EP1024070B1 - Rame ferroviaire modulaire et convoi ferroviaire formé de telles rames - Google Patents

Rame ferroviaire modulaire et convoi ferroviaire formé de telles rames Download PDF

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Publication number
EP1024070B1
EP1024070B1 EP00400088A EP00400088A EP1024070B1 EP 1024070 B1 EP1024070 B1 EP 1024070B1 EP 00400088 A EP00400088 A EP 00400088A EP 00400088 A EP00400088 A EP 00400088A EP 1024070 B1 EP1024070 B1 EP 1024070B1
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EP
European Patent Office
Prior art keywords
bogie
vehicle
railway
vehicles
axle
Prior art date
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Expired - Lifetime
Application number
EP00400088A
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German (de)
English (en)
French (fr)
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EP1024070A1 (fr
Inventor
Guy Devulder
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Alstom Transport Technologies SAS
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Alstom SA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C11/00—Locomotives or motor railcars characterised by the type of means applying the tractive effort; Arrangement or disposition of running gear other than normal driving wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • 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

Definitions

  • the invention relates to a modular train set consisting of modules in the form of so-called “two-level vehicles” "(Two superimposed levels and an intermediate level of access to the vehicle), and a railway convoy formed of such trains.
  • the invention aims to create such modular trains and convoys offering good comfort for passengers and, whatever their composition, masses approximately equally spread over the entire length of the train or convoy, performances practically identical from one train or convoy to another, and good profitability for the transporter.
  • a modular design allows build large capacity trains and convoys when demand transport is important, especially since the modules are two-level type, and avoids the use of oversized materials when demand is low, without this flexibility of implementation implying very significant investments for the transporter.
  • comfort of travelers implies that they have space not too reduced, which requires that the capacity can be increased by regularly, that is to say that the spaces reserved for travelers in all modules are approximately equal.
  • axle load values are as close as possible; for reasons of reliability and security, it is also necessary that the on-board equipment, whether mechanical or electrical, does not work not to the maximum of their possibilities (axle load, but also transmitted and dissipated electrical powers, electrical isolation, etc.); these materials must therefore not be reduced in quantity and / or in volume recklessly, but rather they should be distributed in the manner the most appropriate solution generally adopted in the case of single-level vehicles, which consists of distributing equipment along the vehicle, mostly in boxes located under the compartment for travelers, is not applicable in the case of two-level vehicles under penalty of driving to high vehicles leaving imposed sizes, and more lacking in stability.
  • the distribution of materials must be made without affecting passenger capacity too much, without compromise their comfort by reducing the volume allocated to each from them or by interfering with access to the seats and to the various amenities (bar, toilets, storage space for luggage) including for travelers with disabilities, and without interfering with the flow of staff along the train; it must also be compatible with the constitution different vehicles from a single body structure.
  • the invention also aims to solve these problems.
  • the addition or removal of vehicles can affect the performance of trains or convoys due to the differences in engine level introduced, and require the adaptation of the speeds of all the trains and all the convoys traveling at the speed of the slowest train or convoy, that is, except incident, the train or the convoy whose engine level related to the load, is the lowest; the invention aims to create oars and convoys modular not significantly presenting such a drawback.
  • motorization rate equal to the ratio the number of drive axles to the total number of axles on the vehicle, or of the vehicle group.
  • the object of the invention is to remedy the drawbacks of the trains and known convoys and meet the conditions as much as possible above.
