EP2335993B1 - Rame de train à grande capacité de passagers - Google Patents

Rame de train à grande capacité de passagers Download PDF

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Publication number
EP2335993B1
EP2335993B1 EP09179876.9A EP09179876A EP2335993B1 EP 2335993 B1 EP2335993 B1 EP 2335993B1 EP 09179876 A EP09179876 A EP 09179876A EP 2335993 B1 EP2335993 B1 EP 2335993B1
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EP
European Patent Office
Prior art keywords
wagon
length
train set
passenger
wagons
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EP09179876.9A
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German (de)
English (en)
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EP2335993A1 (fr
EP2335993B2 (fr
Inventor
Robert Dr. Kirchhof
Benoit Gachet
Antoine Defossez
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to EP09179876.9A priority Critical patent/EP2335993B2/fr
Priority to PL09179876T priority patent/PL2335993T5/pl
Publication of EP2335993A1 publication Critical patent/EP2335993A1/fr
Publication of EP2335993B1 publication Critical patent/EP2335993B1/fr
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    • 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
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
    • B61D17/045—The sub-units being construction modules

Definitions

  • the invention relates to a passenger train set comprising a first wagon, a second wagon and a third wagon, the third wagon being arranged adjacent to and in between the first wagon and the second wagon.
  • the first wagon has a first length
  • the second wagon has a second length
  • the third wagon has a third length
  • at least one of the first, second and third wagon being a transport module including passenger transport seating (see, for example, EP 1 958 844 A1 , corresponding to the preamble of independent product claim 1).
  • train sets comprising double deck units or modules are used in order to increase the transport capacity of the train set.
  • train sets comprising double deck units or modules are used in order to maximize the transport capacity of the respective train set.
  • EP 0 616 936 A1 , EP 0 631 917 A1 and EP 0 616 935 A1 show a second basic trains concept with relatively long double deck modules without wheels suspended at each of their ends on a short intermediate support module itself being supported on a running gear and having a length of about 50% of the length of the long double deck modules.
  • This second basic train concept has the disadvantage that the intermediate support modules are comparatively short such that they show a rather limited range in terms of the functionality of their internal layout. More precisely, once a decision is made, for example, that this module is an entry module equipped with passenger doors, the functionality of the entire module is more or less frozen. This is due to the fact that, apart from the passenger doors with the associated passenger entry area, virtually no further space is available in these short modules which could provide flexibility in terms of the arrangement of any further functional equipment (e.g. passenger seating, service modules such as toilets etc, compartments for vehicle equipment such as energy supply equipment, traction equipment, auxiliary equipment etc) to be implemented in a train.
  • any further functional equipment e.g. passenger seating, service modules such as toilets etc, compartments for vehicle equipment such as energy supply equipment, traction equipment, auxiliary equipment etc
  • Both of the above basic concepts have the further disadvantage that, on the one hand, they provide relatively poor flexibility of the train sets to be formed as far as the total length of the train set is concerned. This is disadvantageous with respect to an optimized adaptation of the total length of the respective train set to the length of passenger platforms available at stations to be serviced by the train set. Furthermore, in both of these known concepts, due to the rather rigid scaling of the total train set length, there is comparatively little room for an optimization of the axle load of the respective running gear to provide optimum traction at the motorized running gears.
  • this design allows a higher flexibility with respect to the location of the functional equipment of the train set since the longer intermediate third wagon (or module) provides more space to locate and arrange functional equipment. Furthermore, also compared to the second train concept, the longer intermediate modules allow better length scaling of the train set while still providing first and second wagons (or modules) with high transport capacity and easier optimization of axle loads.
  • this design clearly allows better length scaling of the train set while still providing first and second wagons (or modules) with high transport capacity and easier optimization of axle loads.
  • the invention relates to a passenger train set comprising a first wagon, a second wagon and a third wagon, the third wagon being arranged adjacent to and in between the first wagon and the second wagon, at least one of the first, second and third wagon being a transport module including passenger transport seating.
  • the first wagon has a first length
  • the second wagon has a second length
  • the third wagon has a third length, wherein the first length and/or the second length is 105% to 165% of said third length, in particular 120% to 165% of said third length, preferably 130% to 160% of said third length.
  • the third wagon may receive arbitrary combinations of different types of functional equipment.
  • access sections may be combined with service modules (e.g. toilets, storage compartments etc) as well as compartments for vehicle equipment (e.g. energy supply equipment, traction equipment, auxiliary equipment etc).
