DE102007038255A1 - Rail vehicle with a drive device - Google Patents

Abstract

Rail vehicle having at least one first vehicle body (102) which is supported on a non-driven first wheel unit (103.1) and a driven second wheel unit (103.2) spaced apart in the longitudinal direction of the at least one first vehicle body (102) and one second wheel unit (103.2) driving electric drive device (104), which comprises a transformer unit (104.1) and at least one first power converter unit (104.2), wherein the transformer unit (104.1) in the region of the first wheel unit (103.1) is arranged and wherein the first wheel unit (103.1) at a first End of the first car body (102) is arranged, in whose area a driver's cab (106) is arranged for a driver.

Description

The The present invention relates to a rail vehicle having at least a first car body, on a non-driven first Wheel unit and one in the longitudinal direction of the at least one first car body spaced driven second wheel unit is supported, and one driving the second wheel unit electric drive device, which is a transformer unit and comprising at least a first power converter unit, wherein the transformer unit is arranged in the region of the first wheel unit.

at conventional rail vehicles it is known the two Wheel units (wheelsets, pairs of wheels or bogies) over to drive a drive device whose components are distributed are arranged in or on the car body. For example, when Rail vehicle of the BR 445 series of the Deutsche Bahn AG a common Transformer for both motor bogies at the rear end of the car arranged in the middle. Furthermore, in the vehicles of the series RABe 514 SBB an arrangement with two transformers on one Car ends and an arrangement of two converters at the other end of the car intended. Finally, the vehicles TER 2 NG / X 40 from Alstom SA, FR, an arrangement with one or two transformers at one end of the car and a power converter module in the roof space at the other Wagon end provided.

adversely is with all these known vehicles that because of in one Car concentrated drive system because of the high weight the engine bogie possibly only correspondingly light drive components be installed with comparatively low drive power in order not to exceed the permissible axle loads. In addition, trains with several cars are formed, so the problem is that usually just not driven cars can be used, so the relative drive power drops. To overcome this disadvantage sometimes other drive systems (transformers, drive converters, Engine bogies arranged in train (TER 2 NG). Disadvantages are here the high weight due to the arrangement of other transformers and the associated costs. Consequently, there is in these known vehicles So the problem of poor scalability of the drive power or a high cost (cost, weight) when arranging other drive systems in the train.

To remedy this problem, is in the EP 1 024 070 B1 proposed a generic rail vehicle, in which the drive is distributed to several cars. Among other things, the wagons comprise non-driven bogies (so-called bogies) at their coupled ends, in the region of which heavy components, such as the transformers of the drive device and further heavy components (current collectors, accumulators, chokes, etc.) are arranged, so that a more favorable mass distribution in the Train is achieved.

One Problem with this generic rail vehicle However, that is because of the comparatively large Number of heavy components above the bogie due to the maximum permissible axle loads and the limited installation space only a comparatively small main transformer accordingly low power can be used. Consequently, here too the main transformer only a comparatively low drive power realizable. To increase the drive power would have to as with the vehicles mentioned above more transformers be provided, resulting in the expense of the rail vehicle raised again.

Of the The present invention is therefore based on the object, a rail vehicle to provide the type mentioned, which the above-mentioned disadvantages are not or at least significantly less Has dimensions and in particular for easier and cheaper Manufacturability a high, easily scalable drive performance allows.

The The present invention solves this problem on the basis of a rail vehicle according to the preamble of Claim 1 by the features stated in the characterizing part of claim 1.

Of the The present invention is based on the technical teaching that one with simple and inexpensive manufacturability achieves high, easily scalable drive performance when the first wheel unit is arranged at the free end of the rail vehicle, ie at one first end of the first car body, in the area a cab for a driver is arranged. This arrangement on free end in the area of the driver's cab has the advantage that there usually provide no passage for passengers is and no other heavy components (such as the current collector) are to be arranged so that the transformer device correspondingly large and accordingly with a according to high performance can be designed without the permissible Axle loads of the bogie to exceed, in its area the transformer device is arranged.

This has the advantage that the drive power of the rail vehicle is easily scalable, because thanks to the high performance of the transformer device readily additional cars can be inserted with other motor bogies in the train network, which can be powered by the transformer device. The addition of additional transformers is unnecessary here.

The Transformer unit can basically in any suitable Way be arranged in the region of the first wheel unit. Prefers the transformer unit is arranged such that the center of gravity the transformer unit at least near the longitudinal center plane of the first car body is arranged. This will be a cheap Achieved load distribution in the vehicle or trimming of the vehicle. Additionally or alternatively, the center of gravity of the transformer unit at least approximately in the middle above the first wheel unit arranged a favorable load distribution on the first Wheel unit to achieve.