  • the invention relates to a modular railway train formed by at least two vehicles with two superimposed levels, comprising at least one bogie comprising at least one driving axle, at least one bogie comprising at least one simply carrying axle, and materials on-board comprising at least one electronic power supply unit for supply traction energy to one or more traction motors, minus traction power supply equipment to power in energy the block, at least one auxiliary energy supply equipment to supply power to auxiliary devices, and at least one device for connection to an overhead energy supply network, in which the motorization rate of a vehicle or group is defined of vehicles as the ratio of the number of drive axles to the number total axles of the vehicle or group of vehicles, characterized by that at least one vehicle has at least one bogie comprising at least at least one driving axle and at least one bogie comprising at least one axle simply carrying, at least one bogie of the train including at at least one simply carrying axle is associated with at least one of said materials on board arranged approximately above this bogie, and the relationship between the two respective motorization rates of two groups of any
  • the invention also consists of a rail convoy comprising at least two trainsets as defined above, connected by removable connection means.
  • the railway trainsets according to the invention shown on the figures are reams known as two levels (two superimposed levels and an intermediate level) with electric traction.
  • the on-board equipment includes relatively heavy equipment, and also notably devices lighter, and the uniformity of the loads by bogie or even by axle does not can only be achieved by judicious distribution of equipment heavy and lighter devices.
  • axle or bogie groups together, for a driving axle or a driving bogie, the axle or the bogie proper and their engine (s); so, in the following, we will call axle engine the assembly consisting of an axle itself and its engine traction, motor bogie the assembly consisting of two driving axles, simply carrying axle or carrying axle a non-powered axle, and simply carrying bogie or carrying bogie a non-motorized bogie; it comes out from the above that the heavy axles and bogies are the axles and the driving bogies, and the axles and the light bogies are the axles and simply carrying bogies; we can also define semi-motorized bogies as those consisting of a driving axle and an axle simply carrier, whose mass is intermediate between that of the bogies motors and that of the carrying bogies.
  • Heavy equipment is mostly devices for connection to the overhead power supply network such as pantographs, those with electrotechnical components with magnetic circuits such as power equipment in traction energy comprising transformers and inductors, because these components form a whole that it is impossible to split and little desirable to replace with several components of lower mass, electronic traction power supply units intended for provide traction motors in an appropriate form with energy from of the air network possibly via a transformer, auxiliary energy supply equipment for supplying in particular auxiliary motors, and filter capacitors; we can also fall into this category including batteries accumulators, compressor units and tanks for fluids used in these groups.
  • light devices include low-voltage cabinets, and electronic control units various, can be accommodated in boxes or drawers that can be placed in low voltage cabinets even if, in the drawings, for a better understanding, they are represented juxtaposed.
  • traction equipment including traction motors and their electronic power supply
  • energy supply equipment electric to traction equipment
  • energy supply equipment pneumatic it being understood that it is not desirable to disseminate the materials belonging to the same group, in order to limit the length of transmission cables (electrical or fluidic) in each group.
  • the traction motors chosen are of the 500 volt type in three-phase alternating voltage, and this choice requires the transformation of electrical energy available on the overhead electrical power network transmitted by a connection device such as a pantograph, for achieve such an electrical voltage.
  • traction power supply equipment generally at least minus a transformer, and inductance (s); in particular as it is necessary to prevent transmission between the overhead network and the train, interference induced or due to switching, there is provision in the equipment supply, at least one inductance filter.
  • additional equipment for example additional transformers, can be offered as an option. If the train is to run in regions where the network voltages are different, it must be type bi-tension, even tri-tension.
  • auxiliary power supply equipment including a static converter providing this voltage, as well as, for batteries accumulators, from 72 volts continuous, from 1500 volts continuous or 3000 volts DC or other available voltage.
  • a step-down transformer adapted to receive these 25,000 volts alternating at the primary, each secondary winding supplying a single phase bridge with forced switching delivering a 1500 volts DC voltage to the inverter and static converter already mentioned.
