ing with half-round end poles is
embedded. To avoid eddy currents,
the magnetic steel module must
be laminated.
The stator is fixed to the vehicle
chassis in such a way that the
smallest possible air gap can be set.
The natural position of the vehicle
wheel ensures a constant air gap
around the entire circumference.
For this purpose the wheel rim
must be sufficiently rigid to prevent
mechanical contact between stator
and rotor resulting from the enor-
mous transverse forces.
In the simplest case, the rotor con-
sists of a copper ring for the electric
currents and, beneath this ring, a
laminated iron ring for the return
of the travelling magnetic field.
S E A M L E S S T R A V E L L I N G F I E L D
The curved short-stator asynchron-
ous linear motor can both drive the
vehicle forwards by acting as a motor
and brake it by acting as generator
(regenerative braking) respectively.
The torque results from the product
of the motor’s thrust and the aver-
age radius of the rotor.
The system performance corresponds
to that of the classic rotating
asynchronous motor. Consequently,
the familiar control concepts can
also be applied to linear drives. No
special modifications to vehicle
design are required, and the wheels
can be fitted and removed in the
usual way.
A further improvement to the elec-
trical, magnetic and mechanical cha-
racteristics of the drive results if the
stator is lengthened to the extent
that the first and last pole pitch
overlap. In this way a travelling field
is established in the circular air gap
which has no transitional zones to
the field-free space and therefore
comes very close to the rotating
Secondary part
Air gap
Primary part (fixed to vehicle)
People Power Partnership
23
field of conventional motors. The
longitudinal edge effects typical of
linear motors no longer occur with
these so-called full-stator linear
motors.
A P P L I C A T I O N E X A M P L E
L I N E C A R
The picture on page 21 shows a 3 kW
linear motor on the rear wheel of a
small electric car. The white inter-
twining of the 10-pole three-phase
winding on the stator is clearly
recognisable.
The air gap between stator and
rotor should not be larger than 0.5
mm so as to minimise the magne-
tisation requirement of the rotor.
The numerous nuts form the electri-
cal connection between the ro-
tor bars and the cage rings made
of copper.
The rotor and wheel rim form a
single unit and can move vertically
in relation to the stator, since the
axle is mounted in spring bearings
(independent suspension). In this
way the chassis is isolated from
irregularities in the road sur-
face, giving a more comfortable
ride.
These linear motors have a total
width of 6 cm, which is significantly
narrower than the tyres. In linear
electric cars (LineCars) no part of
the vehicle other than the wheels
rotates.
M A I N P R O B L E M
E N E R G Y S T O R E
Despite these most attractive cha-
racteristics, the linear drive is not
able to solve the main problem as-
sociated with electric cars for the
last hundred years, namely the
large and heavy energy stores.
Even today, the energy content
of a 300 kg lead battery still only
corresponds to 2 litres of petrol,
and it takes more than 10 hours
to recharge.
Only when comparable energy
stores, such as fuel cells and ultra-
capacitors, become available will the
electric car make the breakthrough.
And just as internal
combustion cars offer a choice
of petrol, diesel or Wankel engines,
the electric cars of tomorrow will
perhaps be equipped with DC,
three-phase or linear drives.
Dr. Klaus Hofer is Professor of
Electrical Engineering at Biele-
feld College of Engineering. He
is also a lecturer at the Techni-
cal Faculty of the University of
Bielefeld.
Info Fax 3004
24 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
Non-skid braking for EXPO light rail vehicle
Torsten Kröger
People Power Partnership
25
t e c .S p e c i a l t o p i c
A P P L I C A T I O N
he “Stadtbahn 2000“ consortium was commissioned by
Hanover’s public transport operators to design new light rail
vehicles (LRVs) for Lower Saxony’s capital city. The development
work was coordinated by Alstom LHB in collaboration with Siemens
Verkehrstechnik.
T
As the acceptance of local public
transport grows, and looking ahead
to the EXPO 2000 world exhibition
being held under the motto “People
– Nature – Technology” , the new
LRV represents a step into the next
millennium in terms of technology
and design.
