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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.

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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


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


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


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)

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


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


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


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



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


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.


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)


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.


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


(Abb. Siemens Transportation Systems)


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



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


Guest contribution: Linear drive for electric cars

Prof. Dr. Klaus Hofer


21


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


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)


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

Non-skid braking for EXPO light rail vehicle

Torsten Kröger


25


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.


Info Fax 3005

HARTING DC lift solenoid

NoWe sander with injector and lift solenoid (Fig. Alstom LHB)


27

Optical measuring signal transmission on rail vehicles

Claus Kleedörfer, Jens Lüning


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


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.


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


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-


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)


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


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)


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


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


FORUM

SERVICE


Please send the information to:

Name

Company

Department

Position

Address

Country

Telephone

Fax

E-mail

+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


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


SwedenHARTING AB

Fagerstagatan 18 A, 5 TR., S-16353 SpångaTel. (08) 4457171, Fax (08) 4457170


SwitzerlandHARTING AG

Industriestrasse 26, CH-8604 VolketswilTel. 01-9460966, Fax 01-9460970


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


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

special topic: transportation & automotive - harting … · special topic: transportation &...

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