  • the single phase bridge with forced switching is here and preferably integrated in the electronic power supply unit including the inverter.
  • Each train comprises, apart from the materials which come to be described, different cabinets containing essentially for the one electrotechnical components and for the other electronic components, for example low voltage cabinets and electronic cabinets to be accessible to the driver and for this purpose arranged in the cabins provided for this one in the train, and at least one wardrobe banal low voltage; it also includes air conditioning units separate for each cabin and for compartments for travelers. At least one continuous circuit breaker is provided to cut the power supply to the inverters in the event of overcurrent or overvoltage. of the already mentioned compressor units and fluid reservoirs allow to supply various fluids under pressure to a certain number of devices, for example brakes and cylinders for opening and closing doors, etc ..
  • Rheostatic braking devices allow, in the assumption that it is impossible to evacuate into the supply network, unused electrical energy during braking, dissipating this energy electrical unused.
  • the oar according to the invention in its configuration minimum, is composed of two modules, that is to say two vehicles.
  • the passenger capacities of two vehicles are close, and that the materials are distributed between the two vehicles, the driving axles being, as far as possible taking into account the other constraints, less loaded than the axles simply carriers so that the masses are correctly distributed on the level, in general, of each module and as much as possible of each oar.
  • certain equipment in particular electrical are optional; these optional equipment mounted on demand of the transporter who wishes for example a tri-tension train are as far as possible provided in "habitable" locations of so that their absence allows the mounting of additional seats for travelers.
  • Materials that do not require an expanding volume in height are advantageously housed in boxes fitted to the roof modules in regions of those where the seats do not occupy two superimposed levels, i.e. near the ends of the modules approximately above the bogies, in order to stay in the templates standardized.
  • the locations of certain equipment are chosen in priority so as to limit the length of the cables (electric or fluidic).
  • the central area of the modules is occupied, below as above, by seats for travelers.
  • the upper compartments offer the same number of places seats for all modules of the same train; however, from of the same body structure, it is possible to decline modules of several types, for example modules for regional use offering up to fifty seats and modules for urban use offering upwards of twenty more places, through a location appropriate seating, less comfort requirements for short trips in urban use.
  • the difference in passenger capacity between the top and the rest of the module is greater for regional modules than for urban modules, more travelers can be placed in the end zones regional modules, at an intermediate level between the top and the bottom; in fact, in urban modules, the doors are arranged closer to ends than in regional vehicles, because in these, the relatively low platform height would make it difficult to access the vehicle if the doors were above the bogies as made possible by the greater platform height in urban areas, which therefore allows the compartments for travelers of urban modules are more long in one piece, above and below.
  • the motor bogies 10 are the end bogies of the train, and the bogies of each vehicle located near the center of the train are bogies simply carrying 11.
  • Each end of the train is reserved for one driver's cabin 12 located approximately above the bogie engine and slightly cantilevered on the vehicle chassis, in which are naturally housed the materials which are almost there essential, namely the air conditioning unit 13 of the cabin, its cabinet low voltage 14 and its electronic cabinet 15, and a cabinet apparatus 16.
  • this motor bogie in boxes fitted to the roof of the vehicle, are housed the rheostatic braking device 17, an apparatus air conditioning 18 compartments for travelers because for reasons of air conditioning efficiency each module is equipped with two devices air conditioning 18 near the two ends of the compartment higher, and according to the invention, a single relatively heavy material, namely the electronic power supply unit 19 belonging to the motors traction on the bogie motorization equipment; the control unit 20 of this block is housed in the cabin; thus, most of the group "Traction" is gathered near the cabin.