  • service modules e.g. toilets, storage compartments etc
  • compartments for vehicle equipment e.g. energy supply equipment, traction equipment, auxiliary equipment etc.
  • the third wagon is a transport module including passenger transport seating since this configuration provides a very high transport capacity of the train set.
  • each one of the first and second wagon is a transport module including passenger transport seating in order to further enhance the transport capacity of the train set.
  • the present invention may be implemented for any type of wagon.
  • any one of the first, second and third wagon may be a single deck module.
  • at least one of the first wagon and the second wagon is a double deck module.
  • Transport capacity may even be pushed further if at least one of the first wagon and the second wagon is a double deck module without passenger platform access doors.
  • At least one of the first wagon and the second wagon is a module substantially free from heavy main components of an electrical energy supply equipment of the train set, in particular free from a current collector device, a main transformer, a main battery device, a main line converter and a traction converter.
  • a configuration of these long modules is particularly beneficial in terms of optimization of, both, the axle loads and the transport capacity.
  • the third wagon as well may be a double deck module.
  • the third wagon is a single deck module, since such a single deck module provides enhanced flexibility with respect to the arrangement of the functional equipment mentioned above.
  • Particularly advantageous configurations are achieved if the third wagon is a module with at least one passenger platform access door, since, in this case, the adjacent first and second wagon may be designed without such passenger platform access doors leading to an enhanced transport capacity of these modules.
  • the third wagon may carry at least one service compartment, in particular a toilet compartment, to keep the first and second wagon free of such service compartments.
  • the third wagon in particular in at least one roof compartment, may carry at least a part of an electrical energy supply equipment of the train set, in particular a current collector device and/or a current converter device.
  • an electrical energy supply equipment of the train set in particular a current collector device and/or a current converter device.
  • the first, second and third wagon may be supported in any suitable manner, either directly or indirectly, on one or more running gears.
  • each wagon may be supported directly on at least one associated running gear.
  • adjacent wagons share a common running gear in order to save space and achieve optimized axle loads.
  • the first wagon and the third wagon are supported on a common first running gear and/or the second wagon and the third wagon are supported on a common second running gear.
  • the respective running gear may be of any suitable type.
  • the respective running gear is a two-axle bogie to achieve good load-bearing capacity.
  • a bogie of the Jacobs type preferably in the respective running gear is a bogie of the Jacobs type, since this type is particularly beneficial in terms of achieving optimized axle load in combination with the wagons of different length and internal equipment. This is due to the fact that the central introduction of the load resulting from both wagons into such a Jacobs bogie provides a beneficial equalization of the axle loads irrespective of the individual load introduced by the respective wagon.
  • the first and second wagon may have the same length, resulting in a particularly simple wagon set (comprising a plurality of wagon types of different wagon body length) with a low number of different wagon body types.
  • the first and second wagons have a different length, since this is beneficial in terms of the flexibility of the scaling of the length of the train set to be formed.
  • the second length is 75% to 100% of the first length, in particular 80% to 95% of the first length, preferably 85% to 90% of the first length.
  • the length of the respective wagon may be chosen as a function of the transport capacity as well as the axle load to be achieved at the respective running gear.
  • at least one of the first length and the second length ranges from 12500 mm to 14500 mm, preferably from 13000 mm to 14000 mm, more preferably from 13250 mm to 13750 mm.
  • at least the other one of the first length and the second length ranges from 14500 mm to 16500 mm, preferably from 15000 mm to 16000 mm, more preferably from 15250 mm to 15750 mm.
  • the third length ranges from 9000 mm to 11000 mm, preferably from 9500 mm to 10500 mm, more preferably from 9750 mm to 10250 mm.
  • one of the first and second wagon forms an end wagon of the train set.
  • the first, second and third wagon form so-called middle wagons of the train set and at least one further (fourth) wagon is provided forming a so-called end wagon of the train set.
  • the end wagon may have any suitable design.
  • the fourth wagon is located adjacent to one of the first wagon and the second wagon and has a fourth length in the longitudinal direction of the train set.
  • the fourth length may have any suitable amount.
  • the fourth length is 125% to 170% of the third length, in particular 125% to 155% of the third length, more preferably 135% to 145% of the third length.
  • the fourth wagon may be formed by any type of vehicle module.
  • it may be a double deck module.
  • the fourth wagon is a single deck module. This is particularly beneficial in terms of locating the functional equipment of the train set since such a single deck module may receive a considerable amount of the vehicle's functional equipment.