The the second wheel unit associated first power converter unit can basically at any suitable location in the vehicle be arranged. Preferably, the first power converter unit arranged in the area of the second wheel unit, in turn, a favorable To achieve load distribution or trim.

The first power converter unit can be used as a closed assembly in the vehicle to be ordered. Preferably, at least part of the first power converter unit laterally, ie in the region of a first longitudinal side of the first Car body arranged. This makes it possible in the vehicle to achieve a favorable flow of passengers, thanks to the lateral arrangement, for example, a more advantageous in this regard Aisle be realized for the passengers can.

at further advantageous variants of the invention Rail vehicle is a second part of the first power converter unit in the area of an opposite second longitudinal side arranged the first car body. Through this distributed arrangement the first power converter unit can be a favorable load distribution or Trimmung and also possibly a particularly wide aisle be achieved.

Further particularly favorable variants of the invention Rail vehicle characterized by the fact that at least one additional equipment, in particular an electrical Additional equipment, which is provided in the area of the second Part of the first power converter unit is arranged. This can the load distribution or trim can be optimized. Especially advantageous variants, the separation takes place in the first and second Part of the first converter unit depending on the required cooling for each Components. This makes it possible in an advantageous manner, to optimize the cost of cooling. Especially can at least a first cooling circuit for cooling be provided of the first part of the first power converter unit and at least a second cooling circuit to the common Cooling the second part of the first power converter unit and the additional equipment. The respective cooling circuit can then, for example, optimally to the respective temperature level be tuned, so that an overall optimized cooling results.

at preferred variants of the rail vehicle according to the invention Furthermore, at least one third wheel unit is provided and the Drive device for driving the at least one third wheel unit educated. It can be provided that the first power converter unit also provided for driving the at least one third wheel unit is. In other variants of the invention it is provided that the Drive device for driving the at least one third wheel unit a second power converter unit, wherein the second power converter unit for driving the third wheel unit of the transformer unit is fed, so here too a simple scaling of the drive power is achieved. Preferably, the second wheel unit and the third Wheel unit arranged adjacent to each other to save the effort keep the wiring as low as possible. Preferably the third wheel unit is arranged in the region of a second car body, which is supported on this third wheel unit, as a result a favorable distribution of the drive power over the vehicle is achieved.

at further advantageous variants of the invention Rail vehicle with a simple scaling of the drive power At least a fourth wheel unit is provided and the drive device includes at least for driving the at least one fourth wheel unit a third power converter unit, wherein the third power converter unit for driving the fourth wheel unit in turn from the transformer unit is fed. Preferably, the fourth wheel unit is in the range a third car body arranged on this fourth wheel unit supported, as a result of this a favorable distribution the drive power is achieved via the vehicle. Preferably is the fourth wheel unit in the area of the end of the third car body is arranged, which is closer to the transformer unit, To the effort for the wiring as low as possible to keep.

In preferred variants of the rail vehicle according to the invention, a current pickup device connected to the drive device is provided, which is arranged in the region of the second wheel unit, since hereby a particularly favorable load distribution in the vehicle can be achieved.

The Wheel units can basically be designed as desired be. In particular, wheelsets or pairs of wheels be used. Preferably, at least one driven Wheel unit formed in the manner of a bogie.

The Invention may further be for any types of rail vehicles be used. It is particularly advantageous in connection with double-decker vehicles. Therefore, at least one of the car bodies is preferred as Double-deck car body trained.

The The present invention further relates to a tensile composite with at least two of the rail vehicles described above. Here you can identically configured inventive rail vehicles be combined. It goes without saying, of course, that also at least two rail vehicles according to the invention any different configuration can be coupled together can.

Further preferred embodiments of the invention will become apparent from the dependent claims or the following description of preferred embodiments, which refers to the accompanying drawings. It shows:

1 a schematic side view of a preferred embodiment of the rail vehicle according to the invention;

2 a schematic section through the rail vehicle 1 along the line II-II;

3 a schematic section through the rail vehicle 2 along the line III-III;

4 a schematic section through a further preferred embodiment of the rail vehicle according to the invention;

5 a schematic section through a preferred embodiment of the tensile composite according to the invention;

6 a schematic section through a further preferred embodiment of the tensile composite according to the invention;

7 a schematic section through a further preferred embodiment of the Zugverbunds invention.

