EP2229305A1 - Multiple-unit rail vehicle - Google Patents
Multiple-unit rail vehicleInfo
- Publication number
- EP2229305A1 EP2229305A1 EP08864201A EP08864201A EP2229305A1 EP 2229305 A1 EP2229305 A1 EP 2229305A1 EP 08864201 A EP08864201 A EP 08864201A EP 08864201 A EP08864201 A EP 08864201A EP 2229305 A1 EP2229305 A1 EP 2229305A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- car body
- chassis
- rail vehicle
- vehicle according
- vehicle
- 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.)
- Granted
Links
- 238000009826 distribution Methods 0.000 claims description 15
- 238000010276 construction Methods 0.000 claims description 6
- 230000007704 transition Effects 0.000 claims description 2
- 230000002349 favourable effect Effects 0.000 description 5
- 238000005457 optimization Methods 0.000 description 4
- 230000004308 accommodation Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 238000003860 storage Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 239000002131 composite material Substances 0.000 description 2
- 230000005484 gravity Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000001816 cooling Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000013505 freshwater Substances 0.000 description 1
- 238000003032 molecular docking Methods 0.000 description 1
- 231100000817 safety factor Toxicity 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 239000002351 wastewater Substances 0.000 description 1
Classifications
-
- 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
- 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
- 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
- B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
Definitions
- the present invention relates to a rail vehicle having a first body supported on at least one first chassis, a second body supported on at least one second chassis, and a third body adjacent the first body and the second body; wherein the third car body is short in relation to the first car body and the second car body in the longitudinal direction of the rail vehicle and receives at least a major part of a drive equipment of the rail vehicle.
- Such a vehicle is known for example from EP 0 631 917 A1.
- the entire drive equipment is housed in a central drive module that is short in relation to the two adjoining passenger modules.
- the body of the drive module is supported on a central bogie.
- the car bodies of the two adjacent passenger modules are supported on the body of the drive module on the central bogie, while they are supported at their respective other end on another bogie.
- the present invention is therefore based on the object to provide a rail vehicle of the type mentioned, which overcomes the disadvantages mentioned above and in particular with a simple structure and high transport capacity of the rail vehicle, an improved mass distribution in terms of both the permissible wheel loads and on allows the traction power to be transmitted.
- the present invention solves this problem starting from a rail vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
- the present invention is based on the technical teaching that with a simple design and high transport capacity of the rail vehicle can achieve improved mass distribution when two suspensions are arranged in the region of the short intermediate module, at least one of the two chassis at least two wheel units (ie wheelsets and or pairs of wheels).
- This design makes it possible, on the one hand, to keep the wheel loads sufficiently low despite the concentration of the drive equipment in the region of the short intermediate module, so that longer passenger modules can nevertheless be used than in the previous vehicles with such a concentration of the drive equipment.
- Another advantage of this design is that with the concentration of the drive equipment, a mass distribution can be achieved that allows maximizing the traction power transmitted to the rail while maintaining the maximum wheel loads.
- a rail vehicle for this purpose with a first vehicle body supported on at least one first chassis, a second vehicle body supported on at least one second chassis, and a third body which is the first vehicle body and the second body is arranged adjacent.
- the third carbody is short in relation to the first carbody and the second carbody in the longitudinal direction of the rail vehicle and accommodates at least a majority of a drive equipment of the rail vehicle.
- the first chassis is arranged in the connection area between the first car body and the third car body, while the second undercarriage in the Connection area between the second car body and the third car body is arranged.
- the first chassis and / or the second chassis comprises at least two wheel units.
- the number of wheel units and the dimensions of the car bodies can basically be chosen in any suitable manner in order to achieve an optimization with respect to the wheel loads and the transport capacity of the vehicle.
- an optimization with regard to the transmittable traction power is preferably also provided.
- the first chassis preferably comprises at least one driven wheel unit and a nominal mode with a nominal loading of the vehicle bodies is provided.
- the dimensions of the first carbody and the third carbody as well as the mass distribution of the part of the drive equipment picked up by the third carbody are then selected such that the wheel load of the driven wheel unit is at 92% to 99% of the maximum permissible wheel load.