  • the fourth wagon in particular in at least one roof compartment, carries at least a part of an electrical energy supply equipment of the train set, in particular heavy components of such as a main transformer and/or a current converter device and/or a battery device of the electrical energy supply equipment.
  • the main transformer and/or the current converter device and/or the battery device are located in the region of an end running gear, in particular a traction running gear, of the fourth wagon. This is particularly beneficial since the arrangement of these heavy components in the region of this end running gear results in an optimized axle load on this running gear (which would otherwise be the least loaded running gear). This is not only beneficial with respect to the running stability but also with respect to the crosswind stability of the vehicle.
  • the length of the fourth wagon may be chosen as a function of the transport capacity as well as the axle load to be achieved at its running gears.
  • the fourth length ranges from 13250 mm to 15250 mm, preferably from 13750 mm to 14750 mm, more preferably from 14000 mm to 14500 mm.
  • a fifth wagon is provided, the fifth wagon being an end wagon of the train set and having a fifth length in the longitudinal direction of the train set.
  • the fifth length ranges from 125% to 200% of the third length, in particular 125% to 175% of the third length, more preferably 135% to 145% of the third length.
  • the length of the fifth wagon may be chosen as a function of the transport capacity as well as the axle load to be achieved at its respective running gear.
  • the fifth length ranges from 13250 mm to 15250 mm, preferably from 13750 mm to 14750 mm, more preferably from 14000 mm to 14500 mm.
  • the fifth length ranges from 16500 mm to 18500 mm, preferably from 17000 mm to 18000 mm, more preferably from 17250 mm to 17750 mm.
  • the fifth length ranges from 18250 mm to 20000 mm, preferably from 18750 mm to 19750 mm, more preferably from 19000 mm to 19500 mm.;
  • the fifth wagon may as well be formed by any type of vehicle module.
  • it may be a single deck module providing the beneficial effect in terms of locating the functional equipment of the train set in such a single deck module as it has been outlined above.
  • the fifth wagon again is a double deck module. This is particularly beneficial since it allows further increasing the transport capacity of the train set. This holds, in particular, if the other end wagon of the train set is a single deck fourth wagon as it has been outlined above.
  • the fifth wagon in particular in at least one roof compartment, preferably carries at least a part of an electrical energy supply equipment of the train set, in particular a current converter device of the electrical energy supply equipment.
  • the current converter device is preferably located in the region of an end running gear, in particular a traction running gear, of the fifth wagon.
  • the passenger train set according to the invention may comprise an arbitrary number of further wagons depending on the total length of the train said to be achieved.
  • a further first wagon is provided, the fifth wagon being located adjacent to the further first wagon, or a further third wagon is provided, the fifth wagon being located adjacent to the further third wagon.
  • two end wagons and a plurality of middle wagons are provided, the plurality of middle wagons being arranged between the two end wagons, wherein the plurality of middle wagons, in particular, consists of four to eight middle wagons.
  • Such train sets represent a very flexible solution providing a high transport capacity particularly suitable for commuter services.
  • the plurality of middle wagons in the longitudinal direction of the train set, forms a continuously alternating sequence of longer middle wagons and shorter middle wagons, each shorter wagon being located adjacent to at least one longer wagon, the longer wagon having a length in the longitudinal direction of the train set that is greater than the length of the adjacent shorter wagon.
  • this alternating sequence of shorter wagons (preferably representing functional modules of the train set) and longer wagons (preferably representing transport modules with passenger seating) a train configuration is achieved which is particularly well suited for high transport capacities and high passenger flow rates as they are required, for example, for commuter applications.
  • the present invention further relates to a set of passenger train modules comprising a plurality of different wagons, the said plurality of different wagons comprising the first wagon, the second wagon and the third wagon of the passenger train set according to the invention as it has been outlined above.
  • this set of passenger train modules also may comprise the fourth wagon and/or the fifth wagon as it has been described above.
  • the train set 101 comprises a total six wagons, namely (starting from a first end of the train set 101) a first end wagon 102, four middle wagons 103 to 106 and a further, second end wagon 107 (located at the second end of the train set 101).
  • each wagon is supported in the region of each of its ends on a running gear 108, 109. Only the end running gears 108 located at the free end of each end wagon 102 are exclusively associated to the respective end wagon. All other middle running gears 109 are shared running gears, each being located in the coupling area of two adjacent wagons and supporting both these adjacent wagons.
  • any other type of support concept may be used with other embodiments of the invention.
  • any type of suitable running gear may be used for either one of the end running gears 108 and the middle running gears 109.
  • running gears in the form of end bogies 108 and middle bogies 109 are used.
