EP2792568B1 - Multi-part rail vehicle - Google Patents

Description

Technical area

The invention is in the field of vehicle technology and in particular of rail vehicle technology and relates to a rail vehicle.

Prior art

Operational requirements for comfort and capacity on the one hand and security requirements on the other hand are often compatible only with compromises. From the operators, especially in local passenger transport, a high capacity of seating and in particular a high total capacity is desired at the same time good flow of people during boarding and disembarking. However, a high number of seats can hinder the flow of people in the rail vehicle. On the other hand, a too large number of doors limits the seating available.

Due to structural conditions in local passenger transport, rolling stock must also stop at curved platforms. In this case, a gap between the rail vehicle outer edge and the platform edge arise. However, this must not be too large for safety reasons.

Examples of rail vehicles are in the DE 600 06 864 T2 and DE 199 26 940A1 described.

In the DE 600 06 864 T2 the rail vehicle is adaptable in length to the traffic set-up, the motorization being distributed over several rail vehicle carriages so as to maintain a constant specific traction performance even when the rail vehicle is lengthened or shortened.

In the DE 199 26 940 A1 is the central car without doors, which increases the seating available, but the flow of people is limited.

The BOMBARDIER TRANSPORTATION Internet Specification "442 Series Technical Data" describes a multipart rail vehicle having two end cars and at least one center car, the center car having an even number of doors on each side and the two end cars having a different number of doors than the center car on every page.

The document EP 1 024 070 A1 describes a rail vehicle with several cars, with two individual bogies per carriage are provided. Each car of this document has the same number of doors, two per car side.

Disadvantages of the prior art

However, the aforementioned rail vehicles do not take into account the problem of a gap between the rail vehicle and the platform. For example, the car body can only have a maximum width to ensure when cornering that the car body, for example, does not come into contact with the platform edge of a curved platform. However, if the carbody is too narrow for safety reasons, there is a risk that the distance to the platform in the track curve becomes too large and thus a larger gap between the platform edge and the center or the ends of a car body remains. To bridge this gap, although extendable sliding steps can be provided when the rail vehicle stops. However, these increase the weight and require additional space. In addition, the passenger change times are increased when using sliding steps due to the extension and retraction process.

problem

Against this background, there is a need for cost-effective solutions at the same time good flow of people and space.

Inventive solution

This object is achieved by a multi-part rail vehicle according to claim 1. Other embodiments, modifications and improvements will become apparent from the following description and from the appended claims.

According to the invention, a multi-part rail vehicle is provided with two end cars and at least one center car, each of the car has its own two bogies. The center car has an even number of doors on each side, and the two end cars have a number of doors on each side different from the center car, all of the cars having a unitary central body segment.

Under a door is understood in the context of the present invention, a door that is available to the passengers in normal operation, to enter the passenger compartment and leave it again. Each door can have two door tracks.

The individual wagons of the rail vehicle are each equipped with two suitable bogies. This makes it possible to equip the individual cars with a comparatively large car length, without exceeding the permissible axle load. In contrast to Jakobsdrehgestellen the car body can be wider with otherwise the same car body length, as in Jakobsdrehgestellen the distance between the pivots of each bogie is very large. This requires a comparatively large Ausscheren the car body center when cornering, which can only be compensated by reducing the carbody width. The presented here multi-part rail vehicle therefore allows a large car body width with comparatively small gap between platform edge and rail vehicle.

In addition, the use of two own bogies per car in an extension or shortening of the rail vehicle is advantageous because the car can be uncoupled and coupled without further aids such as support car here.

The even number of doors in the center car ensures that there is no door in the middle of the center car, seen in the longitudinal direction. Just there, the distance between platform edge and rail vehicle at concave platforms can be the largest. Additional stop slides extending to stop the gap are therefore not required. This saves weight and installation space. Overall, it is thus possible to optimize the width of the wagon body and to comply with the requirements of the Technical Specification for Interoperability - Accessibility of Persons with Reduced Mobility (TSI PRM) regulations without stepping on the door.