The aesthetics of this new rail
vehicle reflects increasing public
awareness of urban railways. A to-
tal of 144 LRVs will be in service
on the routes leading to the EXPO
exhibition site, thus ensuring that
exhibitors and visitors alike reach
their destination safely during the
period of peak traffic.
S A N D F O R S A F E T Y
To combine the growing demand for
speed in regional transport with the
necessary braking safety, innovative
technologies were required. The
newly designed railcars, type TW
2000, are equipped with a skid-
controlled sander unit located
in the motorised bogies.
The unit is designed by the German
sanding system manufacturer, NoWe
Goldmann & Bartling. It differs from
conventional systems in important
aspects and sets new standards in
terms of metering and availability.
Sensors perpetually register the
rotating speed of the wheels and
the actual propulsion on the track.
If the wheels skid during starting or
braking, dry silica sand is spread from
an outlet pipe directly between the
moving wheel and the track.
This technique ensures that the ve-
hicle’s stopping distance is signifi-
cantly reduced when track conditions
are unfavourable. At the same time,
the wheels are protected against flats
which cause less smooth running. An-
other advantage is the more efficient
sand metering which permits longer
service intervals for the vehicles.
S O L E N O I D I N T H E A I R S T R E A M
The central component of the sander
is the flow-regulating solenoid system
supplied by HARTING. The DC lift sole-
noid was developed in close coopera-
tion with NoWe and designed to with-
stand the harsh service conditions
encountered in rail systems.
The damping and suppressor elements
are part of the lift solenoid, which is
TW 2000 (Fig. Alstom LHB)
designed to convert electrical ener-
gy into mechanical, to open the
spring-loaded metering device
and thereby start sanding.
The sand is sucked into the convey-
ing air stream via an injector and
transported to the outlet pipe via
a downstream sand hose. The set
amount then falls precisely onto
the rail.
When the wheel’s skid phase has en-
ded, the solenoid is de-energised
and an integrated spring closes the
metering device. The preset after-
run of the compressor prevents
deposits of sand building up which,
in combination with moisture, could
lead to malfunctions.
Accurate sanding increases the co-
efficient of friction on the skidding
wheel and therefore reduces the
stopping distance. Trial runs have
demonstrated that, particularly
during unfavourable operating and
environmental conditions, the
stopping distance of a rail vehicle
travelling at 80 kph is cut by around
half when the skid-controlled san-
der is used. This naturally repre-
sents a major increase in safety
for both passengers and other
road-users or pedestrians.
LHB Alstom and the other partners
in the consortium have succeeded in
meeting ambitious objectives in the
development of “Stadtbahn 2000”.
The HARTING solenoid system plays
an indispensable part in ensuring a
safe journey to EXPO and beyond.
Naturally, HARTING connectors are
also used for other functions in the
vehicles.
26 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
Info Fax 3005
HARTING DC lift solenoid
NoWe sander with injector and lift solenoid (Fig. Alstom LHB)
People Power Partnership
27
Optical measuring signal transmission on rail vehicles
Claus Kleedörfer, Jens Lüning
t e c .S p e c i a l t o p i c
S E N S I T I V E
The measurement data picked up by
sensors is converted into electrical
signals and has to be transmitted to
systems for storage and processing.
In rail vehicles, special circumstan-
ces have to be taken into account:
● powerful mechanical loads acting
on the measuring units mounted
on unsprung parts of the vehicle
● transmission of signals between
a rotating part (axle) and a
stationary part (recording car)
● a large number of measurement
channels with high resolution
● a high degree of electromag-
netic interference
M E A S U R E M E N T O F F O R C E S ,
C O N V E R S I O N A N D O P T I C A L
T R A N S M I S S I O N
The forces which occur at the
wheelset are measured via strain
gauges which change their electrical
resistance according to the
degree of deformation. Since this
resistance change is very small
and therefore difficult to meas-
ure, it is first fed via a measur-
ing bridge amplifier.
