EP0642964B1 - Doppelstock-Gliederzug - Google Patents

Doppelstock-Gliederzug Download PDF

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Publication number
EP0642964B1
EP0642964B1 EP93114528A EP93114528A EP0642964B1 EP 0642964 B1 EP0642964 B1 EP 0642964B1 EP 93114528 A EP93114528 A EP 93114528A EP 93114528 A EP93114528 A EP 93114528A EP 0642964 B1 EP0642964 B1 EP 0642964B1
Authority
EP
European Patent Office
Prior art keywords
double
decker
units
deck
unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP93114528A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0642964A1 (de
Inventor
Peter Dipl.-Ing. Bruderer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bombardier Transportation GmbH
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to AT93114528T priority Critical patent/ATE160981T1/de
Priority to DK93114528T priority patent/DK0642964T3/da
Priority to ES93114528T priority patent/ES2112940T3/es
Priority to DE59307821T priority patent/DE59307821D1/de
Priority to EP93114528A priority patent/EP0642964B1/de
Application filed by Inventio AG filed Critical Inventio AG
Priority to CN94115424A priority patent/CN1072574C/zh
Priority to PL94304944A priority patent/PL175398B1/pl
Priority to FI944099A priority patent/FI109344B/fi
Priority to NO943325A priority patent/NO300035B1/no
Publication of EP0642964A1 publication Critical patent/EP0642964A1/de
Application granted granted Critical
Publication of EP0642964B1 publication Critical patent/EP0642964B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B61D1/06—Carriages for ordinary railway passenger traffic with multiple deck arrangement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles

Definitions

  • Double-decker articulated train consisting of articulated head and intermediate units, single-axle trolleys at the connecting joints, entrances at the intermediate units and passages at the connecting joints.
  • Articulated trains of this type are known as comfortable high-performance compositions and are used for fast transport connections in continental passenger transport.
  • the double-decker design of the rail means of transport has a better use of space and, compared to the single-decker version, results in a correspondingly higher transport capacity with the same train length.
  • U.S. Patent No. 3,557,712 discloses a double-decker articulated train for the transportation of automobiles and their passengers.
  • the lower deck is designed to accommodate the automobiles, which are housed in corresponding boxes across the direction of travel.
  • the upper deck drawn in on both sides, is intended to accommodate passengers.
  • the tension members are articulated to each other according to Figure 4 via an independent single-axle chassis, the axis of the wheelset intersecting with that of the joint. Additional levers serving as trailing arms are connected horizontally to the ends of the train units and hold the single-axle trolleys in the vertical position.
  • the type of articulation and the design of the single-axle running gear suggest that the articulated train remains firmly attached and is not intended for short-term changes in the train length. Furthermore, according to the purpose, no two-story transition between the train units is provided and possible.
  • the present invention has for its object to provide a double-decker articulated train for various purposes with continuous double-decker passages in modules, with separable and combinable units in different designs should be available.
  • No special power heads are required for units with driven single-axle running gear.
  • Driven single-axle bogies can also be replaced by running axles so that they can be used as high-speed trains when the locomotive is covered.
  • the units should be individually manageable.
  • articulated trains consist of standardized and easily separable and connectable units, can be put together in different variants and all units have individually driven wheels or wheel sets.
  • the short car bodies enable a lighter design and automation in box production.
  • Another advantage is the fact that the units can be easily maneuvered individually using an auxiliary device, which only makes it possible to assemble and separate units with reasonable effort.
  • the arrangement of the individual drive axles or drive wheels below the unit ends solves the space problem at the joint point; and in that the passenger seats on the There is no loss of seat on the drive side on the wheel arches.
  • the two cut-open units of a double-decker articulated train in FIG. 1 are a double-decker passenger unit 1 on the left and a double-decker passenger and boarding unit 4 on the right.
  • the units each have a single-wheel or single-axle undercarriage 6 below the left end a wheel arch 12 is installed.
  • the car bodies are connected to one another via easily separable articulated couplings, each consisting of two interlocking parts 14 and 15.
  • the left car end carries the coupling part 14 and the right car end carries the coupling part 15.
  • the articulated coupling 14, 15 is designed to absorb horizontal and vertical forces .
  • the space between two unit ends is bridged by a transition bellows 17.
  • the Double-decker passenger unit 1 is equipped with passenger seats 13 at the top and bottom.
  • the double-decker passenger and boarding unit 4 is designed as a passenger section at the top and as an entry section below.
  • In the entry part there is an entry door 9 and a staircase 8 to the upper passenger part in the arrangement shown.
  • a sanitary device 10 and an electrotechnical device 11 are accommodated in the space below the stairs 8.
  • the passenger seats 13 are arranged in the lower passenger part in the area of the wheelhouse 12 itself, so that the same number of passenger seats 13 is present as in the upper passenger part.
  • the stairs 8 are arranged so that the free passage between two units below and above is possible.
  • the mouth of the stairs 8 on the upper floor takes up approximately the area of a side seating group compartment with four passenger seats 13.
  • FIG. 2 shows the size relationships and seating arrangement within a double-decker passenger unit 1. Left and right next to a central aisle with sufficient standing height, a row of double seats is arranged.
  • FIG. 4 shows further details using the example of a double-decker passenger unit 1.
  • This unit has a length of three window divisions and accordingly a seating capacity of 48 seats.
  • Under the right end of the unit there is a lowerable auxiliary chassis 21 with flanged wheels 22.
  • a transition bellows 17, aligned with the outer contour of the unit is attached to the front.
  • 25 On the left end face of the unit, 25 is a protruding collar 25 and 26 is a step plate.
  • the dashed, obliquely upward line above the step plate 26 represents one of the hinged side parts 24 of the step plate 26.
  • the collar 25 and the step plate 26 are formed together as a closed frame.
  • an end housing designated 27, with built-in tail lights 28, which can be pushed over the collar 25 and the tread plate 26 and can be locked on the collar 25.
  • 30 with a chassis frame part is designated.
  • special end cars not shown, can also be provided. The end of the car can then be equipped for the installation of additional technical equipment such as energy supply, wheelchair equipment and special equipment.
  • FIGS. 5 and 6 show the left end face with an end frame surface 20 which is limited with the outer contour of the unit to the outside and the collar 25 with step plate 26 to the inside.
  • Pneumatic and electrical coupling points 18 are provided in the lower horizontal part of the end frame surface 20.
  • the tread plate 26 forms the lower horizontal part of the collar 25 and is stepped upwards on both sides of a central passage 19, for example by approximately ten cm. These stepped horizontal side parts of the tread plate 26 can be folded upwards for access to the pneumatic and electrical coupling points 18.
  • a drive with an electric motor for the single-axle chassis 6 is indicated at 29.
  • the transition bellows 17 also follows the outer contour of the unit in this lower part and is thus designed as an elastic extension of the outer skin of a unit and as a hollow profile closed on all sides.
  • the pneumatic and electrical coupling points 18 are therefore located within the transition bellows 17 in a space which is closed off from the outside world.
  • two legs of the lowered auxiliary chassis 21 with the flanged rollers 22 and the coupling part 15 can be seen.
  • the flanged wheels 22 can be mechanically connected to a motor / gear unit 23 arranged on the inner sides of the auxiliary chassis 21 and can be driven or disengaged if necessary.
  • the motor / gear unit 23 can be supplied from the on-board battery or from a mobile emergency power generator.