  • the middle bogies 109 are designed as so called Jacobs bogies, wherein the support loads of both wagons are introduced centrally into the bogie frame leading to equalized axle loads irrespective of the individual support load of the respective wagon.
  • the middle wagons 103 to 106 are arranged in a continuously alternating sequence of longer and shorter intermediate wagons, each shorter intermediate middle wagon 104, 106 being located adjacent to at least one longer middle wagon 103, 105, the longer middle wagon 103, 105 having a length (i.e. a dimension in the longitudinal direction of the train set 101) that is greater than the length of the adjacent shorter wagon 104, 106.
  • the middle wagons 103 to 106 comprise a (longer) first middle wagon 103, a (longer) second middle wagon 105, a (shorter) intermediate third middle wagon 104, and a further (shorter) intermediate middle wagon 106.
  • the third middle wagon 104 is arranged between the first middle wagon 103 and the second middle wagon 105.
  • the (longer) first middle wagon 103 has a total first length L1 of 13,695 mm (or 13.695 m as indicated in Figure 1A ).
  • the (shorter) third middle wagon 106 has a total third length L3 of 10,020 mm (or 10.020 m as indicated in Figure 1A ). Consequently, here, the first length L1 and the second length L2 are 136.7% of the third length L3.
  • the first wagon 103 and the second wagon 105 are designed as transport modules in the form of double-deck modules without any platform access doors and without any substantial components of the main energy supply and traction equipment of the train set 101. More specifically, only auxiliary equipment, such as air conditioning modules 110, is arranged within the (longer) first and second wagon 103, 105. Thus, the space within these longer wagons may almost exclusively be used for passenger transport, in particular, the arrangement of passenger seating, such that these modules 103, 105, in an advantageous manner, have a very high transport capacity.
  • the third wagon 104 as well as the further wagon 106 both are designed as functional intermediate modules in the form of single deck modules. Compared to the conventional designs mentioned initially (wherein the length of the longer modules is about twice the length of the shorter modules), these shorter modules 104, 106 are comparatively long which allows very favorable arrangement of functional components within these shorter modules 104, 106.
  • each of the wagons 104, 106 comprises access sections with platform access doors 111, a service module in the form of a toilet module 112, as well as a few rows of passenger seating (not shown in detail in Figure 1A ) located at both of its ends. Furthermore, in one or more roof compartments, each of the wagons 104, 106 receives heavy components of the main energy supply and traction equipment of the train set 101, such as a pantograph 113, current converters 114, high tension equipment 115, brake resistors 116, compressed air production equipment 117, further air conditioning equipment 118 etc.
  • a pantograph 113 such as a pantograph 113, current converters 114, high tension equipment 115, brake resistors 116, compressed air production equipment 117, further air conditioning equipment 118 etc.
  • the shorter modules 104, 106 Due the comparatively high length L3 of the shorter modules 104, 106, two access sections with up to four passenger platform access doors 111 (with comparatively large entry platform areas) may be arranged in each of the wagons 104, 106 allowing very high passenger flow rates. Furthermore, it is possible to arrange the toilet module 112 (comprising up to two toilet compartments) at a favorable central location within the respective wagon such that, on the one hand, it is easily accessible from both adjacent wagons 103, 105 while not hampering flow to and from the doors 111. On the other hand, the central arrangement of the comparatively heavy toilet module is beneficial as far as the well-balanced load distribution within the respective wagon 104, 106 is concerned.
  • the central part of these shorter modules 104, 106 may, at least in part, also be used for other purposes or functions, respectively.
  • additional passenger seating may be located here as well as storage compartments, bicycle racks, platforms for disabled passengers (e.g. with wheelchair fixation devices etc) or the like.
  • the roof compartment (receiving the components 113 to 118) provides sufficient space allowing an arrangement of these components 113 to 118 which is also favorable to a well-balanced load distribution within the respective wagon 104, 106. It will however be appreciated that, depending on the respective axle load to be achieved at the respective middle bogie 109, the relatively large roof compartments allow a distribution of these components 113 to 118 which is well tuned to the desired axle loads. This is particularly beneficial with respect to the axle loads at the traction middle bogies 109.1 among the middle bogies 109.
  • the end wagon 102 in the sense of the present invention, forms a fourth wagon of the train set 101.
  • the end wagon 102 is located adjacent to the first wagon 103 and has a fourth length L4 in the longitudinal direction of the train set 101.
  • the fourth length L4 is 14,300 mm (or 14.3 m as indicated in Figure 1A ), hence, 142.7% of the third length L3.
