EP3030469B1 - Motor train set having driven bogies - Google Patents

Description

Technical area

The invention is in the field of vehicle technology and in particular rail vehicle technology and relates to a multiple unit with driven bogies. Furthermore, the invention relates to the distribution of drives in a trainset.

Prior art

In vehicle construction, especially in rail vehicle construction, the coupling between the cars must be carefully designed in the design of vehicles. The coupling, which connects two carriages, must be able to absorb strongly fluctuating forces during operation. For example, in the case of three-piece wagon trains, the wagon may exert heavily fluctuating forces on the middle wagon in front of or behind the middle wagon due to sliding and skidding processes, depending on the track conditions. These fluctuating forces can damage the coupling between the individual cars.

The damage can be felt, for example in the form of knocked out couplings. In addition, with rapidly changing slip conditions, an increased bucking may occur, which impairs both the ride comfort and the life of clutches, and thus also the operational safety.

The problem of damaged couplings has been solved in various ways. For example, the couplings or components of the couplings were prematurely replaced by the customer. This is of course associated with a corresponding installation effort and high costs.

Another type of damage reduction is to reduce the tensile and braking force as much as possible in order to reduce the wear of the coupling by means of a procedure adapted to the track conditions. The adaptation of the tensile or braking force is not possible in all situations to the desired extent.

The DE 600 06 864 T2 describes a double-decker wagon train whose charge distribution in the train is optimized with respect to the engine bogies. The driven axles are loaded as little as possible as the pure axles, so that the masses are distributed accordingly. At the same time an over- or under-motorization is avoided by the arrangement of pure running axles to driven axles in a certain ratio. Due to the corresponding mass distribution and drive distribution, a consistent performance of a train is possible with modular design, even if the train is equipped with other cars.

The DE 10 2009 009 116 A1 describes a trainset in which at least one car is designed as a motor car and at least one car as a non-powered auxiliary car. In the multiple unit train so-called drive modules are formed by coupling a motor vehicle and a power supply car. The drive modules are coupled to the non-powered additional wagons.

In the DE 10 2010 009 250 A1 a car unit for a multiple unit is described. The carriage unit comprises a carriage with driven bogies and a carriage with pure running bogies. The car unit can be added depending on the desired capacity of the railcar to a train or removed from the train.

Disadvantages of the prior art

However, the previously known solutions are only partially satisfactory because the drive distribution in the multiple unit is optimized only for the normal, uneventful operating range. The above-mentioned problems of clutch wear are not or rarely paid attention to a higher flexibility in the capacity design of the multiple unit train. The above measures, such as replacement of the clutches or adaptation of the driving style, result in high component costs and high operating costs, if due to the adapted driving style schedules can not be met.

problem

It is therefore an object of the present invention to provide a trainset whose clutches are not unduly stressed by strongly fluctuating forces become. At the same time, additional costs for the even distribution of forces over the railcar train should be kept low or avoided altogether.

Inventive solution

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

According to one embodiment, a trainset is provided with at least three carriages connected by couplings. The cars each include two own bogies, the trainset in the direction along the train a first bogie and a last bogie includes. In the train all bogies of the trainset except the first bogie and the last bogie are driven.

Due to the described arrangement of the drives in the multiple unit, the clutches are no longer unduly stressed by very different forces. The drive forces are distributed evenly across the train without the need to install additional drive equipment. This leads to a safe and reliable operation at a constant cost. The exchange or revision of the inter-vehicle couplings can be carried out according to the maintenance schedule, and the maintenance schedule does not have to be set to a higher maintenance frequency due to the different acting driving forces. This leads to a further reduction of costs.

A further advantage is that influencing the tensile and braking forces by adapting the driving style to the weather conditions in the arrangements according to embodiments described herein is no longer necessary to the extent that is the case with multiple units without the inventive arrangement of the drives. Furthermore, you get again a higher timeline loyalty to weather conditions that favor, for example, in autumn and winter, the slip of the wheels.

Another advantage is the cleaning effect of the leading bogies relative to the rail running surface and the better bowability of the now lighter, no-drive, leading bogies, which leads to a reduction of the wheel wear.

According to one embodiment of the present invention, the trainset is equipped with a bogie-selective drive, wherein the driven bogies of the trainset are each provided with its own drive. This allows a uniform distribution of forces on the couplings and at the same time a high tensile force by a single drive per bogie.

In one embodiment of the invention, in which the multiple unit is equipped with a bogie-selective drive, each drive a bogie is associated with each inverter. This promotes a uniform weight distribution over the train, since the inverters can be dimensioned according to the number of inverters and then assigned to each driven bogie. Accordingly, each drive a bogie can be assigned their own regulation.