  • the low voltage cabinet 14 and the electronic cabinet 15 are on one side of the cabin, and the apparatus cabinet 16 and the control unit 20 of the electronic power supply unit motorization equipment are on the other side; this reserve distribution an approximately central free space which can be fitted with a door access to the space reserved for travelers.
  • the end zones facing the two vehicles 1, 2 are not identical to each other due to the distribution equipment on the whole train and not vehicle by vehicle.
  • one of the vehicles has at its end opposite to the cabin, that is to say approximately above its bogie simply carrier, on its roof, the connection device 21 to the network (pantograph); in this vehicle 1, are housed in cabinets or boxes, the filter inductor 22, a low-voltage switchgear 23, and the storage battery 24 on one side of the vehicle, and the transformer 25,000 volts 25 and the continuous circuit breaker 26 on the other side, i.e. the essentials of an “electrical energy” group, a central corridor allowing to move from one vehicle to another; in a box fitted to the roof of the vehicle, is housed, as we have seen an air conditioning unit 18 compartments for travelers.
  • the set may be heavier than that of the other end, the bogie being lighter since it is simply carrying.
  • seats for travelers are provided at near the cabinets, at the intermediate level between the low level and the high level. So if some of the hardware is removed, for example the transformer 25000 volts 25 in the case of a single-voltage train 1500 volts or 3000 volts, the corresponding location can be fitted with seats additional for travelers.
  • the other vehicle 2 comprises, in its opposite end zone in the cabin, internally, in boxes or drawers, or in cupboards according to their size, on one side of a central corridor, the control unit 27 of the static converter, and on the other side a compressor unit 28 and a tank 29, that is to say the essential of a "pneumatic energy" group, near which are placed passenger seats; in roof boxes, the static converter 30 belonging to the power supply equipment auxiliary energy and of course an air conditioning unit 18 of the compartments for travelers.
  • This vehicle additional 3 here comprises a motor bogie 10 and a simply carrying bogie 11, the simply carrying bogie being arranged opposite the bogie simply carrier 11 of the end vehicle 1 which is provided with a pantograph 21.
  • the two end vehicles 1, 2 are the same to a modification near one of the two vehicles, in particular in order to decrease the length of the cables.
  • the static converter 30 belonging to the auxiliary power supply equipment which fitted to a roof box of one of the end vehicles is carried over in an additional vehicle roof box 3, approximately above of the simply carrying bogie, and its control unit 27 is carried in a box placed below the converter, in the vehicle 3; the same end of this vehicle has level seats intermediate.
  • the opposite end of the additional vehicle 3, above the motor bogie 10, also includes seats at the intermediate level, thanks to the fact that the electronic power supply unit 19 of the motor bogie is in a box fitted to the vehicle roof, as well as the braking device corresponding rheostatic 17; thus only the control unit 20 of the electronic power supply unit is in a vehicle casing 3 to proximity to seats.
  • two air conditioners 18 are arranged in roof boxes, one approximately above the bogie simply carrying 11 and the other approximately above the bogie motor 10.
  • the additional vehicle 3 includes the same materials after the same transformation of an end vehicle, to apart from the fact that the motor bogie 10 also supports a low cabinet voltage; some seats for example approximately above the bogie motor, can be replaced by a toilet.
  • This complementary vehicle 4 here comprises a motor bogie 10 opposite that of the additional vehicle 3 of FIG. 2 and a bogie simply carrier 11 opposite that of the end vehicle 2 which had previously been modified; however, this end vehicle is new modified compared to the train with three vehicles, so as to include as in the train with two vehicles 1, 2, a static converter 30 in a roof box, because the complementary vehicle 4 comprises, approximately above its simply carrying bogie 11, a device connection 21 to the overhead network; however, the additional vehicle 3 retains a static roof converter 30 since it is nearby immediate connection device 21 to the network disposed on the roof of the other end vehicle 1, and a low switchgear cabinet voltage 23 is added near the control unit 20 approximately above the motor bogie; as we have seen, possibly, the control unit 20 can be housed in a box integrated into the low-voltage cabinet; approximately above the bogie simply carrier 11 of the complementary vehicle 4, we find as above of the simply carrying bogie 11 of this other end vehicle 1, of a side a filter inductor 22, a low voltage cabinet 23 and a battery accumulators 24, and