  • the fourth wagon 102 as well is designed as a functional single deck module receiving considerable parts of the functional equipment of the train set 101. More precisely, the fourth wagon 102 comprises an access section with platform access doors 111, a service module in the form of a toilet module 112, a platform 119 for disabled passengers (e.g. with wheelchair fixation devices etc) as well as a few rows of passenger seating (not shown in detail in Figure 1A ). Furthermore, among others in one or more roof compartments, the fourth wagon 102 receives heavy components of the main energy supply and traction equipment of the train set 101, such as a main transformer 120, current converters 121, a battery device 122, brake resistors 116, further air conditioning equipment 118 etc.
  • the space available in the roof compartments of this single deck module allows proper balancing and tuning of the axle loads to desired values.
  • the main transformer 120 and the battery device 122 are located in the region of the end running gear 108, which is designed as a traction running gear, of the fourth wagon 102.
  • This is particularly beneficial since the arrangement of these heavy components in the region of this end running gear 108 results in an optimized axle load at this running gear (which would otherwise be the least loaded running gear).
  • This is not only beneficial with respect to the running stability but also with respect to the crosswind stability of the vehicle.
  • this design is of course also beneficial with respect to the traction power that may be transmitted at this running gear 108.
  • the end wagon 107 forms a fifth wagon of the train set 101.
  • the end wagon 107 is located adjacent to the further intermediate wagon 105 and has a fifth length L5 in the longitudinal direction of the train set 101.
  • the fifth length L5 is 19,215 mm (or 19.215 m as indicated in Figure 1A ), hence, 191.8% of the third length L3.
  • the fifth wagon 107 is designed as a double deck module with passenger seating. This is particularly beneficial since, thus, the transport capacity of the train set 101 is further increased.
  • the fifth wagon among others in at least one roof compartment, carries a part of an electrical energy supply equipment of the train set 101, in particular a current converter device 114, as well as air-conditioning equipment 110, 118 and a battery device 122.
  • these components 114, 110, 118, 122 are located in the region of the traction running gear 108 in order to achieve the beneficial effect on axle load outlined above in the context of the fourth wagon 102.
  • the design of the individual wagons 102 to 107 allows optimized scaling of the total length of the train set 101 to different transport capacities required as well as to different available passenger platform lengths at stations to be serviced if further wagons from a set of passenger modules according to the invention are added as will be explained in the following with reference to the further embodiments.
  • FIG. 1B A further preferred embodiment of a six wagon train set 201 according to the present invention will now be described with reference to Figure 1B .
  • the train set 201 in its basic design and functionality, largely corresponds to the train set 101 such that it will be mainly referred to the differences only.
  • identical components are given identical reference numerals while like components are given the same reference numerals increased by 100. Unless deviating explanations are given in the following it is here explicitly referred to the explanations given above with respect to the features and functions of these components.
  • the only (major) difference with respect to the train set 101 lies within the fact that a different first wagon 203 is chosen from the set of passenger modules and replaces the first wagon 103 of Figure 1A .
  • This first wagon 203 has a first length L1 of 15,445 mm (or 15.445 m as indicated in Figure 1 B) , such that, here, the first length L1 is 154.1 % of the third length L3.
  • a slightly longer train set 201 may be achieved with slightly higher transport capacity.
  • FIG. 2A and 2B Further preferred embodiments of seven wagon train sets 301 and 401 according to the present invention will now be described with reference to Figures 2A and 2B .
  • the train sets 301 and 401 in their basic design and functionality, largely correspond to the train sets 101 and 201 such that it will be mainly referred to the differences only.
  • identical components are given identical reference numerals while like components are given the same reference numerals increased by a multiple of 100. Unless deviating explanations are given in the following it is here explicitly referred to the explanations given above with respect to the features and functions of these components.
  • a difference of the third embodiment (see Figure 2A ) with respect to the train set 101 lies within the fact that the first wagon 203 mentioned above is chosen from the set of passenger modules and replaces the first wagon 103 of Figure 1A . Furthermore, a different second wagon 305 is chosen from the set of passenger modules and replaces the second wagon 103 of Figure 1A .
  • This second wagon 305 has a second length L2 of 15,445 mm (or 15.445 m as indicated in Figure 1 B) , such that, here, the second length L2 is 154.1% of the third length L3.
  • a slightly longer train set 301 may be achieved with slightly higher transport capacity.
