EP2236379A1 - Véhicule sur rails à éléments multiples - Google Patents

Véhicule sur rails à éléments multiples Download PDF

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Publication number
EP2236379A1
EP2236379A1 EP10168952A EP10168952A EP2236379A1 EP 2236379 A1 EP2236379 A1 EP 2236379A1 EP 10168952 A EP10168952 A EP 10168952A EP 10168952 A EP10168952 A EP 10168952A EP 2236379 A1 EP2236379 A1 EP 2236379A1
Authority
EP
European Patent Office
Prior art keywords
car body
chassis
rail vehicle
carbody
vehicle according
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
Application number
EP10168952A
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German (de)
English (en)
Other versions
EP2236379B1 (fr
Inventor
Steffen Scharf
Thomas Pfeiffer
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL10168952T priority Critical patent/PL2236379T3/pl
Publication of EP2236379A1 publication Critical patent/EP2236379A1/fr
Application granted granted Critical
Publication of EP2236379B1 publication Critical patent/EP2236379B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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 for example from the EP 0 631 917 A1 known.
  • 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.
  • 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.
  • longer vehicle networks are possible.
  • 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.
  • vehicle bodies large mass are, for example, toilet facilities (possibly including their fresh or waste water tanks that can be arranged, for example, underfloor), typically with correspondingly heavy goods or fixtures (for example, for a board restaurant or the like) stocked storage rooms etc.
  • the present invention can be used in connection with any rail vehicles. Particularly advantageous is their use in connection with double-deck vehicles, since in these the above-stated advantage of longer passenger modules due to the space to be provided for stairs or ramps installation space comes particularly strong effect.
  • the first car body and / or the second car body is formed double-decker.
  • FIG. 1 shows a schematic side view
  • FIG. 2 a schematic section along the line II-II FIG. 1 shows.
  • the rail vehicle 101 includes a first car 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 transformer 107.2 is connected on the output side to a rectifier 107.3 of the drive equipment 107, which on the output side is in turn connected to a DC link device 107.4 of the drive equipment 107.
  • the transformer 107.2, the rectifier 107.3 and the intermediate circuit 107.4 are arranged distributed in the third car body 104 such that they have an approximately uniform mass distribution with respect to the longitudinal center plane of the rail vehicle 101.
  • 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 that a more favorable mass distribution in the vehicle 101 can be achieved without significantly increasing the assembly and maintenance effort by long distances between the individual components of the drive equipment 107.
  • 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 manner on the driven wheel unit 105.1 or 106.1 advantageously makes it possible to transmit a high level of traction power 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 provided with emergency seating in the form of folding seats or the like.
  • 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.
  • FIG. 3 Another preferred embodiment of the vehicle 201 according to the invention described.
  • 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 to the vehicle 101 from FIG. 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 portion of one of the car bodies.
  • the first car body 202 is supported in the docking area 201.5 to the third car body 204 directly on the first end bogie 205, while the third car body 204 is supported indirectly via 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 drive bogie 205) is arranged in the third vehicle body 204.
  • the underfloor in the first car body 202 freed space for the accommodation of the end bogie 205 can be used, so that the transport capacity of the first passenger module 201.1 (compared to the first passenger module 101.1 from FIG. 1 ) can at least remain 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 off FIG. 1 ) increase.
  • FIG. 4 Another preferred embodiment of the vehicle 301 according to the invention described.
  • the 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 from FIG. 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 portion 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 and 306 turn that at a given length of the first car body 302 and the second car body 303 with respect to the variant with the Jacobs bogies 105 and 106 from FIG. 1 increased wheel loads can be achieved, which may be favorable from the viewpoint of increasing the transmittable traction power.
  • the traction converters 307.5 and 307.6 of the drive equipment 307 are arranged in the third car body 304.
  • the underfloor in the first car body 302 and the second car body 303 freed space for the accommodation of the end bogie 305 or 306 are used, so that the transport capacity of the respective passenger module 301.1 or 301.2 (compared to the passenger modules 101.1 and 101.2 off FIG. 1 ) can at least remain virtually unchanged.
  • 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.
  • Another advantage of this design is that even larger parts of the drive equipment 307 (such as the transformer 307.2) in the third car body 304 may optionally be arranged below ground, as under the third Car body 304 no landing gear is located. As a result, the third car body 304 can be made shorter and simpler. In addition, his focus shifted in the direction of the rails, which is among other things from a driving dynamics point of advantage.
  • the drive equipment 307 such as the transformer 307.2
  • FIG. 5 Another preferred embodiment of the vehicle according to the invention 401 described.
  • 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 from FIG. 1 is that in the vehicle 401 instead of Jacobs bogies conventional end bogies 405 and 406 are used, which, however, are not arranged in a conventional manner substantially completely below the end of one of the car bodies, but also extend below the adjacent third car body 404 ,
  • 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 supported indirectly via the first car body 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 409.
  • 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 410.
  • Another difference to the vehicle 101 from FIG. 1 consists in that the stairs 402.1 and 403.1 to the top floor of the first car body 402 and 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 results in the possibility to use in the space below the stairs 402.1 or 403.1 for the accommodation of other facilities 411, 412 of the vehicle 401 (for example, for auxiliary equipment such as air conditioners, etc.).
  • components of the drive equipment may in turn also be arranged there in other variants of the invention. This design allows optimal space utilization, which among other things increases the transport capacity of the vehicle 401.
  • 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.
  • Another advantage of this design is that the center of gravity of the intermediate module 401.3 is displaced in the direction of the rails, which is advantageous, inter alia, from a driving dynamics point of view.
  • FIG. 6 Another preferred embodiment of the vehicle according to the invention 501 described.
  • 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 to the vehicle 101 from FIG. 1 is that in the vehicle 501 arranged in the third car body 504 components of the drive equipment 507 (transformer 507.2, rectifier 507.3, DC 507.4) are located on the upper floor level or even above the upper floor level.
  • the passage 504.1 is a free passage, which optionally is at least partially at an intermediate level between the upper floor level and the lower floor level.
  • this area can even be provided with a travel seating and / or service facilities for the passengers.
  • the two passenger modules 501.1 and 501.2 can be designed identically, which simplifies both their manufacture 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 Another preferred embodiment of the vehicle according to the invention 601 described.
  • 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.
  • FIG. 7 shows a schematic side view of the vehicle 601
  • FIG. 8 a schematic section along the line VIII-VIII FIG. 7 shows.
  • 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 compared to the first car body 102 and the second car body 103 (from the Figures 1 and 2 ) formed short.
  • 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.
  • connection area 601.10 between the fourth car body 613 and the sixth car body 615 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 514 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 waste water tanks 619.1 are arranged underfloor in the space between the two trolleys 616 and 617.
  • 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.
  • a correspondingly favorable axle load distribution is also achieved here. It is understood, however, that in other variants of the invention in this intermediate module, in addition to or as an alternative to seating for passengers, additional doors and further storage spaces etc. may be provided.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Handcart (AREA)
EP10168952A 2007-12-20 2008-12-22 Véhicule ferroviaire à éléments multiples Active EP2236379B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10168952T PL2236379T3 (pl) 2007-12-20 2008-12-22 Wieloczłonowy pojazd szynowy