  • This additional vehicle 5 here has only two bogies simply carriers 11, but its presence does not "charge” so untimely operation of the train which initially included four vehicles and which was 50% motorized.
  • the vehicle has in its roof approximately above of each bogie 11, an air conditioning unit 18 of the compartment; inside the vehicle 5, in each end zone thereof, passenger seats are provided.
  • the trainsets which have just been described are not as possible examples of realization, but so that the motorization is distributed approximately uniformly along each train, according to the invention, these are constituted by imposing a constraint on what concerns the motorization rate.
  • the motorization rate of a vehicle or group of vehicles is defined as the ratio from the number of drive axles to the total number of axles of the vehicle or group of vehicles.
  • the ratio of motorization rates between two groups is included in a determined range; more precisely, according to the invention we have chosen that the ratio between the two respective motorization rates of two groups of any two vehicles is not less to 1/3 and not more than 3.
  • the groups of two vehicles have either a rate of 1/2 or a rate of 1/4 depending on whether they whether or not they contain the non-motorized vehicle; the rate ratio is therefore of 1 if we consider two groups made up of vehicles also motorized, and 2 or 1/2 if we consider two groups constituted differently and depending on whether the motorization rate of the most motorized group is at numerator or denominator of the rate ratio.
  • the limit rates of 1/3 and 3 correspond for example to the case where two 50% motorized vehicles, one non-motorized vehicle, and one vehicle 100% motorized.
  • the trains and convoys are always approximately motorized in proportion to the number of their vehicles and thus to their mass, we do not create a slow train or convoy as a result of its underpowering, affecting the regularity of the traffic on the lane on which would circulate such a train or such a convoy.
  • This modular design allows the carrier on the one hand to respond easily to the needs of the moment by interposing if necessary a additional vehicle 3, and a complementary vehicle 4, thus possibly an additional non-motorized vehicle 5, and on the other hand to combine two trains to form a convoy.
  • the ability to each train can be increased by adding one to three modules 3, 4, 5, without technical reasons simultaneously requiring the removal of a module already existing in the train.
  • This design also allows the carrier to do evolve its fleet if its needs were initially underestimated, continuing to use vehicles 1, 2, 3, 4, 5 already in their possession, and to minimize the initial investment of a carrier who expects an expansion medium term.
  • the oars are not designed as vehicle couplings to be autonomous but as a whole being able to count from two to here five modules, one does not succeed in the case trainsets with four or five modules, with redundant hardware, but we always make optimal use of the materials available.
  • This design also allows for regular distribution loads on the axles, thus avoiding overloaded and working axles very close to the limit allowed by railroad installations with all the disadvantages that such a practice entails.
  • the invention is not limited to the forms above described and shown, and provision may be made others without leaving its framework.
  • the fifth module of the train i.e. a motor vehicle for example at 50% like the other four (rate ratio equal to 1), or even for example that one of the elements of any train already comprising at least two vehicles 50% motorized ends, either a non-motorized vehicle or 100% motorized, which, in the case of a three-module train, would constitute a 33% motorized train (ratio of rates ranging from 1/2 to 2), or 66% (ratio of rates ranging from 2/3 to 3/2), respectively; we will note in this regard that in this case it is practically necessary that each of the vehicles ends has a pantograph above his bogie simply carrier; also it is practically necessary in the versions tri-voltages to three vehicles to have two pantographs but in this case it is advantageous to provide that it is the central vehicle which comprises the additional pantograph above his simply carrying bogie.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Chain Conveyers (AREA)
  • Organic Insulating Materials (AREA)
  • Lock And Its Accessories (AREA)
  • Handcart (AREA)
  • Near-Field Transmission Systems (AREA)
EP00400088A 1999-01-27 2000-01-13 Rame ferroviaire modulaire et convoi ferroviaire formé de telles rames Expired - Lifetime EP1024070B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9900885 1999-01-27
FR9900885A FR2788739B1 (fr) 1999-01-27 1999-01-27 Rame ferroviaire modulaire et convoi ferroviaire forme de telles rames