According to one embodiment of the invention, in each case two of the driven bogies, which are arranged adjacent to the drive train adjacent before and after a coupling connecting two cars, combined to form a drive group, wherein optionally the two combined into a drive group bogies a common inverter is assigned. This arrangement allows low tensile forces to be transmitted through the clutches during operation, and especially during operating conditions that cause slippage. Even if one of the drives fails, the forces to be transmitted through the clutches are still within an acceptable range, i. the clutches are not stressed too much.

In one embodiment of the multiple unit described herein, the multiple unit comprises three cars. In an arrangement with exactly three cars, wherein the first and the last bogie are not driven, the distribution of forces through the couplings is uniform and therefore particularly advantageous.

According to one embodiment of the invention, the bogies each comprise two axes and the driven bogies each comprise two driven axles. This arrangement ensures that the force provided by the drive is evenly distributed to the wheels.

In an embodiment of the multiple unit according to the invention, the multiple unit, in particular the clutches of the multiple unit, is designed such that the multiple unit in case of failure a drive or a drive group can continue. Due to the uniform distribution of the tensile forces on the couplings is not brought about by the failure of a drive or a drive group, no situation that stops the operation of the multiple unit prematurely. Rather, the trainset can continue its journey, and a repair take place at an appropriate time, without any major damage to the clutches is to be feared.

The above-described arrangement of drives can be used in any rail vehicle, preferably in trainsets without Jacob bogies, with at least two or at least three cars.

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

characters

• Figuren 1a bis 1f zeigen schematische Ansichten eines Triebzuges in verschiedenen Betriebszuständen gemäß Ausführungsformen der Erfindung.
• Figuren 2a bis 2c zeigen schematische Ansichten eines Triebzuges in verschiedenen Betriebszuständen gemäß Ausführungsformen der Erfindung.
• Figuren 3a bis 3c zeigen schematische Ansichten eines Triebzuges als Vergleichsbeispiel.

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.

• FIGS. 1a to 1f show schematic views of a train in various operating states according to embodiments of the invention.
• FIGS. 2a to 2c show schematic views of a train in various operating states according to embodiments of the invention.
• FIGS. 3a to 3c show schematic views of a trainset as a comparative example.

embodiments

Hereinafter, a drive arrangement for a train with at least three cars will be described. The following examples are all for better comparability due to a train with exactly three cars. However, it will be understood by those skilled in the art that embodiments of the invention are not limited thereto. As will be explained below, the inventive arrangement can uniform distribution of forces are realized on and over the couplings of the train both during operation and during a breakdown scenario.

The following description considers the distribution of forces of different drive arrangements according to embodiments of the invention in comparison to a comparative example. In particular, the arrangements are examined with regard to the tensile forces to be transmitted via the inter-vehicle couplings. Basis of the consideration is a train with three cars.

For reasons of simplification, it is assumed in the following description that all cars of the described multiple unit have an identical mass m . Thus, m 1 = m 2 = m 3 = m . Furthermore, it is assumed that the car transfer clutches are rigid, so have neither spring nor damping elements. Since it is not rigid couplings to spring-mass damping systems, it may possibly come at resonance cases to force peaks in the clutches, but this should not be considered further.

Moreover, in the following analysis, only the amounts of the forces are considered, as it is of no interest at this point whether they are tensile or shear forces. A value of 100% results if and only if all drive systems are present and in operation and no external influences such. Slip act. This is the reference measure for all considerations in order to obtain a comparability of the statements.

FIG. 1a shows a train 100 with three carriages 110, 120 and 130. The masses of the carriages are designated m1 for the first carriage 110, m2 for the second carriage 120 and m3 for the third carriage 130. Each car has its own individual bogies (ie no Jacob bogies). The first carriage 110 has bogies 111, 112, the second carriage bogies 121, 122, and the third carriage 130 bogies 131, 132 on. Typically, each bogie comprises two axles. Exemplary are in FIG. 1a two axis 135 and 136 of the bogie 132 located.

According to embodiments of the invention, the trainsets on a first bogie and a last bogie along the train. In the FIGS. 1a to 1f is the first bogie the bogie 111, and in the FIGS. 2a to 2c the first bogie is the bogie 211. The last bogie is in the FIGS. 1a to 1f designated bogie 132 and in the FIGS. 2a to 2c is the last bogie with Bogie 232 referred to. Typically, in embodiments of the multiple unit train described herein, the first and last bogies are not powered while all other intermediate bogies are powered. Generally driven in the figures driven bogies are marked with black circles. Non-driven bogies are marked with white filled circles.

In the FIGS. 1a to 1f an arrangement is shown in which the trainset 100 is equipped with a bogie-selective drive, that is, each driven bogie in the multiple unit is assigned a drive unit, which may include, for example, a motor and a control unit. In one embodiment of the invention, a separate inverter is assigned to each driven bogie in a bogie-selective drive.