First embodiment

The 1 and 2 show schematic representations of a rail vehicle according to the invention 101 , The rail vehicle 101 includes a first end car 101.1 with a double-decker car body 102 in the area of its two ends on a first wheel unit in the form of a first bogie 103.1 and a second wheel unit in the form of a second bogie 103.2 is supported. The first bogie is a non-driven bogie 103.1 trained while the second bogie as a powered drive bogie 103.2 is trained.

The drive wheelsets of the drive bogie 103.2 be via an electric drive device 104 driven. The drive device 104 includes this in addition to the - not shown in the figures for reasons of clarity - traction motors of the second bogie 103.2 a transformer unit in the form of a main transformer 104.1 and one of the main transformer 104.1 fed first power converter unit 104.2 , The first power converter unit 104.2 is the second bogie 103.2 assigned functionally, so therefore supplies the traction motors of the second bogie 103.2 with energy. The drive device 104 in turn is via a pantograph 105 from a - not shown - mains supply with energy.

The main transformer 104.1 is in the area of the bogie 103.1 arranged, which in turn at the leading end of the car body 102 is arranged, in whose area a cab 105 intended for the driver. The first power converter unit 104.2 is just like the pantograph 105 and additional electrical accessories 107 (For example, the power converter for the auxiliary power, etc.) at the other end of the car body 102 in the area of the drive bogie 103.2 arranged.

By the arrangement of the main transformer 104.1 as the only heavy component of the electrical equipment of the vehicle 101 above the leading (even comparatively light) bogie 103.1 is it possible to use the main transformer 104.1 equipped with a comparatively high power, so the main transformer 104.1 comparatively large and heavy, without the permissible axle loads of the bogie 103.1 To exceed. In addition, there are in the area of the cab 105 usually no (with a view to a smooth flow of passengers to be designed wide) passages for the passengers, so that in this respect no further restriction of the main transformer 104.1 available space exists.

Another advantage of such a high-performance main transformer 104.1 This is because it has the same performance compared to several smaller transformers (hence has a lower power to weight ratio). Thus, the main transformer points 104.1 So at one by the maximum permissible axle loads of the bogie running 103.1 given weight compared to several smaller transformers on a higher performance.

Finally, there is another advantage of such a large main transformer 104.1 in that it is cheaper to manufacture and operate than several smaller transformers.

Furthermore, such a high power equipped main transformer 104.1 be readily dimensioned so that it can supply the drives of a number of other motor bogies. As a result, the scaling of the drive power of the rail vehicle 101 considerably simplified, since it is easy to add more cars with motor bogies, whose power supply is provided by the large main transformer 104.1 can be done.

The arrangement over the leading bogie has the advantage that, unlike the trailing second bogie 103.2 there is usually no compulsion to arrange heavy components. For example, at least the pantograph 105 usually on the trailing second bogie 103.2 arranged to ensure the greatest possible distance between the pantographs when operating with two coupled vehicles and thus to avoid a mutual mechanical influence of the pantograph (for example via a vibration excitation of the overhead line by the leading pantograph).

The main transformer 104.1 is in a room 102.1 behind the cab 106 arranged on a longitudinal side of the vehicle 101 a side access to the cab 106 leaves free. The main transformer 104.1 is designed and placed so that its center of gravity at least close, preferably in the (vertical) longitudinal center plane 101.2 of the vehicle 101 and furthermore preferably at least close, preferably directly above the center of the bogie 103.1 lies. This is a particularly favorable load distribution and thus a favorable trim of the vehicle 101 achieved.

The first power converter unit 104.2 is in two parts (a larger first part 104.3 and a smaller second part 104.4 ) divided up. The two parts 104.3 and 104.4 the first power converter unit 104.2 are separate cabinets 102.2 and 102.3 on both longitudinal sides of the car body 102 accommodated. The two cabinets 102.2 and 102.3 are doing through a central aisle 108 separated, via which the vehicle passengers, if necessary, the transition to an adjacent car in the vehicle network is possible. This arrangement has the advantage that the aisle 108 allows a favorable flow of passengers.

The two cabinets 102.1 and 102.2 have approximately the same size. Since the second part 104.4 the first power converter unit 104.2 takes up less space than the first part 104.3 the first power converter unit 104.2 , are in the closet 102.3 other additional equipment 107 arranged. This will also in the area of the second bogie 103.2 a particularly favorable load distribution or trim.

The division of the first power converter unit 104.2 in the first part 104.3 and the second part 104.4 is chosen so that the components of the second part 104.4 with regard to their cooling by means of a (not shown) cooling device on the additional equipment in 107 are coordinated. This makes it possible in an advantageous manner, the cost of cooling the first power converter unit 104.2 and additional equipment 107 to optimize. In particular, at least one first cooling circuit for cooling the first part 104.3 the first power converter unit 104.2 be provided and at least a second cooling circuit for common cooling of the second part 104.4 the first power converter unit 104.2 and additional equipment 107 be provided. The respective cooling circuit can then be tuned optimally, for example, to the respective temperature level required for cooling the relevant components, so that the overall result is optimized cooling.