Publications (2)

Publication Number Publication Date
EP1024070A1 EP1024070A1 (fr) 2000-08-02
EP1024070B1 true EP1024070B1 (fr) 2003-12-03

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ID=9541268

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EP00400088A Expired - Lifetime EP1024070B1 (fr) 1999-01-27 2000-01-13 Rame ferroviaire modulaire et convoi ferroviaire formé de telles rames

Country Status (17)

Country Link
US (1) US6336409B1 (ko)
EP (1) EP1024070B1 (ko)
JP (1) JP2000280893A (ko)
KR (1) KR100610297B1 (ko)
CN (1) CN1174887C (ko)
AT (1) ATE255516T1 (ko)
AU (1) AU756678B2 (ko)
CA (1) CA2296986C (ko)
CZ (1) CZ292888B6 (ko)
DE (1) DE60006864T2 (ko)
DK (1) DK1024070T3 (ko)
ES (1) ES2211462T3 (ko)
FR (1) FR2788739B1 (ko)
HK (1) HK1029970A1 (ko)
PL (1) PL195343B1 (ko)
PT (1) PT1024070E (ko)
RU (1) RU2222445C2 (ko)

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EP2093095B1 (fr) 2008-02-20 2018-08-29 ALSTOM Transport Technologies Architecture d'un réseau d'alimentation auxiliaire répartie.

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FR2848733B1 (fr) 2002-12-12 2005-04-01 Alstom Connecteur electrique pour raccordement d'un cable assurant la liaison electrique entre deux voitures d'un vehicule ferroviaire
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JP4996849B2 (ja) * 2005-11-30 2012-08-08 株式会社東芝 電気車制御装置
JP4874718B2 (ja) * 2006-06-19 2012-02-15 株式会社東芝 電気車駆動装置
JP5121191B2 (ja) * 2006-09-05 2013-01-16 川崎重工業株式会社 低床式鉄道車両および低床式路面電車
DE102006044396A1 (de) * 2006-09-18 2008-04-03 Bombardier Transportation Gmbh Schienenfahrzeug mit einer Antriebseinrichtung
FR2912364B1 (fr) * 2007-02-09 2014-07-04 Alstom Transport Sa Automotrice de transport de passagers
RU69458U1 (ru) * 2007-03-30 2007-12-27 Открытое Акционерное Общество "Российские Железные Дороги" Состав скоростного пассажирского электропоезда
JP5512108B2 (ja) * 2008-09-03 2014-06-04 新日鐵住金株式会社 鉄道車両用操舵台車及び鉄道車両、連接車両
FR2937606A1 (fr) * 2008-10-24 2010-04-30 Alstom Transport Sa Automotrice de transport de voyageurs
FR2937940B1 (fr) * 2008-10-30 2014-06-06 Alstom Transport Sa Automotrice de transport de voyageurs
FR2940227B1 (fr) * 2008-12-24 2011-02-11 Alstom Transport Sa Automotrice de transport de voyageur comprenant des agencements standardises sous le plancher des voitures
DE102009009116B4 (de) * 2009-02-16 2021-02-25 Bombardier Transportation Gmbh Triebzug und Verfahren zu dessen Herstellung
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JP5481451B2 (ja) * 2011-09-16 2014-04-23 株式会社東芝 電気車制御装置
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JP5785897B2 (ja) * 2012-04-13 2015-09-30 株式会社日立製作所 編成車両の駆動システム，及び制御方法
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DE102013102698A1 (de) 2013-03-15 2014-09-18 Bombardier Transportation Gmbh Mehrteiliges Schienenfahrzeug
FR3006274B1 (fr) * 2013-05-28 2016-09-30 Soc Nat Des Chemins De Fer Francais Sncf Materiel roulant ferroviaire de transport comportant un vehicule non-articule
DE102013108588A1 (de) 2013-08-08 2015-03-05 Bombardier Transportation Gmbh Triebzug mit angetriebenen Drehgestellen
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CN105539455A (zh) * 2015-12-17 2016-05-04 唐山轨道客车有限责任公司 可编组的动车组
DE102016201561A1 (de) * 2016-02-02 2017-08-03 Bombardier Transportation Gmbh Schienenfahrzeugverbund
FR3063475B1 (fr) * 2017-03-01 2019-04-12 Alstom Transport Technologies Motrice de train a grande vitesse
RU178992U1 (ru) * 2017-07-03 2018-04-24 Открытое акционерное общество "Тверской вагоностроительный завод" (ОАО "ТВЗ") Вагон пассажирский
DE102017220596A1 (de) * 2017-11-17 2019-05-23 Robert Bosch Gmbh Parkroboter
RU181786U1 (ru) * 2018-01-29 2018-07-26 Общество с ограниченной ответственностью "Уральские локомотивы" Электропоезд двухсистемный
DE102018106961A1 (de) 2018-03-23 2019-09-26 Bombardier Transportation Gmbh Modulares System zur Bildung eines Schienenfahrzeuges und Schienenfahrzeug
RU184900U1 (ru) * 2018-05-03 2018-11-13 Общество с ограниченной ответственностью "Уральские локомотивы" Электропоезд постоянного тока
RU190481U1 (ru) * 2019-02-22 2019-07-02 Общество с ограниченной ответственностью "Уральские локомотивы" Электропоезд постоянного тока
RU190435U1 (ru) * 2019-02-22 2019-07-01 Общество с ограниченной ответственностью "Уральские локомотивы" Электропоезд постоянного тока
RU190057U1 (ru) * 2019-02-22 2019-06-17 Общество с ограниченной ответственностью "Уральские локомотивы" Электропоезд двухсистемный
DE102019203477A1 (de) * 2019-03-14 2020-09-17 Siemens Mobility GmbH Höchstgeschwindigkeitszug, Doppeltraktionszug und Verwendung des Höchstgeschwindigkeitszugs
RU191958U1 (ru) * 2019-06-06 2019-08-28 Общество с ограниченной ответственностью "Уральские локомотивы" Электропоезд двухсистемный
IT201900018554A1 (it) * 2019-10-11 2021-04-11 Crain Mobility S R L Sistema di mobilita’ integrata
FR3108086A1 (fr) * 2020-03-10 2021-09-17 Alstom Transport Technologies Véhicule terrestre guidé
DE102020111834A1 (de) 2020-04-30 2021-11-04 Bombardier Transportation Gmbh Schienenfahrzeugwagen mit einem Wagendach mit einem Flachdachbereich und einem Erhöhungsbereich
RU201386U1 (ru) * 2020-08-13 2020-12-11 Общество с ограниченной ответственностью "Уральские локомотивы" Электропоезд постоянного тока