The resulting signal shape corres-
ponds to a sinusoidal carrier wave
whose frequency is proportional to
the wheel rotation speed. This car-
rier wave is modulated by impress-
ing the signal which contains the
actual information about the me-
chanical loads.
Such an arrangement poses a spe-
cial challenge because data from the
rotating part has to be transmitted
at a high rate to a stationary part.
Since this additionally takes place in
an environment with high
electromagnetic interference,
fibre-optic cables offer an ideal
transmission medium.
The fibre-optic measuring signal
transmission system F-ATS 20 from
HARTING utilises the advantages of
the fibre-optic solution. It replaces
the previous slipring systems which
were susceptible to interference
and were maintenance-intensive.
H A R T I N G F - A T S 2 0
n the development of rail vehicles which travel at increasingly
higher speeds and have to meet strict standards for emissions and
passenger comfort, the forces acting on wheels and axles must be
measured. This is the job of electronic measuring technology
supported by fibre-optic systems which solve the problems
associated with conventional signal transmission.
ICross section of the axle insert
Sample measurement graph
The light pulses are transmitted
from the rotating to the station-
ary part via a rotating coupling
mounted centrally in the axis of
rotation of the wheelset. Its high
precision makes it suitable for
multi-mode optical fibres with a
core diameter of 50 µm, whose
end surfaces are positioned oppo-
site each other in the coupling.
Such fibres can bridge distances
of several hundred metres up
to the evaluation unit.
Since all the measuring signals
have to be transmitted via a single
fibre-optic cable, a method of time-
division multiplexing is used. The
amplified signals of the 20 measur-
ing channels first reach the A/D
converter, which operates with a
resolution of 14 bits. There, the
signals are scanned concurrently
around 12,000 times per second
and transmitted serially with the aid
of the multiplexer.
I N T E L L I G E N T E L E C T R O N I C S
The sequence control system for
measurement data acquisition,
conversion, synchronisation and
output, and for providing control
signals is achieved via FPGAs (Field
Programmable Gate Arrays). By
means of suitable drive circuits,
the serial data streams are made
available to the electrooptical
transducers and transmitted as
light pulses to the measuring car-
riage. After serial-parallel conver-
sion, separation into channels, syn-
chronisation and filtering, the da-
ta is finally output in analog form.
L I G H T I N T W O D I R E C T I O N S
The control of the complete sytem
requires an operation, not only in
the main data direction (axle to
measuring carriage) but also in the
reverse direction, although with a
lower bit rate. In order for both
directions to be handled by a single
optical fibre, a wavelength multiplex
method is used. The F-ATS 20 trans-
mits the measurement data from
the wheelset at a wavelength of
850 nm and the control data from
the recording car at 1,300 nm.
The electrooptical transducers
have to perform the dual function
of transmitter and receiver. For
this purpose, transmitters and
receivers are arranged at 90° to
each other. The wavelengths are
separated by a dichroitic mirror
which is positioned at an angle of
45° to the electrooptical elements.
This mirror permits transmission
of one wavelength and reflects
the other.
D E S I G N E D F O R 1 5 0 g
28 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
Block diagram of F-ATS 20
Rigid-flexible electronics insert
measuring signalinputs
WDM Transceiver WDM Transceiver
rotary coupling
fibre-optic trans-mission path
control signal outputs
measuring signaloutputs
control signal inputs
The measurement data acquisition
unit, installed in the rotating part
of the wheelset and protected by a
cylindrical steel housing, must with-
stand acceleration of up to 150 g. To
accommodate the complex electron-
ics in the limited space available, a
rigid-flexible PCB design was chosen.
Rigid segments carrying the elec-
tronic components alternate with
flexible printed conductor seg-
ments. The circuit carrier can thus
be “folded” several times for instal-
lation in the housing.