- the wheel load of the driven wheel unit is 95% to 98% of the maximum permissible wheel load.
- the two chassis can basically be designed in any suitable manner.
- any type of chassis can be used.
- bogies are used. Consequently, it is provided in preferred variants of the invention that the first chassis and / or the second chassis designed as a bogie.
- any type of turntable can be used. For example, under the first car body and the second car body in the respective connection area to the third car body conventional end bogies are used, while the third car body only over the two adjacent
- the first chassis and / or the second chassis is designed as a Jacobs bogie.
- the variant with EndFEgestellen has next to the simple design of the bogie the advantage that at a given length (ie dimension in the longitudinal direction of the vehicle) of the first car body and the second car body over a Jacobs bogie increased wheel loads are achieved, which from the point of view Increase in the transferable traction performance can be beneficial.
- a Jacobs bogie contrast the advantage that at the same allowable wheel loads longer (first or second) car bodies are possible.
- the support of the respective car bodies on the associated chassis can take place in any suitable manner.
- all car bodies can be supported directly on the associated chassis. It is understood, however, that all other variants of the invention, an indirect support of one of the car bodies can be done on the corresponding chassis via an adjacent car body.
- the third vehicle body is supported in at least one connection region via the vehicle body adjacent to this connection region on the chassis assigned to this connection region. This simplifies the connection of the chassis to the relevant (first or second) car body.
- provision may also be made for the first vehicle body and / or the second vehicle body to be supported via the third vehicle body on the chassis associated with the associated connection region.
- the first chassis and / or the second chassis may be a non-powered landing gear. This has the advantage that due to the lack of engines and transmissions lower by the chassis itself related wheel loads act, which can be beneficial in terms of compliance with maximum allowable wheel loads.
- the first chassis and / or the second chassis comprises at least one driven wheel unit.
- This has the advantage outlined above in detail that comparatively high wheel loads are achieved in the region of the first and / or second chassis due to the concentration of the drive equipment, which are advantageous in view of the transferable traction on the rails. It may prove to be particularly advantageous if the respective wheel unit is driven by a separate drive. Furthermore, it can be with regard to a uniform and cheap Distribution of traction power be advantageous if the first chassis and the second chassis each comprise exactly one driven wheel unit.
- the propulsion equipment may be any suitable propulsion equipment.
- it may be a combination of an internal combustion engine and an electric drive (for example a diesel-electric drive unit).
- the drive equipment is an electric drive equipment, since this particular can be easily distributed or arranged in such short car body modules.
- the drive equipment (of course, with the exception of the components to be mounted directly on the chassis, such as, if appropriate, the motors) can essentially be received completely by the third vehicle body.
- the part of the drive equipment accommodated by the third car body may in principle comprise any heavy components of the drive equipment.
- the part of the drive equipment received by the third car body comprises a current collector and / or a transformer and / or a rectifier and / or a DC link device and / or a traction inverter.
- the third car body has at most one emergency seating for passengers, in particular is free of a travel seating for passengers.
- the third car body is inaccessible to passengers and thus is completely available for the distribution of the drive equipment available.
- the third car body provides a passage between the first and second car body.
- the third one Car Body therefore a passage area, which is provided for passing the third car body in the transition from the first car body in the second car body.
- emergency seats or the like can then be provided in this area, for example.
- other fittings such as luggage compartments or even toilets or other service areas may be provided.
- the first car body and the second car body can be designed arbitrarily. Preferably, they are designed as passenger cars. Thus, it is therefore provided that the first car body and / or the second car body has a travel seating for passengers.
- the length ratios of the car bodies there is basically no restriction. It is preferably provided that in the longitudinal direction of the rail vehicle, the length of the first car body and / or the second car body corresponds to at least three times the length of the third car body, in particular at least four times the length of the third car body. This results in an advantageously high transport capacity of the rail vehicle.