The rail vehicle is preferably designed as a train.

According to one embodiment, the rail vehicle is in three parts, wherein the middle car on each side four doors, each with two door tracks and the end cars on each side each have two doors, each with two door tracks.

According to one embodiment, the rail vehicle is in three parts, the middle car having on each side two doors with two door tracks and the end cars on each side each have three doors, each with two door tracks.

A door lane is the necessary width that is required for a passenger to enter or leave the rail vehicle. A door with two Door tracks therefore describes a door that can be used by two passengers at the same time independently. If the central wagon has only two doors on each side, the doors are typically arranged symmetrically to the center of the wagon in the longitudinal direction. In contrast to the two middle doors, in the four-door solution they are more widely spaced from the center of the car, so that the distances between the doors of the center car and a convex and a concave platform are only slightly different in this case. This is more comfortable for passengers when the rail vehicle is resting on a curved track.

Since the doors are offset from the vehicle center in the direction of the bogies, overall the influence of the bow geometric projection of the rail vehicle wagon in the track bend is mitigated and thus a more uniform distance between the platform edge and rail vehicles achieved, which further increases comfort. The arch geometrical projection is the distance between the middle of the carriage and the middle of the track.

Basically, in the case of the solution presented here, the most uniform possible distribution of the doors with respect to the overall length of the rail vehicle is desired. If the middle car has 4 doors, only two doors are required per end car. So can be arranged on each side two doors of the center car near the two end faces of the center car and are so easily accessible to people from the end car. The end cars have to do this on their coupled to the central car ends no doors. For example, a seating area or a multi-purpose area can then be arranged between the dome end of the end car and the door next to it.

Overall, a largely harmonious distribution of the door tracks on the entire rail vehicle is achieved. It should be noted that due to the various requirements that are placed on central cars and end cars, an exact uniform distribution of the doors over the entire length of the rail vehicle is virtually impossible.

In addition, a three-piece rail vehicle with a total of 16 door tracks on each side (eight doors, each with two door tracks on each side) offers the same seat range as, for example, a four-part rail vehicle with a total of 16 door tracks and the same overall length. However, the three-part rail vehicle has the Advantage that fewer transitions between the cars are required, which reduce the space for drives and installations.

In one embodiment, the rail vehicle includes a first center car having the even number of doors on each side and at least one second center car having an odd number of doors on each side. The rail vehicle can thus be in four parts or have more than four cars.

According to one embodiment, the or each second center car comprises carbody modules which correspond to the carbody modules of the respectively nearest end car and the first center car.

According to one embodiment, the first center car has a transitional segment with a door at each of its ends, and the or each second center car has a transitional segment with door at one end and a doorless transitional segment at the other end, all of the middle cars respectively being the same have central Wagenkastenrohbausegment on which the respective transition segments are arranged.

According to one embodiment, all cars each have the same distance D between the pivots of the respective bogies. For the end car and the or the middle car so that uniform body modules can be used. As a result, the design and manufacturing effort is reduced. This also allows the use of identical sidewall modules for both the end cars and the center car (s).

According to one embodiment, at least one of the two bogies of each of the two end carriages comprises at least one drive axle. This drives the end cars.

According to one embodiment, each end car comprises a drive system. As a result, a more favorable mass distribution per rail vehicle and cheaper cable routes are achieved.

The fact that all cars each have a single central car body segment, are also uniform sidewall modules feasible for the central body segment. The central body shell segment may be constructed of individual body members.

The central vehicle body segment is then supplemented by end segments adapted to the respective function of the vehicle, for example drive head segments or transition segments.

In one embodiment, each endcar has a doorless transitional segment to the center car that extends from the central body shell segment to the end of the endcar that is coupled to the centercar. In this transitional segment, seats are preferably arranged, the seats being accessible both from the nearest door of the end car and from the nearest door of the center car.