Various technologies were integrated
for the F-ATS 20: analog signal pro-
cessing, digital data transmission,
wavelength division multiplexing,
time-division multiplexing and
fibre-optic technology. By also
meeting the requirements for
extreme mechanical strength,
HARTING has produced a ground-
breaking and cost-effective solu-
tion. Extensive test runs have
proved the reliability of the
system.
People Power Partnership
29
Info Fax 3006
Axle insert F-ATS 20
A C O M F O R T A B L E B A L A N C E
The “microtec” tyre balancing ma-
chine from the Beissbarth company
offers a significant improvement in
operator convenience. Correct at-
tachment of the balance weights
on the wheel rim is made much
easier by a scanning arm with
position stops. Three integrated
HARTING lift solenoids allow any
arm position to be marked and
reproduced. The first and second
positions are each stored by one
of the solenoids, whilst the third
solenoid has the job of choosing
between these two limits. HARTING
thus helps us all to get more com-
fortably from A to B.
H A N ® 3 H P R H O U S I N G
HPR housings are used for numerous
outdoor applications in the field of
railway engineering. Characteristics
such as pressure-tightness (IP 68),
corrosion and EMC protection (by
conductivity) are now also available
for the widely used Han® 3A hous-
ings. In addition, the Han® 3 HPR
housing offers seals protected
against UV radiation. Internal se-
curing screws prevent ingress of
water through the fixing holes. For
the first time, this housing size is
available with Pg 13.5 cable entry
thread. Screw connection or bayo-
net locking of hood and housing
is possible. Apart from the hood
with straight outgoing cable unit
and bulkhead-mounting housing,
HARTING also offers an adapter
for angled mounting, e.g. on con-
trol boxes.
H A R T I N G
I S M O V I N G U P
Escalators are a particularly safe
“means of transport” . When they
are supplied by Thyssen, they have
numerous HARTING connectors in-
side to keep them on the move. Bet-
ween 800 and 1,000 such escalators
leave the Hamburg factory every
year. All the connections for the
internal wiring between the
distribution boxes at the top and
bottom are fitted with mating
connectors. For especially long
escalators which can be divided for
transportation, there are several
interfaces in the connecting lines
between the distribution boxes. The
connectors used are Han® industrial
connectors from the series Han®
ESS, Han® Quintax, Han® Q 5/0, Han®
K 4/2 and Han® 24 DD.
M O D U L A R H I G H - C U R R E N T
C O N N E C T O R S Y S T E M H A N ® H C
The family of HARTING high-current
connectors now has a new member.
The new Han® HC combines the
familiar high-current characteristics
with the advantages of a modular
system. The essential technical data
is: 1 to 4 contacts, capacity up to 350
A, maximum voltage 4,000 V and
wire gauges from 35 mm to 120 mm.
Apart
from the service-friendly axial
screw termination, other ter-
mination options are also
PRODUCTS &APPLICATIONS
30 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
t e c .P a n o r a m a
Info Fax 3007
Info Fax 3008
Info Fax 3009
(Fig. Beissbarth)
in the Han range and their flexibility
provided convincing solutions. Nec-
essary changes to the number of
electrical contact positions and their
parameters were implemented
without any difficulty during the
testing phase. In the meantime ex-
tensive field tests with the MAMMUT
8790 forage harvester have demon-
strated that the Han® D, Han® E,
Han® EE and Han® K series of con-
nectors operate reliably even under
the particularly demanding service
conditions “in the field”.
C R U I S I N G
The French shipyard “Chantiers de
l’Atlantique” , one of the largest
builders of luxury cruise ships in the
world, drastically reduced the time
required for installing the electron-
ics in their latest new vessel. For
the “Vision of the Seas” all the deck
and cabin lighting systems were
equipped with HARAX® fast termi-
People Power Partnership
available.
The Han HC can be combined with
standard, HPR and HPR special
housings. The uses of this new
connector include high-perfor-
mance drives and eddy-current
brakes for rail vehicles.