It It should be noted at this point that the just described the aspect of optimizing the cooling division the components of the power converter unit depending of other components to be cooled for themselves one (regardless of the arrangement of the main transformer) independently protectable idea of the invention represents.

As 3 it can be seen that includes the vehicle 101 another end car 101.3 with a second car body 109 that with the first car body 102 is coupled and on a third bogie in the form of a second drive bogie 110 and a running bogie 111 is supported.

The traction motors of the second drive bogie 110 be via a second power converter Ness 104.5 energized with the second power converter unit 104.5 again from the main transformer 104.1 is energized. This is possible because of the main transformer 104.1 (as already mentioned) can provide a sufficiently large power. The second drive bogie 110 is the first drive bogie 103.2 arranged adjacent to keep the wiring costs as low as possible.

It It should be understood that in other variants of the invention However, it can also be provided that the traction motors of the second drive bogie by the first power converter unit with Be supplied with energy.

Second embodiment

The 4 shows (in one of the 3 corresponding view) a further embodiment of a rail vehicle according to the invention 201 , The rail vehicle 201 In its basic design and operation corresponds to the rail vehicle 101 , so that only the differences should be discussed here. In particular, identical components are provided with identical reference numerals, while similar components with the value 100 are provided with increased reference numerals.

The difference to the rail vehicle 101 is that between the two end cars 101.1 and 101.3 a middle car 201.4 was inserted. The middle car 201.4 has a third car body 212 on, on a fourth bogie in the form of a third drive bogie 213 and another running bogie 214 is supported.

The traction motors of the drive bogie 213 be via a third power converter unit 204.6 energized, the third power converter unit 204.6 as well as the second power converter unit 104.5 from the main transformer 104.1 is energized. This is possible because of the main transformer 104.1 (as already mentioned) can provide a sufficiently large power. The third drive bogie 213 is the first drive bogie 103.2 arranged adjacent to keep the wiring costs as low as possible.

Third embodiment

The 5 shows (in one of the 3 corresponding view) an embodiment of a train assembly according to the invention 301 with four cars, in which two identical invention, the rail vehicles are coupled together, each one a final car 101.1 and a middlecar 201.4 includes as described above.

Fourth embodiment

The 6 shows (in one of the 3 corresponding view) an embodiment of a train assembly according to the invention 401 with five cars, in which two rail vehicles according to the invention are coupled together. The arranged on the right side rail vehicle includes a final car 101.1 and two middle cars 201.4 (as described above), each from the main transformer 104.1 the right end car 101.1 be energized. The rail vehicle arranged on the left comprises a terminal car 101.1 and a middlecar 201.4 (as described above) coming from the main transformer 104.1 the left end car 101.1 is energized.

Fifth embodiment

The 7 shows (in one of the 3 corresponding view) an embodiment of a train assembly according to the invention 501 with six cars, in which two identical rail vehicles according to the invention are coupled together. The arranged on the right side rail vehicle includes a final car 101.1 and two middle cars 201.4 (as described above), each from the main transformer 104.1 the right end car 101.1 be energized. The rail vehicle arranged on the left comprises a terminal car 101.1 and two middle cars 201.4 (as described above), each from the main transformer 104.1 the left end car 101.1 be energized.

From the above embodiments, it is clear that with the present invention, thanks to the correspondingly large recoverable power of the main transformer 104.1 a simple scaling of the drive power of the rail vehicle or of a train ensemble formed therefrom is possible, so that a simple adaptation of the vehicle or train combination can be made to different required transport capacities. Ultimately, there are only three different types of cars, the end cars 101.1 . 101.3 and the middle car 201.4 required to always achieve a configuration with a favorable degree of motorization (ratio of the number of driven axles to the total number of axles) of 50%. This can thus be achieved in a simple manner, a particularly high degree of flexibility in the adaptation of the vehicle to the required capacity.

It is understood that in the vehicle configurations described above, if necessary, also one or more more middle cars 201.4 can be added. Their power converter unit 204.6 can then turn from each the main transformer 104.1 of the end car 101.1 be energized. It may indeed depending on the maximum power of the main transformer 104.1 from a certain number of additional middle cars 201.4 come to a deterioration of the acceleration values of the vehicle. However, this may be acceptable given the high transport capacity achieved.