- a fourth car body, fifth car body and a sixth car body is provided, wherein the sixth car body adjacent to the fourth car body, which is supported on a third chassis, in the connection area between the fourth car body and the sixth car body is arranged. Furthermore, the sixth car body adjoins the fifth car body, which is supported on a fourth chassis, which is arranged in the connection area between the fifth car body and the sixth car body.
- This sixth car body is in turn short in relation to the first car body and the second car body in the longitudinal direction of the rail vehicle.
- the sixth car body can be designed and equipped like the third car body, so that a longer vehicle network is formed with such short intermediate modules with the advantages described above.
- a five-part vehicle composite may be formed, in which case, for example, the second car body and the fourth car body are formed by the same car body.
- the sixth car body corresponds only in its dimensions and / or in terms of the arrangement of the chassis essentially the third car body, while it is otherwise equipped.
- at least substantially no drive equipment is arranged in the sixth car body and, additionally or alternatively, vehicle bodies of large mass are arranged.
- toilet facilities possibly including their fresh or waste water tanks that can be arranged, for example, underfloor
- correspondingly heavy goods or fixtures for example, for a board restaurant or the like
- the present invention can be used in connection with any rail vehicles. Particularly advantageous is their use in connection with double-decker vehicles, since in these the advantage outlined above is longer
- Passenger modules comes particularly strong due to the installation space to be provided for stairs or ramps.
- the first car body and / or the second car body is formed double-decker.
- Figure 1 is a schematic side view of part of a preferred embodiment of the rail vehicle according to the invention.
- FIG. 2 shows a schematic section through the embodiment from FIG. 1 (along line H-II from FIG. 1)
- Figure 3 is a schematic side view of part of another preferred embodiment of the rail vehicle according to the invention.
- Figure 4 is a schematic side view of part of a further preferred embodiment of the rail vehicle according to the invention.
- Figure 5 is a schematic side view of part of another preferred embodiment of the rail vehicle according to the invention.
- Figure 6 is a schematic side view of part of another preferred embodiment of the rail vehicle according to the invention.
- Figure 7 is a schematic side view of part of another preferred embodiment of the rail vehicle according to the invention.
- FIG. 8 shows a schematic section through the embodiment of FIG. 1 (along line VIII-VIII from FIG. 7).
- FIG. 1 shows a schematic side view
- FIG. 2 shows a schematic section along the line H-II from FIG.
- the rail vehicle 101 includes a first body 102 of the first
- Passenger module 101.1 a second car body 103 of the second passenger module 101.2 and a third car body 104 of the intermediate module 101.3.
- the third car body 104 is arranged in the longitudinal direction of the rail vehicle 101 (ie in the direction of the longitudinal axis 101.1 of the rail vehicle 101) directly between the first car body 102 and the second car body 103.
- the third carbody 104 is short compared to the first carbody 102 and the second carbody 103.
- the length (dimension in the direction of the longitudinal axis 101.4) of the third car body 104 is less than 25% of the length of the first car body 102 and the second car body 103, both of which have substantially the same length.
- first chassis 105 is designed in the manner of a Jacobs bogie with two wheel units in the form of wheelsets 105.1.
- second chassis 106 is also designed in the manner of a Jacobs bogie with two wheel units in the form of wheelsets 106.1.
- the intermediate module 101. 3 is designed as a compact drive module which receives a majority of a drive equipment 107 of the rail vehicle 101.
- a pantograph 107.1 is arranged on the roof of the third car body 104, which decreases electrical energy from a catenary 108.
- the current collector 107.1 is connected to a transformer 107.2 of the drive equipment 107.
- the first bogie 105 and the second bogie 106 are each formed as a drive bogie with at least one driven by a (not shown) motor gear 105.1 and 106.1.
- the traction inverters 107.5 and 107.6 required for this purpose (connected to the DC link device 107.4) are arranged underfloor in the adjacent first vehicle body 102 and the adjacent second vehicle body 103, respectively. This has the advantage of being a cheaper one
- Mass distribution in the vehicle 101 can be achieved without increasing the assembly and maintenance effort by long distances between the individual components of the drive equipment 107 considerably.