The above-described embodiments may be arbitrarily combined with each other.

characters

The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and not necessarily to scale. Like reference numerals designate like parts.

FIG. 1 shows the side view of a three-part rail vehicle according to a first embodiment.

FIG. 2 shows the seating arrangement of the three-piece rail vehicle FIG. 1 ,

FIG. 3 shows the side view of a four-part rail vehicle according to a second embodiment.

embodiments

FIG. 1 shows a three-part rail vehicle according to a first embodiment. The rail vehicle in the form of a train set comprises two end cars 10A, 10B and a central car 20 coupled to and interconnecting the end cars 10A, 10B. Each car 10A, 10B, 20 has two own bogies 40, so that the rail vehicle has a total of six bogies. The end cars 10A, 10B may each comprise at least one powered bogie. For example, the bogie 40 of each end wagon 10A, 10B arranged adjacent to the central wagon 20 may be designed as a drive bogie. The other bogies are then bogies 40. In principle, it is also possible to place the drive bogies 40 at the respective end of the rail vehicle or equip the end cars 10A, 10B with two drive bogies. The center car 20 may also have one or even two drive bogies, whereby the overall traction performance can be raised and distributed more evenly.

The end cars 10A, 10B and the middle car 20 each have a central car body shell segment 11, 21 which is the same in all cars. The central Wagenkastenrohbausegment 11, 21 extends between each of the pivots of the bogies 40, the distance D in the FIG. 1 is drawn. The central Wagenkastenrohbausegment 11, 21 has the same overhangs on both sides.

As in FIG. 1 recognizable, the middle car 20 has an even number of doors 30. Specifically, he has four doors. The end cars 10A, 10B have a different number, specifically here two doors. Thus, both the middle car 20 and the end cars 10A, 10B each have an even number of doors. This makes it possible, with largely uniform distribution of the doors 30, based on the entire rail vehicle, the doors outside the center of the car, based on the longitudinal extent of the individual cars to arrange. This avoids the problem of the gap between the rail vehicle and a curved platform edge in the area of the center of the car. In the area of the individual doors, the gap is smaller. It is also possible to dispense with additional sliding steps in compliance with the TSI PRM. Thus, a maximum carbody width without side panel feed in the end wall area in combination with an optimal length of the individual rail vehicle cars is achieved overall.

Each door 30 includes two doorways 32, which have small arrows in them FIG. 2 are indicated. On each side of the rail vehicle there are 16 door tracks.

The central body shell segment 11, 21 of all cars is completed in the embodiment shown here with sidewall modules having 2 doors. These are arranged symmetrically to the center of the respective central Wagenkastenrohbausegments. The central Wagenkastenrohbausegmente 11, 21 and attached thereto sidewall modules can thus be the same for all cars 10A, 10B, 20. As a result, the car body crude buildings are standardized, which has an advantageous effect on the manufacturing process and repair. In addition, identical sidewall modules can be used. Each central body shell segment 11, 21 may be constructed of individual modules, for example in the grid of the window divider.

Furthermore, the overhangs, d. H. the distance calculated from the pivot to the respective end of the central Wagenkastenrohbausegments be the same. Overall, the structure of the three-part rail vehicle described here is highly standardized, which is expressed in particular in uniform main dimensions, for example, the same trunnion distances, equal overhangs, same window divider, and / or the same door openings.

At the central Wagenkastenrohbausegment 11, 21 frontally two end segments are arranged. In the middle car 20, there are two transitional segments 22. In the end cars 10A, 10B there are each a head segment 13 and a transition segment 12. The transition segments 12, 22 enable the cars to be coupled with each other and provide passengers with a transition between the individual cars a continuous passenger area is made possible.

The end cars 10A, 10B further comprise impact protection structures that are integrated in the region of the drive train segments.