  • a further difference of the third embodiment with respect to the train set 101 lies within the fact that the intermediate wagon 306 carries less equipment in its roof compartment, while the fifth wagon 307 is designed as a single deck module receiving these components (removed from the roof compartment of the intermediate wagon 306) in its own roof compartment.
  • the fifth wagon 307 has a fifth length L5 of 14,300 mm (or 14.3 m as indicated in Figure 2A ), such that, here, the fifth length L5 is 142.7% of the third length L3. It will be appreciated that the wagon body of the fifth wagon 307 may correspond to the wagon body of the fourth wagon 102.
  • a further difference lies within the fact that a further first wagon 103 as mentioned above is chosen from the set of passenger modules and inserted (as a seventh wagon) between the intermediate (sixth) wagon 306 and the fifth wagon 307.
  • the train sets 501 to 1001 in their basic design and functionality, largely correspond to the train sets 101 to 401 such that it will be mainly referred to the differences only. Moreover, identical components are given identical reference numerals while like components are given the same reference numerals increased by a multiple of 100. Unless deviating explanations are given in the following it is here explicitly referred to the explanations given above with respect to the features and functions of these components.
  • a difference of the fifth embodiment (see Figure 3A ) with respect to the train set 101 lies within the fact that the third wagon 504 and the sixth wagon 506 have a slightly different equipment, while an additional eighth wagon 524 is inserted between the seventh wagon 323 and the fifth wagon 507.
  • the fifth wagon 507 again is a double deck module, apart from its length L5, corresponding to the fifth wagon 107.
  • This fifth wagon 305 has a fifth length L5 of 17,415 mm (or 17.415 m as indicated in Figure 3A ), such that, here, the fifth length L5 is 173.8% of the third length L3.
  • the train sets 1101 to 1201 in their basic design and functionality, largely correspond to the train sets 101 to 1001 such that it will be mainly referred to the differences only. Moreover, identical components are given identical reference numerals while like components are given the same reference numerals increased by a multiple of 100. Unless deviating explanations are given in the following it is here explicitly referred to the explanations given above with respect to the features and functions of these components.
  • the train sets 1501 to 1701 in their basic design and functionality, largely correspond to the train sets 101 to 1401 such that it will be mainly referred to the differences only. Moreover, identical components are given identical reference numerals while like components are given the same reference numerals increased by a multiple of 100. Unless deviating explanations are given in the following it is here explicitly referred to the explanations given above with respect to the features and functions of these components.
  • the set of passenger train modules according to the invention comprises three different middle wagon types with three different wagon bodies, in particular different wagon lengths (namely the first and second wagon, and the third wagon) as well as three different end wagon types with three different wagon bodies, in particular different wagon lengths (namely the single deck fourth wagon and the two double deck fifth wagons).
  • the above embodiments and, of course, further embodiments beyond that may be obtained with as little as six different wagon bodies.
  • the set of passenger train modules according to the invention provides a very high flexibility in the length and transport capacity scaling.
  • any interface between two wagons typically is equipped with a conventional passenger transit area or device, allowing passenger transit between these wagons traversing the (relatively) small gap between two wagons.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (13)

  1. Une rame de trains de voyageurs comprenant
    - deux wagons d'extrémité (102, 107) et une pluralité de wagons intermédiaires,
    - ladite pluralité de wagons intermédiaires comprenant un premier wagon (103), un deuxième wagon (105) et un troisième wagon (104),
    - ledit troisième wagon (104) étant disposée adjacent à et entre ledit premier wagon (103) et ledit deuxième wagon (105);
    - au moins l'un dudit premier, deuxième et troisième wagon (103, 104, 105) étant un module de transport comportant des sièges passagers;
    - dans une direction longitudinale de ladite rame de train, ledit premier wagon (103) ayant une première longueur, ledit deuxième wagon (105) ayant une deuxième longueur et ledit troisième wagon (104) ayant une troisième longueur,
    caractérisée en ce que
    - ladite première longueur et/ou ladite deuxième longueur est de 105% à 165% de ladite troisième longueur, en particulier 120% à 165% de ladite troisième longueur, de préférence de 130% à 160% de ladite troisième longueur, et en ce que
    - ladite deuxième longueur est de 75% à 100% de ladite première longueur, en particulier 80% à 95% de ladite première longueur, de préférence de 85% à 90% de ladite première longueur.
  2. La rame de train de voyageurs selon la revendication 1, dans laquelle
    - ledit troisième wagon (104) est un module de transport comportant des sièges passagers
    et/ou
    - chacun dudit premier et deuxième wagon (103, 105) est un module de transport comportant des sièges passagers.