- the design just described makes it possible, on the one hand, to keep the wheel loads of the running gears 105 and 106 sufficiently low despite the concentration of the drive equipment in the region of the short intermediate module 101.3, so that the first passenger module 101.1 and the second passenger module 101.2 can have a greater length than this in the previously known vehicles with such a concentration of Drive equipment in a short drive module was possible.
- Another advantage of this design is that with the concentration of the drive equipment, a mass distribution can be achieved which, while maintaining the maximum wheel loads of the bogies 105 and 106, allows maximizing the traction power transmitted to the rail.
- both trolleys 105 and 106 are provided with two wheel units. It is understood, however, that in other variants of the invention it can also be provided that only one of the two running gears is provided with two or more wheel units, while one has only a single wheel unit.
- the dimensions of the car bodies 102 to 104 are selected in the present example so that an optimization with respect to the wheel loads and the transport capacity of the vehicle is achieved. In addition, there is an optimization in terms of transferable traction performance.
- the dimensions of the first car body 102, the second car body 103 and the third car body 104 and the mass distribution of the part taken up by the third car body 104 of the drive gear 107 are selected such that the wheel load of the driven wheelsets 105.1 and 106.1 at about 95% to 98% of the maximum permissible wheel load.
- the high wheel load achieved in this way on the driven wheel unit 105.1 or 106.1 advantageously makes it possible to transmit a high level of traction to the rails.
- the transformer 107.2, the rectifier 107.3 and the intermediate circuit 107.4 are arranged in the third car body 104 in lateral compartments such that in the middle of the third car body, a passage 104.1 is formed, which allows the passengers through the third car body 104 of the first car body 102 to enter the second car body 103.
- the passage 104.1 may optionally be equipped with an emergency seating in the form of
- the third car body 104 is not equipped for the permanent transport of passengers. Only can be provided with appropriate remaining space, that in the third car body further fixtures such as luggage compartments or even toilets or other service areas are arranged.
- the drive equipment 107 may be the only drive equipment in the entire vehicle 101. But it is the same Of course, it is also possible to arrange several short drive modules 101.3 distributed in the vehicle 101.
- the engine bogies 105 and 106 may be the only driven bogies in the vehicle 101.
- the drive equipment 107 it is also possible for the drive equipment 107 to supply further driven wheel units in the vehicle.
- motor bogies can also be provided at the other end of the respective passenger module 101.1 or 101.2.
- the vehicle 201 largely corresponds in its construction and its mode of operation to the vehicle 101, so that only the differences should be discussed here.
- similar components are provided with reference numerals increased by the value 100. Unless otherwise described below, reference is made to the above comments on the first embodiment with regard to these components.
- a difference from the vehicle 101 of Figure 1 is that in the vehicle 201 instead of Jacobs bogies conventional end bogies 205 and 206 are used, which are arranged in a conventional manner substantially completely below the end of one of the car bodies.
- Car body 204 supported directly on the first end bogie 205, while the third car body 204 is supported indirectly on the first car body 202 on the first end bogie 205.
- the third car body 204 is connected to the first car body 202 via a suitable first articulated connection 209.
- the third car body 204 is supported in the connecting portion 201.6 to the second car body 203 directly on the second end bogie 206, while the second car body 203 is supported indirectly via the third car body 204 on the second end bogie 206.
- the second car body 203 is connected via a suitable second articulated connection 210 with the third car body 204.
- the first traction converter 207.5 of the drive equipment 207 (associated with the first truck bogie 205) is arranged in the third vehicle body 204.
- the underfloor in the first car body 202 freed space for housing the Endburngestells 205 can be used, so that the transport capacity of the first passenger module 201.1 (compared to the first passenger module 101.1 of Figure 1) can remain at least virtually unchanged.
- the second traction current converter 207.6 of the drive equipment 207 (associated with the second drive bogie 206) is still arranged in the second vehicle body 203.
- the second traction converter 207.5 can move closer to the end of the car body, so that the space released in the second car body 203 space can be used to the transport capacity of second passenger module 201.2 (compared to the second passenger module 101.2 of Figure 1) to increase.