  • the combination according to Fig. 7 is intended for a local train with four-wheel drive. It is designated here by 3 a double-deck entry-level unit and by 2 a double-deck head unit.
  • the double-decker entry-level unit 3 is used for the rapid circulation of people in local traffic with many stops.
  • the double-deck head unit 2 is the front and / or rear end unit of a double-deck articulated train.
  • the combination according to FIG. 8 is conceivable as a further variant for a local train.
  • the lower floor which mainly consists of boarding for double-deck passenger and boarding units 4, can also be used for a larger number of short-distance standing passengers. The longer the route and the greater the distance between the stops, the smaller the number of entrances.
  • a combination for regional transport according to FIG. 9 is equipped with correspondingly fewer entrances and boarding space in comparison to the combinations mentioned above, because a correspondingly lower number of people can also be expected.
  • FIG. 10 shows a combination for a high-speed long-distance train with a preloaded locomotive 7.
  • drive axles can be used for the units instead of drive axles, or the drives of the drive axles of the independent wheel drives 6 can be disengaged.
  • the right end of this combination is closed with a termination housing 27, but can also be formed by a double-deck head unit 2 for pendulum operation.
  • Behind the locomotive 7, a double-decker passenger unit is designated 5.
  • the double-decker passenger unit 5 is equipped with two single-axle undercarriages 6 and at one end with the usual normal clutch.
  • This double-decker articulated train is a universally adaptable means of transport with a large passenger capacity.
  • some conditions must be met.
  • One of these conditions concerns coupling and uncoupling. It is assumed that in the case of an asymmetrical clutch, all uncoupled double-decker units are switched off in the same directional polarity, that is to say seen from the side, for example, single-wheel chassis 6 on the left and transition bellows 17 on the right. Parked double-decker units have lowered the auxiliary chassis 21 so that the double-decker units are in a horizontal and detachable position on the track.
  • a symmetrical and automatic central coupling can be used, in which the directional polarity of the parked units is no longer important.
  • the coupling is preferably designed as a special type of articulated coupling 14, 15 which can absorb longitudinal, transverse and supporting forces.
  • the double-decker units also have a brake system in accordance with regulations.
  • a unit supported on its auxiliary chassis 21 can be easily maneuvered.
  • the auxiliary chassis 21 serves as an auxiliary drive, so that parked, individual double-decker units can be moved over a limited distance at about half the walking speed for maneuvering.
  • the capacity of the on-board battery is sufficient to supply the drive, but a mobile emergency power generator can also be used as the drive supply.
  • a key switch and a forward and reverse drive push button are provided at a suitable point, for example on the side of the auxiliary chassis-side passage 19 of the double-deck unit.
  • the Space between two units is completely closed by pushing the transition bellows 17 of one unit over the guide collar 25 of the other unit and elastically colliding the distance of the distance from two units in the coupled state.
  • the transition bellows 17 is designed in such a way that it always lies on the opposite end frame surface 20 with a little pressure over the entire circumference with all movements of the double-decker units, for example cornering. Because of the short length of the double-decker units, however, the distance differences when cornering between the inside and outside of the curve at the ends of the unit are also correspondingly smaller, so that on the one hand less spring travel results for the transition bellows 17 and on the other hand can be more closely coupled. Because the outside of the transition bellows 17 is aligned with the outer contour of the car body of the units, the entire double-decker articulated train has a homogeneous surface that is not interrupted anywhere, which has an aesthetically and aerodynamically advantageous effect.
  • the composition can already be driven normally. This is because the double-decker head units 2 are designed with two axles with at least one drive axle as well as with a pantograph and a driver's cab. If the double-deck articulated train is to be used as a pendulum composition, the second double-deck head unit 2 is then coupled at the other end. For the operating case, for example ring traffic, in which a composition does not have to change the direction of travel, a single double-decker head unit 2 at the head of the train is sufficient. At the end of the train, the passage opening of the last unit is then closed with the end housing 27 with built-in tail lights 28. The end housing 27 is pushed over the collar 25 and then connected to the latter in a non-positive and positive manner.
  • the entire double-decker articulated train can be walked through on two levels throughout, and if no smoking compartments are needed, how For example, in the case of local traffic, no compartment and passage doors need to be provided.
  • the double-decker articulated train is covered at one end with a high-performance express locomotive 7.
  • the drive axles of the independent wheel trolleys 6 are designed, for example, for a travel speed of up to approximately 120 km / h and are therefore uncoupled from the drive in this combination or replaced by wheel sets. With this combination, speeds of up to 250 km / h should be possible.
  • the end of a double-decker passenger unit 5 on the locomotive side behind the locomotive 7 is equipped for this purpose with a front door and with the standard coupling used in conventional railway material.
  • the double-decker units all have the same length, for example seven to eleven meters. For each window division and assigned seat compartment with two rows of seats, two meters in length are preferably provided. A length of, for example, half a meter is calculated for the ends, so that a unit length, depending on the number of window divisions, can be seven, nine or eleven meters.
  • the relatively small length dimensions of the double-decker units make production easier due to smaller space requirements and smaller unit weights. Furthermore, the cornering angle between the units becomes correspondingly smaller when cornering. For these reasons, the short length of seven meters shown in the drawings with three window divisions or three seat compartments or six rows of seats is preferably taken into account.
  • those with freight compartments can also be provided for different transport goods.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Toys (AREA)
  • Joining Of Building Structures In Genera (AREA)
  • Chemical Or Physical Treatment Of Fibers (AREA)
  • Body Structure For Vehicles (AREA)
  • Elevator Control (AREA)
  • Radiation-Therapy Devices (AREA)
  • Electrotherapy Devices (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Iron Core Of Rotating Electric Machines (AREA)
EP93114528A 1993-09-10 1993-09-10 Doppelstock-Gliederzug Expired - Lifetime EP0642964B1 (de)

