EP2969699B2 - Modular rail vehicle having modules of different widths - Google Patents

Description

The invention relates to a tram with car body modules that are connected to one another in an articulated manner.

Modern trams are often manufactured in a modular design, mostly using low-floor technology. A tram in modular construction is described, for example, in EP0548044 . The modules are connected via joints, which is why such vehicles are also referred to as multi-articulated vehicles. Another example is through the FR 686 769 A known tram, which consists of two end modules and an intermediate module, which are hinged together and wherein the width of an end module is greater than the width of the intermediate module.

As a rule, trams in modular design, also referred to as modular trams, consist of chassis modules and other modules that are arranged between the chassis modules, such as sedans or saloon modules, and also front modules that are arranged at the beginning and at the end of the vehicle.

If modular trams are to be used in existing, older route networks (existing networks) where, for example, 2.2 m or 2.3 m wide, non-modular trams were previously in use, the narrow car body width does not result in space-optimized seating variants inside the vehicle.

One object of the present invention is to specify a tram that enables better utilization of the interior space with seats and can be used in existing networks.

The object is achieved by a tram according to claim 1. Advantageous refinements are described in the dependent claims.

The width of a car body module is measured transversely to the longitudinal axis of the car body module, in particular exactly perpendicular to the longitudinal axis.

A “car body module” is also referred to below as “module” for short.

A modular tram according to the invention allows a larger number of seats transverse to the longitudinal direction of the car in the wider first module and thus a larger number of seats compared to a tram of the same length that consists only of modules with a smaller width than the width of the first module. If only modules with a smaller width, for example 2.2 m or 2.3 m wide, are used in existing networks, then only 2+1 seating with sufficient aisle width is possible in such modules per row of seats, i.e. two seats arranged side by side and one additional Seat separated from the other two seats by an aisle. The second car body module may accordingly have seat rows with a first pair of seats arranged side by side and with a single seat, the pair of seats being separated from the single seat by an aisle.

In the tram according to the invention, for example, 2+2 seating per row is possible in the wider first module, i.e. two seats arranged next to one another and another two seats arranged next to one another, which are separated from the other two seats by an aisle. In other words, the first car body module can accordingly have rows of seats with a first pair of seats arranged side by side and a second pair of seats arranged side by side, the pairs of seats being separated from one another by an aisle. For example, the wider first module has a width of 2.4 m.

The width ratio of the first to the second module is 1.03 to 1 to 1.2 to 1. The width is measured at the widest point of the respective module if the module is not rectangular.

The aspect ratio of the first to second module is preferably 1.3:1 to 2.5:1.

The distance between the modules is preferably 0.7m to 1.5m.

Due to the varying width of the modules in the vehicle according to the invention, very good utilization of the clearance gauge is possible, even on tight bends, without the clearance gauge being exceeded. The clearance profile is the profile that must not be exceeded on all sides, measured from the track, e.g. B. in multi-track operation or in bottlenecks to safely rule out possible collisions. The loading gauge is determined for the vertical transverse plane of the track. When looking at the track from above, the envelope curve describes the limit that must not be exceeded by the rail vehicle. The envelope curve determined longitudinally along the rail line intersects the clearance profile lying in the plane transverse to the rail line.

Furthermore, the tram according to the invention with different widths is very easy to manufacture. Modules of different widths can be manufactured individually and these can then be connected in an articulated manner to form a complete vehicle.

Preferably, in at least one section of the tram, the first car body modules and the second car body modules are arranged alternately, more preferably the entire tram is composed of alternating first and second modules. However, it is possible to connect two or more first modules directly to one another within the tram and/or to connect two or more second modules directly to one another. In addition to the first and the second module, further modules can be present which have a greater width than the first module and a different width than the second module. Furthermore, one or two end modules or head modules can be provided. An end or head module may have the width of the first module, in which case it is a special case of the first module, or the width of the second module, in which case it is a special case of the second module. The terms "first module" and "second module" denote a different width, not the function or location of a module within the tram.

In particular, the first car body module and the second car body module have a rectangular or essentially rectangular plan, which makes them particularly easy to manufacture. If an end module is a special case of a first or second module, then the end module may deviate from the rectangular plan towards the outer end of the module. The end module then preferably has a rectangular section and a section which tapers towards the outer end of the module.