P O W E R I N T H E F I E L D
The development experts at the Case
Harvester company adopted
a new approach for the design of
a modern series of self-propelled
forage harvesters. Numerous drive
and control functions had to be
linked from the central electrics to
the individual machine components.
The wide choice of connector types
Info Fax 3010 Info Fax 3011
Info Fax 3012
31
(Fig. Chantiers de l’Atlantique)
32 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
days of the friendly bus conductor
waking you from your slumber with
a cheery “Tickets please!” . Nowa-
days the man in uniform has given
way to a clever machine from the
elgeba company, whose date stamp
helps remind you that the week has
too many working days, and that it’s
probably Monday morning. But if the
words “Out of order” appear in nice
red letters in the window of the
microprocessor-controlled bus con-
ductor, it means that a HARTING
solenoid clamp has closed off the
slot because the machine has deve-
loped
a fault. Don’t give up, but go to the
next machine instead because fare
dodging can be expensive if you’re
caught.
F I B R E - O P T I C S T A R C O U P L E R
When immunity to interference is a
main priority for signal transmis-
sion, users in the field of auto-
mation technology and production
data acquisition increasingly opt for
fibre-optic technology. To permit
flexible and economic design of such
systems, HARTING has developed an
active star coupler which allows up
to 54 field units to be connected,
provided they have an RS 232, RS
422, RS 485 or Profibus interface.
The fibre-optic cable between
the terminals – connected via a
HARTING fibre-optic converter –
and the central star coupler can
be up to 2.5 km long. The star coup-
ler can be assembled on a modular
basis to suit the type and number
of users.
P R O F I B U S V I A
F I B R E - O P T I C H Y B R I D C A B L E
Advanced field bus systems use hy-
brid cables: copper leads for trans-
mitting supply voltages and plastic
fibres for interference-proof optical
signal transmission. This results in
significant savings on cabling and
installation work. The new gener-
ation of media converters from
HARTING makes it possible to link
conventional Profibus field units to
a hybrid fibre-optic bus cable. Auto-
matic recognition of the bit rate
t e c .P a n o r a m a
nations. Preassembly of the lights
permitted rapid installation without
opening the housings. The actual job
of on-site
connection was
reduced to just
three steps:
removing the cable
sheathing,
inserting the
individual leads
and screwing on
the coupling rings.
Of course, the
patented HARAX termination fulfils
the applicable shipbuilding
requirements (e.g. IP67 enclosure
protection). Thanks to
the successful collaboration with
HARTING, the shipyard is already
thinking about new and promising
applications for HARAX (control
equipment, engines, sirens, etc.).
G O T Y O U R S T A M P Y E T ?
On modern buses and trams, respec-
table fare-paying passengers often
have to get their ticket stamped by
inserting it into the slot of a ticket-
cancelling machine. Gone are the
Info Fax 3013
Info Fax 3014
Info Fax 3015
(Fig. DaimlerChrysler)
(Fig. elgeba)
People Power Partnership
HARTING TRADE FAIR
PRESENCE 1999
Asia
April Shanghai, Microelectronic Shanghai
27.-30.5. Tokyo, Automation-Technolo-gy
June Beijing, The 8th CIETE 99June Shenzhen, Eleccom China 99Aug. Shanghai, Elenex China 99Sept. Philippines, Power Trends 2000Oct. Seoul, Korea Electronic ShowNov. Shanghai, EP China 99
America
13.-15.4. Duluth, GA. Southcon05.-6.5. Del Mar, Del Mar11.-13.5. Detroit, IAM11.-15.5. São Paulo,
Electrical & Electronic Fair12.-14.5. Las Vegas, EDSMay Minneapolis,
Midwest Electronics ExpoMay Oshawa, Westburne RuddyMay British Columbia,
Eptech Shows CanadaSpring U.S. Western & Mountain
States, EDN Electronic Tour15.-17.6. Boston, Nepcon EastSept. Chicago, IMTSSept. San Francisco, WesconOct. Dallas, Nepcon TexasOct. Houston, ISA 99Oct. Montreal, Smart SolutionsOct. Ontario, Westburne RuddyOct. Portland, NorthconOct. Rosemont, Electri 99
Europe
19.-24.4. Hanover, Hannover-Messe Industrie
20.-22.4. Moscow, Expo-Electronica05.-12.5. Paris, Emo11.-15.5. Moscow, Svyaz-Expocomm18.-22.5. Milan, Intel01.-10.6. Paris, ITMA 9931.6.-4.7. Moscow, Electro 9923.-26.9. Brussels, EurotechSept. Brünn, MSV 9905.-7.10. Paris, Automation 9906.-17.10. Geneva, TelecomOct. Utrecht, Electrotechniek09.-11.11. Birmingham, Autotech 9909.-12.11. Munich, Productronica
used permits easy commissioning.