Priority Applications (9)

Application Number Priority Date Filing Date Title
DK93114528T DK0642964T3 (da) 1993-09-10 1993-09-10 To-etages ledtog
ES93114528T ES2112940T3 (es) 1993-09-10 1993-09-10 Tren articulado de dos pisos.
DE59307821T DE59307821D1 (de) 1993-09-10 1993-09-10 Doppelstock-Gliederzug
EP93114528A EP0642964B1 (de) 1993-09-10 1993-09-10 Doppelstock-Gliederzug
AT93114528T ATE160981T1 (de) 1993-09-10 1993-09-10 Doppelstock-gliederzug
CN94115424A CN1072574C (zh) 1993-09-10 1994-08-18 双层分节车
PL94304944A PL175398B1 (pl) 1993-09-10 1994-09-06 Pociąg przegubowy z wagonami piętrowymi
FI944099A FI109344B (fi) 1993-09-10 1994-09-07 Kaksikerroksinen niveljuna
NO943325A NO300035B1 (no) 1993-09-10 1994-09-08 Toetasjes leddtog

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP93114528A EP0642964B1 (de) 1993-09-10 1993-09-10 Doppelstock-Gliederzug

Publications (2)

Publication Number Publication Date
EP0642964A1 EP0642964A1 (de) 1995-03-15
EP0642964B1 true EP0642964B1 (de) 1997-12-10

Family

ID=8213249

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93114528A Expired - Lifetime EP0642964B1 (de) 1993-09-10 1993-09-10 Doppelstock-Gliederzug

Country Status (9)

Country Link
EP (1) EP0642964B1 (no)
CN (1) CN1072574C (no)
AT (1) ATE160981T1 (no)
DE (1) DE59307821D1 (no)
DK (1) DK0642964T3 (no)
ES (1) ES2112940T3 (no)
FI (1) FI109344B (no)
NO (1) NO300035B1 (no)
PL (1) PL175398B1 (no)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6945176B2 (en) * 2001-11-16 2005-09-20 Talgo Oy Intercommunicating passageways in double-decker railway coaches
EP3159236B1 (fr) 2015-10-23 2019-03-20 ALSTOM Transport Technologies Véhicule ferroviaire comprenant au moins un bogie abaissé

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29512446U1 (de) * 1995-08-02 1995-10-05 Schilling, Gerhard, 52066 Aachen Doppelstöckiger Eisenbahnwagen
DE19627693A1 (de) * 1996-07-10 1998-01-15 Waggonfabrik Talbot Gmbh & Co Übergangsbereich zwischen mehrstöckigen Wagenkästen
FR2859967B1 (fr) * 2003-09-19 2006-03-03 Alstom Amenagement de vehicule ferroviaire a deux niveaux
FR2885339B1 (fr) * 2005-05-09 2007-06-15 Alstom Transport Sa Rame de train articulee et voiture permettant de constituer une telle rame
DE102012110443A1 (de) * 2012-10-31 2014-04-30 Deutsches Zentrum für Luft- und Raumfahrt e.V. Kupplungsvorrichtung für Schienenfahrzeug
FR3029486B1 (fr) * 2014-12-08 2017-01-13 Alstom Transp Tech Voiture ferroviaire de transport de voyageurs a deux etages et rame comprenant une telle voiture
FR3035056B1 (fr) 2015-04-16 2018-08-31 Metrolab Rame constituee d'une pluralite de vehicules ferroviaires a deux niveaux pour passagers et fret
FR3042768B1 (fr) * 2015-10-23 2018-01-12 Alstom Transport Technologies Vehicule ferroviaire comprenant au moins un bogie abaisse
FR3047715B1 (fr) * 2016-02-11 2019-06-21 Alstom Transport Technologies Vehicule ferroviaire comprenant deux voitures et un passage d'interconnexion comprenant chacun deux niveaux
RU2635721C1 (ru) * 2016-06-28 2017-11-15 Юрий Михайлович Ермаков Гибкий поезд
US10442447B2 (en) * 2017-03-17 2019-10-15 Bombardier Transportation Gmbh Seating arrangement for a front end of a monorail car
FR3082168B1 (fr) * 2018-06-08 2020-08-28 Alstom Transp Tech Voiture de vehicule ferroviaire, comprenant des sieges fixes sur planchers inclines

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE664933C (de) * 1931-10-11 1938-09-10 Christoph & Unmack Akt Ges Eisenbahnzug
US2685845A (en) * 1947-02-18 1954-08-10 Acf Ind Inc Railway car radus rod
US2865306A (en) * 1956-03-16 1958-12-23 Pullman Standard Car Mfg Co Train consist
US3557712A (en) * 1968-05-08 1971-01-26 Gen Am Transport Railway trains for combination railway and passenger automobile transportation, and cars therefor
DE2010642A1 (de) * 1969-12-31 1971-07-08 VEB Waggonbau Görlitz, χ 8900 Görlitz Schienengliederzug

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6945176B2 (en) * 2001-11-16 2005-09-20 Talgo Oy Intercommunicating passageways in double-decker railway coaches
EP3159236B1 (fr) 2015-10-23 2019-03-20 ALSTOM Transport Technologies Véhicule ferroviaire comprenant au moins un bogie abaissé

Also Published As

Publication number Publication date
DE59307821D1 (de) 1998-01-22
CN1102619A (zh) 1995-05-17
FI109344B (fi) 2002-07-15
NO300035B1 (no) 1997-03-24
NO943325D0 (no) 1994-09-08
DK0642964T3 (da) 1998-08-24
PL304944A1 (en) 1995-03-20
EP0642964A1 (de) 1995-03-15
NO943325L (no) 1995-03-13
FI944099A (fi) 1995-03-11
PL175398B1 (pl) 1998-12-31
CN1072574C (zh) 2001-10-10
ATE160981T1 (de) 1997-12-15
ES2112940T3 (es) 1998-04-16
FI944099A0 (fi) 1994-09-07

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