- vehicle 301 largely corresponds in its construction and its mode of operation to the vehicle 101, so that only the differences should be discussed here.
- similar components are provided with reference numerals increased by the value 200. Unless otherwise described below, reference is made to the above comments on the first embodiment with regard to these components.
- a difference to the vehicle 101 of Figure 1 is that in the vehicle 301 instead of Jacobs bogies conventional end bogies 305 and 306 are used, which are arranged in a conventional manner substantially completely below the end of one of the car bodies.
- the first car body 302 is supported in the terminal portion 301.5 to the third car body 304 directly on the first end bogie 305, while the third car body 304 is supported indirectly via the first car body 302 on the first end bogie 305.
- the third car body 304 is connected to the first car body 302 via a suitable first articulated connection 309.
- the second car body 303 is supported in the docking area 301.6 to the third car body 304 directly on the second end bogie 306, while the third car body 304 is supported indirectly via the second car body 303 on the second end bogie 306.
- the third car body 304 is connected to the second car body 303 via a suitable second articulated connection 310.
- An advantage of this variant with end bogies is in addition to the simple design of the respective bogie 305 or 306 turn that at a given length of the first car body 302 and the second car body 303 compared to the variant with the Jacobs bogies 105 and 106 of Figure 1 increased wheel loads can be achieved, which may be favorable from the viewpoint of increasing the transmittable traction power.
- the two passenger modules 301.1 and 301.2 can be made identical, which simplifies both their manufacture and their later use.
- they can be designed in a particularly simple manner, since they (apart from the components arranged on the respective drive bogie 305 or 306) do not have to receive any further components of the drive equipment 307.
- Drive equipment 307 (such as the transformer 307.2) in the third car body 304 may optionally be arranged underfloor, as under the third Car body 304 no landing gear is located.
- the third car body 304 can be made shorter and simpler.
- his focus shifted in the direction of the rails which is among other things from a driving dynamics point of advantage.
- the vehicle 401 largely corresponds in its construction and its mode of operation to the vehicle 101, so that only the differences should be discussed here.
- similar components are provided with reference numerals increased by the value 300. Unless otherwise described below, reference is made to the above comments on the first embodiment with regard to these components.
- a difference to the vehicle 101 of Figure 1 is that the vehicle 401 uses conventional end bogies 405 and 406 instead of Jacobs bogies, but not conventionally located substantially completely below the end portion of one of the car bodies, but rather each also under the adjacent third car body 404 extend.
- the first car body 402 is supported in the connecting portion 401.5 to the third car body 404 directly on the first end bogie 405.
- the third carbody 404 is indirectly supported via the first carbody 402 on the first end bogie 405.
- the third car body 404 is connected to the first car body 402 via a suitable first articulated connection 408.
- the second car body 403 is supported in the connecting portion 401.6 to the third car body 404 directly on the second end bogie 406, while the third car body 404 is supported indirectly via the second car body 403 on the second end bogie 406.
- the third car body 404 is connected to the second car body 403 via a suitable second articulated connection 409.
- a further difference from the vehicle 101 of FIG. 1 is that in the vehicle 401 the components of the drive equipment 407 arranged in the third carbody 404 (transformer 407.2, rectifier 407.3, intermediate circuit device 407.4, traction converter 407.5 and 407.6) are arranged below the upper floor level.
- this area can even be provided with a travel seating and / or service facilities for the passengers.
- a further difference from the vehicle 101 from FIG. 1 is that the steps 402.1 and 403.1 to the top floor of the first car body 402 and of the second car body 403 are arranged as close as possible to the connection area 401.5 or 401.6 to the third car body 404. This also gives the possibility in the
- the two passenger modules 401.1 and 401.2 can be designed identically, which simplifies both their production and your subsequent use.
- they can be designed in a particularly simple manner, since they (apart from the components arranged on the respective drive bogies 405 and 406) do not have to accommodate any further components of the drive equipment 407.
- a further preferred exemplary embodiment of the vehicle 501 according to the invention will be described below with reference to FIG.