The latest addition to the family
is the MCP12P model, designed for
harsh environment conditions (IP65
enclosure protection). With the
integrated hybrid connector Han-
Brid®, it conforms to the DESINA
concept (Decentralised and
Standardised Installation
Technique). Pre-assembled system
cables can be supplied.
S A F E B R A K I N G
The growing volume of traffic on the
roads demands higher safety stan-
dards in vehicle technology. An im-
portant advance has been made
with the introduction of monitoring
systems for specific vehicle compo-
nents, e.g. the anti-lock braking
system (ABS), which is still being
enhanced. This is confirmed by
the pioneering ABS sensor which
HARTING Automotive has developed
jointly with Continental TEVES.
Apart from being more compact,
it has a larger measuring tolerance,
which makes it suitable for use in
tough ambient conditions, e.g. for
off-road use. Parallel to this de-
velopment, HARTING has set up a
TRADE FAIRSfully automated production line
for welding, forming and injection
moulding of the components. This
plant, designed in compliance with
QS 9000, is currently producing ABS
sensors for vehicle manufacturer
DaimlerChrysler. Furthermore,
HARTING Automotive is conducting
research into new technologies for
monitoring chassis, tyre pressure,
oil level and oil quality and also
distance to the vehicle in front.
D A T A P R O T E C T I O N
The distinctive feature of track-
bound vehicles is that power is
transmitted from steel to steel.
Consequently, if weather conditions
are unfavourable, the wheelsets may
spin or lock. To counteract this,
Mannesmann Rexroth has developed
the MRP-GMC 29 non-skid braking
system. It is based on a microcom-
puter whose software converts
incoming signals, such as actual
speed and desired delay, into com-
mands for the braking system. Such
safety-relevant data must be trans-
mitted rapidly and with absolute re-
liability, so the metallised HARTING
D20 shell housing was the obvious
choice for all the required connec-
Info Fax 3016
Info Fax 3017
Info Fax 3018
33
34 H A R T I N G t e c . N e w s 3 - I - 1 9 9 9
CONGRATULATIONS. . .
... to the winners of our prize compe-
tition in in tec.News 2. For those of
you who are still looking for the cor-
rect answer we will now put an end
to the suspense. The word we were
looking for, as you have no doubt al-
ready guessed, is Technology. In the
meantime, all the prizewinners have
received their surprise package.
Without giving away too much, we
can say that this contest will help
the winners to keep in contact with
HARTING.
I l l u s t r a t i o n s .We wish to thank all the companies which sup-ported us by providing illustrations for thistec.News. In addition to sources explicitly sta-ted, illustrations from the following companieswere also used for the composings: Alcatel SEL(page 12), Alstom LHB (pages 7, 24), ArtToday(cover, pages 2/3, 5), Bombardier TransportationDWA (pages 7, 12), Ford-Werke (pages 5, 8), Daim-lerChrysler (pages 8, 9, 11), Siemens Verkehrs-technik (pages 8, 17, 29).
tors. The exceptional EMC charac-
teristics of this housing minimise
the effect of external interference
and ensure safe data transmission,
no matter what the weather.