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WO2009021831A1 (de) * 2007-08-13 2009-02-19 Bombardier Transportation Gmbh Schienenfahrzeug mit einer antriebseinrichtung
EP2093095B1 (fr) 2008-02-20 2018-08-29 ALSTOM Transport Technologies Architecture d'un réseau d'alimentation auxiliaire répartie.

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DE60006864T2 (de) 2004-10-28
EP1024070A1 (fr) 2000-08-02
ATE255516T1 (de) 2003-12-15
HK1029970A1 (en) 2001-04-20
CA2296986A1 (fr) 2000-07-27
DE60006864D1 (de) 2004-01-15
FR2788739B1 (fr) 2001-03-02
DK1024070T3 (da) 2004-04-05
CN1174887C (zh) 2004-11-10
CA2296986C (fr) 2007-06-26
PL338067A1 (en) 2000-07-31
CN1263839A (zh) 2000-08-23
KR20010020620A (ko) 2001-03-15
CZ292888B6 (cs) 2003-12-17
PT1024070E (pt) 2004-04-30
CZ2000321A3 (cs) 2000-08-16
FR2788739A1 (fr) 2000-07-28
RU2222445C2 (ru) 2004-01-27
KR100610297B1 (ko) 2006-08-09
US6336409B1 (en) 2002-01-08
AU756678B2 (en) 2003-01-23
JP2000280893A (ja) 2000-10-10
PL195343B1 (pl) 2007-09-28
ES2211462T3 (es) 2004-07-16
AU1353900A (en) 2000-08-03

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