- the vehicle 501 largely corresponds in its construction and its mode of operation to the vehicle 101, so that only the differences should be discussed here.
- similar components are provided with reference numbers increased by the value 400. Unless otherwise described below, reference is made to the above comments on the first embodiment with regard to these components.
- a difference from the vehicle 101 of FIG. 1 is that in the vehicle 501 the components of the drive equipment 507 arranged in the third carbody 504 (transformer 507.2, rectifier 507.3, intermediate circuit device 507.4) are arranged on the upper floor level or even above the upper floor level.
- Travel seating and / or service facilities are provided for the passengers.
- the two passenger modules 501.1 and 501.2 can be configured identically, which simplifies both their production and their subsequent use. In addition, they can be designed in a particularly simple manner, since they (apart from the components arranged on the respective drive bogies 505 or 506) do not have to accommodate any further components of the drive equipment 507.
- a further advantage of this design is that the center of gravity of the intermediate module 501.3 shifts in the direction of the rails, which is advantageous, inter alia, from a driving dynamics point of view.
- FIGS. 1, 7 and 8 A further preferred exemplary embodiment of the vehicle 601 according to the invention is described below with reference to FIGS. 1, 7 and 8.
- the vehicle 601 largely corresponds in its construction and its mode of operation to the vehicle 101, so that only the differences should be discussed here.
- similar components are provided with reference numerals increased by the value 500. Unless otherwise described below, reference is made to the above comments on the first embodiment with regard to these components.
- FIG. 7 shows a schematic side view of the vehicle 601
- FIG. 8 shows a schematic section along the line VIII-VIII from FIG.
- the third passenger module 601.7 comprises a fourth car body 613, the fourth passenger module 601.8 a fifth car body 614 and the intermediate module 601.9 a sixth car body 615th
- the sixth car body 615 is in the longitudinal direction of the rail vehicle 601 (ie in the direction of the longitudinal axis of the rail vehicle) directly between the fourth Car body 613 and the fifth car body 614 arranged. It is understood that the fourth car body 613 may be identical to the second car body 103, so that an at least five-part vehicle composite is formed.
- the sixth car body 615 is short in comparison with the first car body 102 and the second car body 103 (shown in FIGS. 1 and 2).
- the length (dimension in the direction of the longitudinal axis 101.4) of the sixth car body 615 is less than 25% of the length of the first car body 102 and the second car body 103, both of which have substantially the same length.
- the fourth car body 613 and the sixth car body 615 are each supported directly on a third chassis 616.
- the third chassis 616 is in turn designed in the manner of a Jacobs bogie with two wheel units in the form of wheelsets 616.1.
- the fifth car body 614 and the sixth car body 615 are each supported directly on a fourth chassis 617.
- the fourth chassis 617 is also designed in the manner of a Jacobs bogie with two wheel units in the form of wheelsets 617.1.
- the intermediate module 601.9 is in turn designed as a compact module which accommodates several internals of greater mass instead of a drive equipment.