The The present invention has been exclusively described above an example of a double-decker vehicle described. It is understood, however, that the invention also in connection with one-storey vehicles can be used.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - EP 1024070 B1 [0004]

Claims (19)

Rail vehicle with - at least one first body ( 102 ) mounted on a non-driven first wheel unit ( 103.1 ) and one in the longitudinal direction of the at least one first car body ( 102 ) spaced driven second wheel unit ( 103.2 ), and - one of the second wheel unit ( 103.2 ) driving electric drive device ( 104 ), which is a transformer unit ( 104.1 ) and at least one first power converter unit ( 104.2 ), wherein - the transformer unit ( 104.1 ) in the area of the first wheel unit ( 103.1 ) is arranged. characterized in that - the first wheel unit ( 103.1 ) at a first end of the first car body ( 102 ), in whose area a driver's cab ( 106 ) is arranged for a driver. Rail vehicle according to claim 1, characterized in that the transformer unit ( 104.1 ) is arranged such that the center of gravity of the transformer unit ( 104.1 ) - at least near the longitudinal center plane ( 101.2 ) of the first car body ( 102 ) is arranged and / or - at least approximately centrally above the first wheel unit ( 103.1 ) is arranged. Rail vehicle according to one of the preceding claims, characterized in that the first power converter unit ( 104.2 ) in the region of the second wheel unit ( 103.2 ) is arranged. Rail vehicle according to one of the preceding claims, characterized in that at least a first part ( 104.3 ) of the first power converter unit ( 104.2 ) in the region of a first longitudinal side of the first car body ( 102 ) is arranged. Rail vehicle according to claim 4, characterized in that a second part ( 104.4 ) of the first power converter unit ( 104.2 ) in the region of a second longitudinal side of the first car body ( 102 ) is arranged. Rail vehicle according to claim 4 or 5, characterized in that - at least one additional accessory ( 107 ), in particular electrical auxiliary equipment, whereby - the additional equipment ( 107 ) in the area of the second part ( 104.4 ) of the first power converter unit ( 104.2 ) is arranged. Rail vehicle according to claim 6, characterized in that - at least one first cooling circuit for cooling the first part ( 104.3 ) of the first power converter unit ( 104.2 ) is provided and - at least one second cooling circuit for common cooling of the second part ( 104.4 ) of the first power converter unit ( 104.2 ) and the additional equipment ( 107 ) is provided Rail vehicle according to one of the preceding claims, characterized in that - at least one third wheel unit ( 110 ) is provided and - the drive device ( 104 ) for driving the at least one third wheel unit ( 110 ) is trained. Rail vehicle according to claim 8, characterized in that the first power converter unit ( 104.2 ) is provided for driving the at least one third wheel unit. Rail vehicle according to claim 8, characterized in that - the drive device ( 104 ) for driving the at least one third wheel unit ( 110 ) a second power converter unit ( 104.5 ), wherein - the second power converter unit ( 104.5 ) for driving the third wheel unit ( 110 ) from the transformer unit ( 104.1 ) is fed. Rail vehicle according to claim 9 or 10, characterized in that the second wheel unit ( 103.2 ) and the third wheel unit ( 110 ) are arranged adjacent to each other. Rail vehicle according to one of claims 8 to 11, characterized in that a second car body ( 109 ) provided on the third wheel unit ( 110 ) is supported. Rail vehicle according to one of claims 8 to 12, characterized in that - at least one fourth wheel unit ( 213 ) is provided and - the drive device ( 104 ) for driving the at least one fourth wheel unit ( 213 ) at least a third converter unit ( 204.6 ), wherein - the third power converter unit ( 204.6 ) for driving the fourth wheel unit ( 213 ) from the transformer unit ( 104.1 ) is fed. Rail vehicle according to claim 13, characterized in that a third car body ( 212 ) provided on the fourth wheel unit ( 213 ) is supported. Rail vehicle according to claim 14, characterized in that the fourth wheel unit ( 213 ) in the area of the end of the third car body ( 212 ), which of the transformer unit ( 104.1 ) is closer. Rail vehicle according to one of the preceding claims, characterized in that - one with the drive device ( 104 ) current collector device ( 105 ), wherein - the current collector device ( 105 ) in the region of the second wheel unit ( 103.2 ) is arranged. Rail vehicle according to one of the preceding claims, characterized in that at least one driven wheel unit ( 103.2 ; 110 ; 213 ) is designed in the manner of a bogie. Rail vehicle according to one of the preceding claims, characterized in that the at least one car body ( 102 . 109 ) is designed as a double-deck car body. Zugverbund with at least two rail vehicles ( 101 ; 201 ) according to any one of the preceding claims.