The transition segments 22 of the center cart 20 essentially each have a door 30 on each of its sides. In contrast, the transition segments 12 of the end car are doorless. The transition segments 12 thus extend the seating area of the central car body shell segment 11.

With respect to the entire rail vehicle, between adjacent doors 30 either two or three windows are arranged which define respective seating areas or multipurpose areas. The seating arrangement of the three-piece rail vehicle is in FIG. 2 shown, with here to achieve the largest possible number of seats the Multipurpose areas are limited to areas of the drive train segments 13. The multipurpose areas in the FIG. 2 designated 50, are suitable for wheelchair users.

In the embodiment described here, the rail vehicle comprises a total of 196 seats and thus has a very high number of seats at the same time sufficiently good flow of people due to the even distribution of the doors.

In comparison to a four-part rail vehicle of the same overall length, which is however equipped with Jacob bogies, the three-part rail vehicle presented here has a bogie more. As a result, the available space for installations, such as cabinets or the like, is somewhat reduced. However, this is acceptable and structurally solvable. For example, a portion of the installations may be accommodated in the vehicle operator's compartment, or in the space between the driver's compartment and the passenger compartment. It is also possible to integrate installation equipment in the passenger compartment.

It is particularly advantageous if the main transformer of the rail vehicle is formed by two separate transformers, which are distributed to both end cars. This improves in particular the distribution of mass and continues to have a favorable effect on the conduction paths and thus losses.

FIG. 3 shows a four-part rail vehicle according to a second embodiment. The railcar in the form of a trainset comprises two end cars 110A, 110B, a first center car 120A and a second center car 120B. The first center car 120A may also be referred to as a central center car and corresponds in structure to the center car 20 FIG. 1 ie it has an even number of doors on each side, specifically here four doors 130 on each side. The end cars 110A, 110B are similar in construction to the end cars 10A, 10B FIG. 1 and also have two doors on each side. The first (central) center car 120A is coupled to the end car 110A and the second center car 120B, which in turn is coupled to the end car 110B.

The second center car 120B, on the other hand, has an odd number of doors on each side, more specifically three doors on each side. The second middle car 120B has typically one door less than the first center car 120A on each side, this door being omitted at its end facing the first center car 120A.

The first center car 120A and the second center car 120B each have the same central car body shell segment 121 which extends from the car body shell segment 21 FIG. 1 equivalent. The central Wagenkastenrohbausegment 121 therefore has on each side two doors 130, each with two door tracks. As in FIG. 1 , at the first center car 120A, at each front end of the central car body shell segment, there is a transition segment 122, each having a door 130 on each side. In contrast, the central car body segment 121 of the second center car 120B has a transitional segment 122 with door only at one end. At the other end, a doorless transition segment 112 is arranged, which corresponds to the doorless transition segment 112 of the end cars 110A, 110B.

The second center car 120B therefore has at one end a transition segment 122 of the first center car 120A and at the other end a transition segment 112 of the end cars 110A, 110B and therefore utilizes the modular carcass design of these two types of car.

By coupling the second center car 120B with its doorless transfer segment 112 to the first center car 120A, seat availability is increased without interfering with the flow of people as the passengers enter and exit the area via the door in the transition segment 122 of the first center car 120A can. On the other hand, the second center car 120B, with its transitional segment 122 having a door 130 on each side, is coupled to the end car 110B, thus allowing access to the doorless transition segment 112 of the end car 110B.

In the FIG. 3 shown embodiment can be extended by further second middle cars 120B. For example, another second center car between the in FIG. 3 shown second middle car 120B and the end car 110B, wherein it has the same "orientation" as the already existing second middle car 120B, ie this also has its doorless transition segment to the first middle car 110A.

Alternatively or additionally, it is possible to insert a further second intermediate car between the end car 110A and the first center car 120A, in which case the Orientation of this second center cart 120B is such that its doorless transition segment 112 faces and is coupled to the first center cart 120A.