- a toilet device 619 is arranged, the fresh and
- Sewer tanks 619.1 below ground in the space between the two chassis 616 and 617 are arranged. Furthermore, a storage room 620 is provided in which typically heavy goods or installations are installed. These may include kitchen or restaurant facilities of an on-board restaurant. As with the intermediate module 101.3 is also a correspondingly favorable
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL10168952T PL2236379T3 (en) | 2007-12-20 | 2008-12-22 | Multiple-unit rail vehicle |
EP10168952A EP2236379B1 (en) | 2007-12-20 | 2008-12-22 | Multiple-unit rail vehicle |
PL08864201T PL2229305T3 (en) | 2007-12-20 | 2008-12-22 | Multiple-unit rail vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102007062517A DE102007062517A1 (en) | 2007-12-20 | 2007-12-20 | Multi-unit rail vehicle |
PCT/EP2008/011046 WO2009080356A1 (en) | 2007-12-20 | 2008-12-22 | Multiple-unit rail vehicle |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10168952.9 Division-Into | 2010-07-08 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2229305A1 true EP2229305A1 (en) | 2010-09-22 |
EP2229305B1 EP2229305B1 (en) | 2012-12-05 |
Family
ID=40578851
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10168952A Active EP2236379B1 (en) | 2007-12-20 | 2008-12-22 | Multiple-unit rail vehicle |
EP08864201A Active EP2229305B1 (en) | 2007-12-20 | 2008-12-22 | Multiple-unit rail vehicle |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10168952A Active EP2236379B1 (en) | 2007-12-20 | 2008-12-22 | Multiple-unit rail vehicle |
Country Status (6)
Country | Link |
---|---|
EP (2) | EP2236379B1 (en) |
AT (1) | ATE544652T1 (en) |
DE (1) | DE102007062517A1 (en) |
ES (1) | ES2400981T3 (en) |
PL (2) | PL2236379T3 (en) |
WO (1) | WO2009080356A1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
PL2335993T5 (en) * | 2009-12-18 | 2021-12-06 | Bombardier Transportation Gmbh | High capacity passenger train set |
DE102015215640A1 (en) * | 2015-08-17 | 2017-02-23 | Bombardier Transportation Gmbh | Rail vehicle car pair |
FR3064577B1 (en) * | 2017-03-29 | 2020-03-13 | Alstom Transport Technologies | RAIL VEHICLE COMPRISING PARTIALLY STANDARDIZED CARS |
DE102017213598A1 (en) * | 2017-08-04 | 2019-02-07 | Siemens Aktiengesellschaft | Multi-unit rail vehicle |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
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GB354747A (en) * | 1930-04-07 | 1931-08-07 | Armstrong W G Whitworth & Co | Improvements in articulated rail motor coach units |
BE395513A (en) * | 1932-04-12 | |||
DE883706C (en) * | 1951-08-08 | 1953-09-28 | Hans Dr Jur Gloede | Motorized dining car train for country road operation |
DE7926648U1 (en) * | 1978-05-09 | 1980-01-03 | Socimi-Societa Costruzioni Industriali Milano S.P.A., Mailand (Italien) | WAGON CONVOY FOR TRAMS AND ABOVE GROUND TRACKS |
FR2675759B1 (en) * | 1991-04-26 | 1994-06-03 | Anf Ind | RAILWAY RAILWAY WITH MOTOR BOAT. |
ATE170471T1 (en) | 1993-07-01 | 1998-09-15 | Siemens Sgp Verkehrstech Gmbh | RAIL VEHICLE |
DE19819094A1 (en) * | 1997-11-05 | 1999-05-06 | Abb Research Ltd | Rail vehicle system |
EP1685015B1 (en) | 2003-11-19 | 2014-01-08 | Bombardier Transportation GmbH | Articulated passenger rail vehicle with an intermediate car module |
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2007
- 2007-12-20 DE DE102007062517A patent/DE102007062517A1/en not_active Withdrawn
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2008
- 2008-12-22 AT AT10168952T patent/ATE544652T1/en active
- 2008-12-22 PL PL10168952T patent/PL2236379T3/en unknown
- 2008-12-22 ES ES08864201T patent/ES2400981T3/en active Active
- 2008-12-22 WO PCT/EP2008/011046 patent/WO2009080356A1/en active Application Filing
- 2008-12-22 EP EP10168952A patent/EP2236379B1/en active Active
- 2008-12-22 EP EP08864201A patent/EP2229305B1/en active Active
- 2008-12-22 PL PL08864201T patent/PL2229305T3/en unknown
Non-Patent Citations (1)
Title |
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See references of WO2009080356A1 * |
Also Published As
Publication number | Publication date |
---|---|
PL2229305T3 (en) | 2013-05-31 |
EP2236379B1 (en) | 2012-02-08 |
EP2229305B1 (en) | 2012-12-05 |
DE102007062517A1 (en) | 2009-07-02 |
EP2236379A1 (en) | 2010-10-06 |
ATE544652T1 (en) | 2012-02-15 |
WO2009080356A1 (en) | 2009-07-02 |
ES2400981T3 (en) | 2013-04-15 |
PL2236379T3 (en) | 2012-07-31 |
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