The function of the modules is not restricted in principle. The first as well as the second module can be, for example, a chassis module, a bogie module or a saloon module. A saloon module is a module without running gear or bogie, placed between running gear/bogie modules. The first wide car body module preferably has a running gear or a bogie, ie it is a running gear module or bogie module. The arrangement of a chassis/bogie on the first module is advantageous due to its greater width. With a bogie, the wheels either do not rotate at all or rotate at a smaller maximum angle relative to the car body compared to a bogie.

In one embodiment, a bellows or corrugated bellows is arranged between the first car body module and the second car body module. Due to the different widths of the first and second modules, the bellows or corrugated bellows is less compressed on the inside of the curve when cornering than with the same module width and the same distance between the modules and the same initial length of the bellows or corrugated bellows in the straightened state. Modules of different widths come less close to each other in an angular position of both modules in the edge area than modules of the same width. Bellows and corrugated bellows differ in shape and/or in the manufacturing process, with convoluted bellows and corrugated bellows being sewn differently in particular and/or having different seam shapes.

In a variant of the embodiment described above, the side walls of the bellows or corrugated bellows are at a greater distance from one another on the side of the first car body module than on the side of the second car body module. In other words, the side walls of the bellows or corrugated bellows run towards one another in the viewing direction from the first module to the second, narrower module. The side walls thus run conically when viewed from above, or, to put it another way, in the shape of a funnel. With this form, too, the bellows or corrugated bellows is less compressed on the inside of the curve than with the same module width and the same distance between the modules when they are straight. The conical shape of the bellows or corrugated bellows also has a positive effect on the bellows kinematics, since the individual corrugations or folds can be moved better and rub against each other less. In addition, the passenger flow can be influenced with the funnel shape. In an even more specific variant, vehicle doors are arranged in the second, narrower modules and not in the first, wider modules. The funnel-shaped bellows narrows towards the second module and thus towards the door. Passengers in the first module are intuitively shown the direction to the door by the funnel shape, which is preferably a slight but noticeable funnel shape.

Fig. 1

eine Straßenbahn, die aus mehreren Modulen zusammengesetzt ist,

Fig. 2

eine schematische Ansicht einer erfindungsgemäßen Straßenbahn von oben betrachtet

Fig. 3

einen Grundriss eines ersten, breiteren Wagenkastenmoduls und

Fig. 4

eine schematische Ansicht von oben auf eine Wellenbalg-Verbindung zwischen zwei Wagenkastenmodulen.

The invention is described below using exemplary embodiments. Show it

1

a tram composed of several modules,

2

a schematic view of a tram according to the invention viewed from above

3

a plan of a first, wider car body module and

4

a schematic view from above of a corrugated bellows connection between two car body modules.

the 1 shows a modular tram 1. The tram 1 is composed of first modules 2, 4, 6 and second modules 3, 5. The modules are mutually by in 1 pivot joints, not shown, and corrugated bellows 10, 11, 12, 13 are arranged between the modules. First modules and second modules are therefore arranged alternately in this vehicle. The first modules 2, 6 are end modules, each having a driver's station, also referred to as head modules. Under the first modules 2, 4, 6, a chassis in the form of a bogie 7, 8, 9 is attached. Thus, in this example, the first modules are 2, 4, 6 chassis modules. The second modules 3, 5 are saloon modules without running gear and have two pivoting sliding doors on each side, each with two abutting door leaves.

the 2 FIG. 12 shows a schematic top view of part of the tram 1 from FIG 1 . Shown are the end module 2 as the first module, the saloon module 3 as the second module and the chassis module 4 as a further first module. Bogies 7, 8 under the first module 2 and the first module 4 are shown schematically. The parts with the reference numbers 7 and 8 can alternatively be running gears. The first modules 2, 4 have a width B1 that is greater than the width B2 of the second module 3. In the special case, the width B1 is 2,400 mm and the width B2 is 2,300 mm. As mentioned, the first modules 2, 4 are bogie/chassis modules, with the first module 2 also being an end module with a driver's cab at the same time. The end module 2 has a rectangular section 16 and a tapered section 15 in which the driver's station is accommodated. The modules 3, 4 each have a rectangular plan. Tram 1 is in the 2 shown when cornering and rests on rails 14. The dashed line 17 shows the envelope 17.