I N N O T R A N S ' 9 8 –
R E T R O S P E C T I V E
More than 400 exhibitors from 21
countries came to Berlin at the end
of October 1998 to present trend-
setting products for international
rail transport. Parallel to the exhi-
bition, the EURAILSPEED '98 confer-
ence was attended by over 2,000
experts from around the world.
The HARTING trade fair team had
their hands full attending to around
13,500 visitors. At the stand, high-
current connectors, new develop-
ments in the Han Modular range
and connectors for the electronics
sector were the principal items on
display. Staff from the railway engi-
neering key-account in Connector
Sales Germany were able to welcome
buyers and interested representa-
tives from all the well-known manu-
facturers. Projects agreed at the fair
strengthened HARTING’s role as a
leading connector manufacturer for
railway engineering.
H A N O V E R F A I R 1 9 9 9
This year, the world’s largest indus-
trial trade fair will again concen-
trate on the central theme of "Fac-
tory automation". More than 2,000
exhibitors from the fields of
machine building, electronic
engineering and information
technology will be displaying the
latest trends and developments in
Halls 11 to 17 and 28. In addition, the
special exhibition "Rail Technology"
first held in 1997 will take place for
the second time with almost 500
exhibitors on the open-air site and
in Hall 24. The HARTING stand (Hall
11, Stand C 06) will be 50 per cent
larger at 340 sq. m and will present
extremely diverse products and
applications from the company’s
wide range.
E M C F O R P C B S
As from now, the HARTING labora-
tory is offering its customers the
opportunity to have the layout of
PCBs tested for compliance with
the EMC Directives by means of
Electronic Design Automation (EDA)
Info Fax 3020
Info Fax 3021
Info Fax 3019
t e c .P a n o r a m a
FORUM
SERVICE
People Power Partnership
Please send the information to:
Name
Company
Department
Position
Address
Country
Telephone
Fax
+49(0)5772-47-199
With this Info Fax you can cal l up further information about the art ic les l i sted below.
Here you can specify further requests for information, make suggestions for future product developments, request a personaladvisory discussion or submit your comments on this issue of HARTING tec.News:
t e c .I n f o F a x
3001Mechatronics 3014Fibre-optic star coupler
3015Fibre-optic media converter for Profibus
3016HARTING-Automotive
3017D 20 shell housing
3018HARTING at InnoTrans 1998
3019HARTING at HMI 1999
3020Measurement of PCB EMC
3021Measurement of housing screening attenuation
3002Han for the rail vehicle industry
3003Electronic connectors in railway engineering
3004Linear drive
3005DC lift solenoids
3006Optical measuring signal transmission
3007HARTING solenoids for machines
3008Han 3 HPR housing
3009Han for building infrastructure
3010Han HC
3011Han for agricultural machinery
3012HARAX
3013HARTING solenoids in vending machines
3050Range of products
Vision, philosophy, policy
Quality philosophy
Image brochure
Image video (nominal charge DM 10,–)
3051
3052
3053
3054
AustriaHARTING Ges. m. b. H.Deutschstraße 3, A-1230 WienTel. (1) 6162121, Fax (1) 6162121-21E-Mail: [email protected]
BelgiumN.V. HARTING S.A.Doornveld 8, B-1731 ZellikTel. 02-4660190, Fax 02-4667855E-Mail: [email protected]
