DE102012009113B4 - Multi-part rail vehicle with special car - Google Patents

Abstract

The invention relates to a multi-part rail vehicle, consisting of two end cars and an uneven number of intermediate cars that are coupled to one another. All special functions that are otherwise distributed over several cars are located in a single special car in the middle of the multi-part rail vehicle.

Description

The invention relates to a multi-part rail vehicle, consisting of two end cars and an odd number of center cars, which are coupled to each other, with all special functions that are otherwise distributed over several cars are located in a single special car in the middle of the multi-part rail vehicle.

The combination of multiple units requires several different types of wagons. In addition to the different interior fittings for first and second class, technical equipment such as drive modules, components of the electrical power supply or for radio links and communication devices are to be accommodated in the train. Furthermore, certain facilities are required for the train crew or the passengers, taken individually i. a. take up only a small proportion of the total length of the train. As a result, there are several different intermediate cars for multiple units, which contain different technical and operational facilities.

The DE 199 26 940 A1 describes a modular, multi-part, multi-system rail vehicle, in particular a two-system rail vehicle, in which the components for a further energy supply system are concentrated in a separate exchange carriage part. The basic system is located with its main components in the other car parts of the output unit. The adaptation of the rail vehicle to another energy supply system takes place by replacement or adaptation of the exchange carriage part.

From the DE 10 2009 009 116 A1 a train is known, which has several interconnected car. All motor vehicles and all power supply vehicles are part of drive modules that are detachably coupled, the cars are firmly coupled together within a drive module. The drive modules can be assembled with non-powered auxiliary carriages to an operable train. In order to ensure the power supply for another type of power, additional equipment can be accommodated on a if necessary engageable car with which a drive module is extended. This also improves the flexibility in terms of seating capacity and equipment. For this purpose, the number of cars with specific seating equipment and the proportion of cars with special functions (for example cars with restaurant, bistro, other service facilities, facilities for the transport of wheelchair users) can be varied.

The EP 2 199 173 A1 describes a railcar for passenger transport, the drive is concentrated in a carriage unit, and comprising further carriage units, which are not driven.

A common disadvantage of the multi-system concepts for multiple unit trains in the prior art is that the components for the different systems and equipment over the entire train, at least distributed over several cars. There are still too many different types of cars.

Object of the present invention is to provide a trainset, which is equipped with as few standardizable medium car types and can be converted with little effort for different tasks.

This object is achieved by a multi-part rail vehicle according to claim 1.

Advantageous developments are the subject of the dependent claims.

An inventive multi-part rail vehicle consists of two end cars and an odd number of middle cars, which are coupled to each other.

• – Zugchefabteil
• – Behinderteneinrichtungen
• – Restaurant oder Bistro
• – WCs für das Zugpersonal
• – Ruheräume für das Zugpersonal
• – Telekommunikationseinrichtungen (z. B. Zugsprechanlage, WLAN-Koppler, etc.)
• – Lagerräume für Bistro- und Notfall-Material

All special functions, which are otherwise distributed over several cars, are located in a single special carriage of the multipart rail vehicle. These special features include:

• - Zugchefabteil
• - Disabled facilities
• - Restaurant or bistro
• - Toilets for the train crew
• - Rest rooms for the train crew
• - telecommunications equipment (eg train intercom, WLAN coupler, etc.)
• - Storage rooms for bistro and emergency material

Since this special wagon contains all the functions that are unique in the train set, all other wagon types can be standardized reduced to only 3 wagon types. These include the end cars, which are equipped with train driver facilities and the passenger cars for the first and second class. The technical components are distributed to the wagons so that one type of central wagon contains the required power supply components and the other the drive components. The end cars can be equipped with or without drive components. Thus, there is always the possibility to put together a functional train with only 4 types of cars. Due to the division of the car types, a largely homogeneous weight distribution can be achieved in a train set. For this purpose, the special car is advantageously coupled as a medium car in the train. Furthermore, the other types of cars are advantageously assembled symmetrically to the special car.

If the interiors of the mid-range cars are also specified for each type of center wagon, it is possible to put together fully symmetrical multiple units with an odd number of wagons, which offers many advantages for daily railway operations.

The multiple units according to the invention can be assembled in a simple manner, extremely flexible for different applications.