In 3 the view from above falls on the in 1 and 2 shown bogie / chassis module 4. Shown is a cross section through the interior. Shown is a socket 18 as part of a joint for connection to an adjacent saloon module such as module 3 from FIG 2 . A large number of chairs or seats are provided in the interior of the chassis module 4, which is a first, wider module in the sense of the present invention. A pair of seats 19 and a further pair of seats 19' are provided with reference symbols. In this example, so-called 2+2 seating is provided for each row. To the right and left of the longitudinal axis L of the module 4 are two seats arranged side by side, or one pair of seats, which are separated by a central aisle. The pair of seats 19 and the pair of seats 19' are examples of a row of seats. Shown are three rows of seats, each with 2+2 seating. Not shown in 3 a narrower saloon module 3 (see 2 ), in which 2+1 seating is provided.

In the 4 a plan view of the transition area between the first module 4 and the second module 3 is shown. Between the modules 3, 4 is the joint 20 with the mutually rotatable parts 18 and 21, which are each connected to one of the modules 3 or 4. A turntable is arranged above the joint 20 (not shown here). Furthermore, between the first car body module 4 and the second car body module 3, a schematically illustrated bellows 11, which can alternatively be a corrugated bellows, is arranged in order to close the transition to the outside. In the sectional view shown, two side walls 22, 23 of the bellows 11 can be seen. The side walls 22, 23 are at a greater distance from one another on the side of the first car body module 4, i.e. towards the module 4, than on the side of the second car body module 3. In this view, the bellows thus takes a funnel-shaped course, i.e. the bellows narrows from the wider first module 4 to the narrower second module 3. Alternatively, in an exemplary embodiment that is not shown, a parallel arrangement of the side walls 22, 23 is also possible.

In addition, it can be seen that the length of the side walls 22 and 23 can be different in order to optimize envelope curves in different rail infrastructure networks depending on the respectively different smallest curve radii. It is defined as the distance 24 between two modules, which can range between 0.7 m and 1.5 m.

Claims (8)

1. A streetcar (1) comprising

   - first car body modules (2, 4, 6),

   - second car body modules (3, 5),

   wherein the first car body modules (2, 4, 6) and the second car body modules (3, 5) are connected to one another in an articulated manner,

   the width (B1) of a first car body module (2, 4, 6) being greater than the width (B2) of a second car body module (3, 5)

   characterized in that

   the width ratio (B1/B2) of the first car body module (2, 4, 6) to the second car body module (3, 5) is 1.03:1 to 1.2:1,

   the first car body module (2, 4, 6) has seat rows having a first pair (19) of adjacently arranged seats and a second pair (19') of adjacently arranged seats, wherein the seat pairs are separated from one another by an aisle, and,

   the second car body module (3, 5) has seat rows having a first pair of adjacently arranged seats and a single seat, wherein the seat pairs are separated from the individual seat by an aisle.
2. The streetcar according to claim 1, wherein, in at least one section of the streetcar, the first car body modules (2, 4, 6) and the second car body modules (3, 5) are arranged alternating.
3. The streetcar according to any of the preceding claims, wherein the length ratio of the first car body module to the second car body module is 1.3:1 to 2.5:1.
4. The streetcar according to any of the preceding claims, wherein the distance (24) between two car body modules is 0.7 m to 1.5 m.
5. The streetcar according to any of the preceding claims, wherein the first car body module (2, 4, 6) has a chassis (7, 8, 9) or bogie.
6. The streetcar according to any of the preceding claims, wherein the first car body module (2, 4, 6) and the second car body module (3, 5) have a rectangular or essentially rectangular footprint.
7. The streetcar according to any of the preceding claims, wherein a bellows (10, 11, 12, 13) or gangway bellows is arranged between the first car body module (2, 4, 6) and the second car body module (3, 5).
8. The streetcar according to claim 7, wherein the bellows or gangway bellows (11) has side walls (22, 23) and the side walls (22, 23) are in a greater distance from one another at the first body car module (4) than at the second body car module (3).

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