In principle, any number of second center cars 120B can be integrated, with their respective doorless transition segments 112 facing the central intermediate car 120A, respectively, and their respective transition segments 122 facing the respective adjacent end cars.

While specific embodiments have been illustrated and described herein, it is within the scope of the present invention to properly modify the embodiments shown without departing from the scope of the present claims.

LIST OF REFERENCE NUMBERS

10A, 10B

end cars

11, 21

central body shop segment

12

doorless transition segment

13

Power car segment

20

Mittelwagen

22

Transition segment with door

30

door

32

door track

40

bogie

50

Purpose area

110A, 110B

end cars

112

doorless transition segment

113

Power car segment

120A

first (central) middle car

120B

second middle car

121

central body shop segment

122

Transition segment with door

130

door

Claims (13)

1. A multi-part rail vehicle with two end cars (10A, 10B, 110A, 110B) and at least one middle car (20, 120A),
   wherein the middle car (20, 120A) has an even number of doors (30, 130) on each side and wherein the two end cars (10A, 10B, 110A, 110B) have a number of doors (30, 130) on each side which differs from that of the middle car (20, 120A),
   characterized in that all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) have a unitary raw construction segment of the car body, and that each of the cars (10A, 10B, 20) has two proprietary bogies (40).
2. The multi-part rail vehicle according to claim 1, characterised in that the rail vehicle is a three-part rail vehicle having a middle car (20), which has on each side four doors (30) each with two door tracks (32), and that the end cars (10A, 10B) each have on each side two doors (30) each with two door tracks (32).
3. The multi-part rail vehicle according to claim 1, characterised in that the rail vehicle is a three-part rail vehicle having a middle car (20), which has two doors (30) each with two door tracks (32) on each side, and in that the end cars (10A, 10B) each have three doors (30) each with two door tracks (32) on each side.
4. The multi-part rail vehicle according to claim 1, characterised in that the rail vehicle comprises a first middle car (120A) having an even number of doors (130) on each side and at least one second middle car (120B) having an odd number of doors (130) on each side.
5. The multi-part rail vehicle according to claim 4, characterised in that the or each second middle car (120B) comprises car body modules, which correspond to car body modules of the closest end car (110A, 110B) and the first middle car (120A) respectiviely .
6. The multi-part rail vehicle according to Claim 4 or 5, characterized in that the first middle car (120A) has a transition segment (122) with a door at each of its ends, and that the or each second middle car (120B) has a transition segment (122) with a door at one end and a doorless transition segment (112) at the other end, wherein all the middle cars (120A, 120B) have the same central raw construction segment (111) of the car body, and wherein the respective transition segments (112, 122) are arranged at the central raw construction segment (111).
7. The multi-part rail vehicle according to one of claims 1 to 6, characterized in that all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) have the same distance D between the pivot pins of their respective bogies (40).
8. The multi-part rail vehicle according to one of claims 1 to 7, characterised in that all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) each have the same overhanging ledge.
9. The multi-part rail vehicle according to one of claims 1 to 8, characterised in that all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) each have the same window divider.
10. The multi-part rail vehicle according to one of claims 1 to 9, characterised in that all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) each have the same cutouts for doors.
11. Multi-part rail vehicle according to one of claims 1 to 10, characterized in that at least one of the two bogies (40) of each of the two end cars (10A, 10B, 110A, 110B) comprises at least one driving axle.
12. The multi-part rail vehicle according to any of claims 1 to 11, characterized in that each end car (10A, 10B, 110A, 110B) comprises a transformer.
13. The multi-part rail vehicle according to any of claims 1 to 12, characterized in that each end car (10A, 10B, 110A, 110B) has a doorless transition segment (12, 112) towards the middle car or towards the middle cars (20, 120A, 120B), which extends from the middle raw construction segment (11, 121) of the car body of the car (10A, 10B, 110A, 110B) to the end of the end car (10A, 10B, 110A, 110B) coupled to the respective adjacent center car (20, 120A, 120B).

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