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007062517A DE102007062517A1 (de) 2007-12-20 2007-12-20 Mehrgliedriges Schienenfahrzeug
EP08864201A EP2229305B1 (fr) 2007-12-20 2008-12-22 Véhicule ferroviaire à éléments multiples

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP08864201.2 Division 2008-12-22

Publications (2)

Publication Number Publication Date
EP2236379A1 true EP2236379A1 (fr) 2010-10-06
EP2236379B1 EP2236379B1 (fr) 2012-02-08

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Family Applications (2)

Application Number Title Priority Date Filing Date
EP10168952A Active EP2236379B1 (fr) 2007-12-20 2008-12-22 Véhicule ferroviaire à éléments multiples
EP08864201A Active EP2229305B1 (fr) 2007-12-20 2008-12-22 Véhicule ferroviaire à éléments multiples

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP08864201A Active EP2229305B1 (fr) 2007-12-20 2008-12-22 Véhicule ferroviaire à éléments multiples

Country Status (6)

Country Link
EP (2) EP2236379B1 (fr)
AT (1) ATE544652T1 (fr)
DE (1) DE102007062517A1 (fr)
ES (1) ES2400981T3 (fr)
PL (2) PL2236379T3 (fr)
WO (1) WO2009080356A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019025127A1 (fr) * 2017-08-04 2019-02-07 Siemens Aktiengesellschaft Véhicule ferroviaire à éléments multiples

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2335993B2 (fr) * 2009-12-18 2021-08-04 Bombardier Transportation GmbH Rame de train à grande capacité de passagers
DE102015215640A1 (de) * 2015-08-17 2017-02-23 Bombardier Transportation Gmbh Schienenfahrzeug-Wagenpaar
FR3064577B1 (fr) * 2017-03-29 2020-03-13 Alstom Transport Technologies Vehicule ferroviaire comportant des voitures partiellement standardisees

Citations (6)

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EP0631917A1 (fr) 1993-07-01 1995-01-04 SGP Verkehrstechnik Gesellschaft m.b.H. Véhicule ferroviaire
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WO2005049400A1 (fr) 2003-11-19 2005-06-02 Bombardier Transportation Gmbh Vehicule ferroviaire pour voyageurs articule presentant un module de voiture intermediaire

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GB354747A (en) * 1930-04-07 1931-08-07 Armstrong W G Whitworth & Co Improvements in articulated rail motor coach units
DE883706C (de) * 1951-08-08 1953-09-28 Hans Dr Jur Gloede Motorisierter Speisewagenzug fuer Landstrassenbetrieb
FR2675759A1 (fr) * 1991-04-26 1992-10-30 Anf Ind Autorail ferroviaire a nacelle motrice.
EP0631917A1 (fr) 1993-07-01 1995-01-04 SGP Verkehrstechnik Gesellschaft m.b.H. Véhicule ferroviaire
DE19819094A1 (de) * 1997-11-05 1999-05-06 Abb Research Ltd Schienenfahrzeugsystem
WO2005049400A1 (fr) 2003-11-19 2005-06-02 Bombardier Transportation Gmbh Vehicule ferroviaire pour voyageurs articule presentant un module de voiture intermediaire

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WO2019025127A1 (fr) * 2017-08-04 2019-02-07 Siemens Aktiengesellschaft Véhicule ferroviaire à éléments multiples

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EP2229305A1 (fr) 2010-09-22
PL2229305T3 (pl) 2013-05-31
PL2236379T3 (pl) 2012-07-31
ATE544652T1 (de) 2012-02-15
EP2229305B1 (fr) 2012-12-05
EP2236379B1 (fr) 2012-02-08
WO2009080356A1 (fr) 2009-07-02
ES2400981T3 (es) 2013-04-15

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