  3. La rame de train de voyageurs selon la revendication 1 ou 2, dans laquelle
    - au moins l'un dudit premier wagon (103) et dudit deuxième wagon (105) est un module à double niveau, en particulier un module sans portes d'accès de la plate-forme de passagers;
    et/ou
    - au moins l'un dudit premier wagon (103) et dudit deuxième wagon (105) est un module pratiquement libre de composants principaux d'un équipement d'alimentation en énergie électrique de ladite rame de train, en particulier libre d'un dispositif de collecteur de courant, un transformateur principal, un dispositif principal de batterie, un convertisseur de ligne principale et un convertisseur de traction.
  4. La rame de train de voyageurs selon l'une quelconque des revendications précédentes, dans laquelle
    - ledit troisième wagon (104) est un module à niveau unique, en particulier un module avec au moins une porte d'accès à la plate-forme de passager (111)
    et/ou
    - ledit troisième wagon (104), en particulier dans au moins un compartiment de toit, porte au moins une partie d'un équipement d'alimentation en énergie électrique de ladite rame de train, en particulier un dispositif collecteur de courant (113) et/ou un dispositif de convertisseur de courant,
    et/ou
    - ledit troisième wagon (104) porte au moins un compartiment de service, en particulier un compartiment de toilette (112).
  5. La rame de train de voyageurs selon l'une quelconque des revendications précédentes, dans laquelle
    - ledit premier wagon (103) et ledit troisième wagon (104) sont supportés sur un premier train de roulement commun (109), en particulier un premier bogie à deux essieux, de préférence un bogie du type Jacobs,
    et/ou
    - ledit deuxième wagon (105) et ledit troisième wagon sont supportés sur un deuxième train de roulement commun (109), en particulier un deuxième bogie à deux essieux, de préférence un bogie du type Jacobs.
  6. La rame de train de voyageurs selon l'une quelconque des revendications précédentes, dans laquelle
    - au moins l'une de ladite première longueur et ladite deuxième longueur est de 12500 mm à 14500 mm, de préférence de 13000 mm à 14000 mm, plus préférablement de 13250 mm à 13750 mm;
    et/ou
    - au moins l'autre de ladite première longueur et ladite deuxième longueur est de 14500 mm à 16500 mm, de préférence de 15000 mm à 16000 mm, plus préférablement de 15250 mm à 15750 mm;
    et/ou
    - ladite troisième longueur est de 9000 mm et 11000 mm, de préférence de 9500 mm à 10500 mm, plus préférablement de 9750 mm à 10250 mm;
  7. La rame de train de voyageurs selon l'une quelconque des revendications précédentes, dans laquelle
    - l'un desdits wagons d'extrémité de ladite rame de train forme un quatrième wagon (102) qui est adjacent à l'un dudit premier wagon (103) et dudit deuxième wagon (105);
    - ledit quatrième wagon (102), dans ladite direction longitudinale dudit ensemble de train, ayant une quatrième longueur;
    - ladite quatrième longueur, est de 125% à 170% de ladite troisième longueur, en particulier de 125% à 155% de ladite troisième longueur, de préférence de 135% à 145% de ladite troisième longueur;
    et/ou
    - ladite quatrième longueur, est de 13250 mm à 15250 mm, de préférence de 13750 mm à 14750 mm, de préférence de 14000 mm à 14500 mm.
  8. La rame de train de voyageurs selon la revendication 7, dans laquelle
    - ledit quatrième wagon (102) est un module à niveau unique
    - ledit quatrième wagon (102), en particulier dans au moins un compartiment de toit, porte au moins une partie d'un équipement d'alimentation en énergie électrique dudit ensemble de train, en particulier un transformateur principal (120) et/ou un dispositif de convertisseur de courant (121) et/ou un dispositif de batterie (122) dudit équipement d'alimentation en énergie électrique,
    - ledit transformateur principal (120) et/ou ledit dispositif de conversion de courant (121) et/ou ledit dispositif de batterie (122), en particulier, étant situé dans la zone d'un train de roulement d'extrémité (108), en particulier un train de roulement de traction, dudit quatrième wagon (102).
  9. La rame de train de voyageurs selon l'une quelconque des revendications précédentes, dans laquelle
    - l'un desdits wagons d'extrémité de ladite rame de train forme cinquième wagon (107);
    - ledit cinquième wagon (107), dans ladite direction longitudinale dudit rame de train, ayant une cinquième longueur, ladite cinquième longueur étant de 125% à 200% de ladite troisième longueur, notamment de 125% à 175% de ladite troisième longueur, de préférence de 135% à 145% de ladite troisième longueur.