BrazilHARTING Ltda.Av. Dr. Lino de Moraes Leme, 25504360-001 - São Paulo - BrazilTel. (011) 5360073, Fax (011) 5334743E-Mail: [email protected]
ChinaHARTING (HK) Ltd.Room 4208-11, 42/F., 4208 Metroplaza Tower I223 Hing Fong Road, Kwai Fong, N. T., Hong KongTel. (852) 24237338, Fax (852) 24804378E-Mail: [email protected]
ChinaHARTING (HK) Limited, Shanghai Representative OfficeRoom 2302, Hong Kong Plaza South Tower283 Huai Hai Road (M), Shanghai, China 200021Tel. (8621) 63906935, Fax (8621) 63906399E-Mail: [email protected]
Czech RepublicHARTING spol. s.r.o., Jankovcova 2, 17088 Praha 7Tel. 266784152, Fax 266784159
Eastern-EuropeHARTING Bauelemente GmbH, Vertrieb OsteuropaBamberger Straße 7, D-01187 DresdenTel. (0351) 4361760, Fax (0351) 4361770E-Mail: [email protected]
FinlandHARTING KGaA, Office FinlandMalmin Kauppatie 8 A 3, FIN-00700 HelsinkiTel. 935087300, Fax 935087320E-Mail: [email protected]
FranceHARTING FranceZAC Paris Nord II, 181, av. des Nations, B.P. 60058F-95972 Roissy Charles de Gaulle CedexTel. 149383400, Fax 148632306E-Mail: [email protected]
GermanyHARTING Vertrieb für Steckverbinder und Systemtechnik GmbH & Co. KGPostfach 2451, D-32381 MindenTel. (0571) 8896-0, Fax (0571) 8896-282E-Mail: [email protected]
Great BritainHARTING Ltd.Caswell Road, Brackmills Industrial EstateGB-Northampton, NN4 7PWTel. (01604) 766686, Fax (01604) 702525E-Mail: [email protected]
ItalyHARTING SpAVia Dell' Industria 7, I-20090 Vimodrone (Milano)Tel. (02) 250801, Fax (02) 22650534E-Mail: [email protected]
HARTING KGaA
JapanHARTING K. K.
5F German Industry Center 4071-18-2, Hakusan 1-Chome, Midori-ku
Yokohama 226/JapanTel. (045) 931-5715, Fax (045) 931-5719
E-Mail: [email protected]
KoreaHARTING Korea Ltd.
Room 103, Shinwon Plaza Building, 28-2 Hannam-DongYangsan-Ku, Seoul 140-210
Tel. (822) 37804614, Fax (822) 37804644E-Mail: [email protected]
NetherlandsHARTING B.V.
Larenweg 44, NL-5234 KA's-HertogenboschPostbus 3526, NL-5203 DM's-Hertogenbosch
Tel. (073) 6410404, Fax (073) 6440699E-Mail: [email protected]
NorwayHARTING A/S, Østensjøveien 36, N-0667 Oslo
Tel. 22-647590, Tx 76399, Fax 22-647393E-Mail: [email protected]
RussiaHARTING ZAO
Russia 194044, Sankt Petersburg, ul. Tobolskaja 12Tel. (812) 3276477, Fax (812) 3276478
E-Mail: [email protected]
SingaporeHARTING Singapore Pte Ltd.
25 International Business Park#04-05 German Centre, Singapore 609916
Tel. (65) 562-8190, Fax (65) 562-8199E-Mail: [email protected]
SpainHARTING Elektronik S.A.
Josep Tarradellas 20-30 3o5a, E-08029 BarcelonaTel. 93-3638484, Fax 93-4199585
E-Mail: [email protected]
SwedenHARTING AB
Fagerstagatan 18 A, 5 TR., S-16353 SpångaTel. (08) 4457171, Fax (08) 4457170
E-Mail: [email protected]
SwitzerlandHARTING AG
Industriestrasse 26, CH-8604 VolketswilTel. 01-9460966, Fax 01-9460970
E-Mail: [email protected]
TaiwanHARTING Taiwan
7th Floor, Fu Hsin Financial Building222, Fu Hsin S. Road, Sec. 1, Taipei
Tel. 00886 2877 38577, Fax 00886 2877 38576
USAHARTING Inc. of North America
1370 Bowes Road, Elgin, IL 60123Tel. (847) 741-1500, Fax (847) 741-8257
E-Mail: [email protected]
Marienwerderstrasse 3 · D-32339 EspelkampP.O. Box 11 33 · D-32325 Espelkamp
Tel. +49 57 72 / 47 - 0 · Fax +49 57 72 / 47 - 4 62 / - 4 95E-mail: [email protected] · Internet: http://www.HARTING.com