The use of drive triples results in a further harmonization of the weight distribution in the train. A drive triple is understood to mean a configuration of 3 cars, as is standard in the ICE3 in the prior art. There is a transformer car with pantograph in the middle, which includes two drive cars, which are arranged in front of and behind the transformer car. The drive cars bring the power taken off the transformer car on the rail. This results in an advantageous weight distribution in the train and a good possibility of adaptation to the tapped energy and their optimal implementation in traction. All cars, especially the respective leading car, are burdened by the advantageous weight distribution in about the same.

This makes the multiple unit less susceptible to side winds, so it can be used at high speeds.

The invention is explained in more detail below with reference to three exemplary embodiments and a figure.

1 shows by way of example three train trains equipped according to the invention, all of which are assembled from four types of cars. Each trainset contains two end cars ( 1 ), in the middle the special car ( 2 ) with the special facilities and other intermediate cars ( 3 . 4 ).

The end cars ( 1 ) are equipped as motor vehicles, so have drive components. But there are also applications of the invention possible in which the end cars are not designed as a motor car.

• – Zugchefabteil
• – Behinderteneinrichtungen
• – Bistro
• – WCs für das Zugpersonal
• – Ruheräume für das Zugpersonal
• – Telekommunikationseinrichtungen
• – Passagierinformationssystem

The special car ( 2 ) in the middle of the multiple unit contains the following special equipment of the train:

• - Zugchefabteil
• - Disabled facilities
• - Bistro
• - Toilets for the train crew
• - Rest rooms for the train crew
• - Telecommunications facilities
• - Passenger information system

These special facilities no longer have to be distributed to the other middle cars. Therefore, the remaining required intermediate cars can be reduced to only two types A and B.

In the upper part of the 1 Two additional mid-wagons A and B in the train are coupled as additional middle wagons. The middlecar type A ( 3 ) has drive components while the middlecar type B ( 4 ) has power supply facilities, including pantographs. In order to achieve an even distribution of the traction over the train length, the middle wagon types A ( 3 ) and B ( 4 ) symmetrically around the special car ( 2 ) arranged.

As a result, a substantially homogeneous weight distribution over the train length is achieved, which makes the train train insensitive to crosswind. This is achieved in particular by the fact that in each case 2 drive carriages (middle type A, 3 ) around an energy supply wagon (middle wagon type B, 4 ) are arranged in a drive triple configuration.

In the middle part of the 1 is with respect to the division into drive and energy supply car the same seven-part train as shown in the upper part. The difference between the two trainsets lies in the design of the interior. In the upper part of the 1 the first class is assigned to the left-hand end car and the subsequent first center car. In the middle part of the 1 in each case the first class is assigned to the end car, the middle car types A and B the second class. Such a completely symmetrical train no longer needs to be turned to B. in the provision of the train in any station to show the correct number of cars.

In the lower part of the 1 is a nine-part multiple unit. In addition to the trains shown above, it also contains two additional, non-powered cars ( 4 ) with facilities of energy supply. In this simple way can thus vary the passenger capacity of the railcar flexible. Since only four types of wagons are used, the wagons can be standardized to a large extent, which makes the production as well as the maintenance of the multiple units much easier and less expensive. Thus, for example, the workshops can be set up with regard to the standardisable wagon sequence.

Furthermore, such cars can be used as a final car, which are equipped for cross-border traffic as a multi-system end car.

LIST OF REFERENCE NUMBERS

1

end cars

2

Sonderwagen

3

Intermediate car with traction (towing vehicle)

4

Central car without drive components

Claims (2)

Multi-part rail vehicle consisting of two end cars ( 1 ) and an odd number of middle cars ( 3 . 4 ), which are coupled to each other, the middle cars being in two types A ( 3 ) and B ( 4 ), the middlecar type A ( 3 ) has drive components while the middlecar type B ( 4 ) has facilities for supplying energy, characterized in that, furthermore, a middle car as a special car ( 2 ), which includes all the special equipment such as train compartment, disabled facilities, bistro, toilets for the train crew, rest rooms for the train crew, telecommunications equipment and the passenger information system, the special 2 ) is in the middle of the train and the mid-wagons A ( 3 ) and B ( 4 ) symmetrically around the special car ( 2 ) are arranged. A multi-part rail vehicle according to claim 1, wherein each two cars of the middle-type A in a drive-triple configuration are arranged symmetrically about a car of the middle-type B.

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