  10. La rame de train de voyageurs selon la revendication 9, dans laquelle
    - ledit cinquième wagon (107) est un module à deux étages et/ou
    - ledit cinquième wagon (107), en particulier dans au moins un compartiment de toit, porte au moins une partie d'un équipement d'alimentation en énergie électrique dudit ensemble de train, en particulier un dispositif de convertisseur de courant (114) dudit équipement d'alimentation en énergie électrique,
    - ledit dispositif de conversion de courant (114), en particulier, étant situé dans la région d'un train de roulement d'extrémité (108), en particulier un train de roulement de traction, dudit cinquième wagon (107).
  11. La rame de train de voyageurs selon la revendication 9 ou 10, dans laquelle
    - un autre premier wagon (323) est prévu, ledit cinquième wagon (307) étant située de manière adjacente audit autre premier wagon (323);
    ou
    - un autre troisième wagon (106) est prévu, ledit cinquième wagon (107) étant située adjacente audit autre troisième wagon (106).
  12. La rame de train de voyageurs selon l'une quelconque des revendications 9 à 11, dans laquelle
    - ladite cinquième longueur est de13250 mm à 15250 mm, de préférence de 13750 mm à 14750 mm, plus préférablement de 14000 mm à 14500 mm;
    ou
    - ladite cinquième longueur est de 16500 mm à 18500 mm, de préférence de 17000 mm à 18000 mm, plus préférablement de 17250 mm à 17750 mm;
    ou
    - ladite cinquième longueur est de 18250 mm à 20000 mm, de préférence de 18750 mm à 19750 mm, plus préférablement de 19000 mm à 19500 mm.
  13. La rame de train de voyageurs selon l'une quelconque des revendications précédentes, dans laquelle
    - ladite pluralité de wagons intermédiaires (103 à 106), en particulier, est constitué de quatre à huit wagons intermédiaires (103 à 106);
    et/ou
    - ladite pluralité de wagons intermédiaires (103 à 106), dans ladite direction longitudinale de ladite rame de train, formant une séquence alternante en continu des wagons intermédiaires plus longs (103, 105) et des wagons intermédiaires plus courts (104, 106), chaque wagon plus court (104, 106) étant situé au voisinage d'au moins un wagon plus long (103, 105), ledit wagon plus long (103, 105) ayant une longueur dans ladite direction longitudinale de ladite rame de train qui est supérieure à la longueur dudit wagon plus court (104, 106) adjacent.
EP09179876.9A 2009-12-18 2009-12-18 Rame de train à grande capacité de passagers Active EP2335993B2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP09179876.9A EP2335993B2 (fr) 2009-12-18 2009-12-18 Rame de train à grande capacité de passagers
PL09179876T PL2335993T5 (pl) 2009-12-18 2009-12-18 Skład pociągu pasażerskiego o dużej zdolności przewozowej

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09179876.9A EP2335993B2 (fr) 2009-12-18 2009-12-18 Rame de train à grande capacité de passagers

Publications (3)

Publication Number Publication Date
EP2335993A1 EP2335993A1 (fr) 2011-06-22
EP2335993B1 true EP2335993B1 (fr) 2017-03-01
EP2335993B2 EP2335993B2 (fr) 2021-08-04

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EP (1) EP2335993B2 (fr)
PL (1) PL2335993T5 (fr)

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DE102016201561A1 (de) 2016-02-02 2017-08-03 Bombardier Transportation Gmbh Schienenfahrzeugverbund
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GB2563541B (en) * 2018-09-14 2021-01-20 Hitachi Ltd Train set and cars for train set operable on routes having electrified and non-electrified sections
DE102019203477A1 (de) * 2019-03-14 2020-09-17 Siemens Mobility GmbH Höchstgeschwindigkeitszug, Doppeltraktionszug und Verwendung des Höchstgeschwindigkeitszugs
DE102019210814A1 (de) 2019-07-22 2021-01-28 Siemens Mobility GmbH Schienenfahrzeug
EP4032776A1 (fr) * 2021-01-21 2022-07-27 Stadler Rail AG Voiture à double étage à alimentation en énergie, véhicule ferroviaire et procédé de fabrication d'une voiture à double étage

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Also Published As

Publication number Publication date
EP2335993A1 (fr) 2011-06-22
PL2335993T3 (pl) 2017-08-31
PL2335993T5 (pl) 2021-12-06
EP2335993B2 (fr) 2021-08-04

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