In the FIGS. 1a to 1f Both bogies of the center car 120 and the respective center bogie 112 and 131 of the end cars 110 and 130 are driven. In the following, several failure scenarios are considered, whereby the failure of three and more drive bogies is not considered. As can be seen by the force arrows, the driven bogie 112 exerts a force F ₁₁ , the driven bogie 121 a force F ₂₁ , the driven bogie 122 a force F ₂₂ , and the driven bogie 131 a force F ₃₁ .

FIG. 1a shows a situation of the railcar, in which all drives are ready for use. If all drives are available, then 100% of the drive torque or the tractive force, in each case related to the entire vehicle, are available. About the carriage transition clutches K _a and K _{b in} each case a tensile force of 8.33% of the total tensile force is transmitted. This is because each car 110, 120, 130 has a traction of 33.33% of the total traction, but the two outer trays (first and third carriages) 110 and 130 only contribute 25% of the total traction. Therefore, the car transfer clutches K _a and K _{b transferred} from the middle car (second car) 120 to the two outer car 110, 130 each have a tensile force of 8.33%.

FIG. 1b shows the situation in which the drive of the bogie 112 fails, which is represented by the crossed-out wheels and the crossed-out force arrow F ₁₁ . If the drive of the bogie 112 fails, the carriage 110 will no longer be driven. About the car transition clutch K _a 25% of the original drive torque or the total traction to be transmitted, via wagon transfer clutch K _b is no tensile force transmission. Because there are now only 75% of the total traction available, which must be evenly distributed to the three cars 110, 120, 130.

Figure 1c shows a situation in which the drive of the bogie 131 fails, which is represented by crossed wheels and the crossed-out power arrow F ₃₁ . If the drive of the bogie 131 fails, then carriage 130 is no longer driven. About the car transition clutch K _b 25% of the original drive torque or the tensile force to be transmitted to the car transfer clutch K _a no tensile force transmission.

Figure 1d shows a situation in which either the drive of the bogie 121 or the bogie 122 fails, which is represented by crossed-out wheels and the crossed-out power arrow F ₂₁ , and the dotted crossed force arrow F ₂₂ . If the drive of the bogies 121 or 122 fails, ie only one bogie fails _, no tensile forces are transmitted via the wagon transfer clutches K _a and K _b . Because in this case are per wagon 110, 120, 130 a powered bogie available.

In Figure 1e then the situation is shown in which both drives of the bogies 121 and 122 fail, as indicated by crossed-out wheels and the crossed-out force arrows F ₂₁ and F ₂₂ . If the drives of the bogies 121 and 122 fail, then a traction force of 8.33% is transmitted via the wagon transfer clutches K _a and K _b . Because now only 50% of the original traction available, which are evenly distributed to the three cars 110, 120, 130. Each carriage 110, 120, 130 are thus only 16.66% of the original tensile force available, so that the two clutches K _a and K _b must transmit a tensile force of 8.33%, based on the original drive power.

In FIG. 1f the situation is shown in which both drives of the bogies 112 and 131 fail, as indicated by crossed-out wheels and the crossed-out power arrows F ₁₁ and F ₃₁ . If the drives of the bogies 110 and 130 fail, then the car transfer clutches K _a and K _b, a tensile force of 16.67%, based on the original drive power transmitted.

It follows that in the arrangement according to embodiments of the invention, which provides a bogie-selective drive, via the carriage transition clutches a maximum of 25% tensile force, based on the original drive power, are transmitted. This corresponds to a sufficiently uniform force distribution over the clutches, as will be seen below.

The FIGS. 2a to 2c show a train 200, in which both bogies 221 and 222 of the center car 220 and the respective middle bogie 212 and 231 of the end cars 210 and 230, ie the bogie located at the coupled end, are driven. The drives of each two adjacent bogies are combined to form a drive group. Thus, for example, the bogies 212 and 221 are combined into one group, ie a drive group extends over a carriage transition clutch. For example, a drive group may include a single control unit. In one embodiment, the motors of a drive group may be operated in parallel with an inverter.

FIG. 2a shows a situation of the railcar, in which all drives are ready for use. If all drives are in operation, then 100% of the drive torque or the traction, in each case related to the entire vehicle available. About the carriage transition clutches K _a and K _{b in} each case a tensile force of 8.33% is transmitted.

FIG. 2b shows an example in which the drive for the bogies 212 and 221 fails, as indicated by crossed-out wheels and the crossed-out force arrows F ₁₂ and F ₂₁ . If this first group drive fails to drive the two bogies 212 and 221, carriage 210 will not be driven. About the car transition clutch K _a 16.67% of the drive torque to be transmitted. About the car transition clutch K _b 8.33% of the drive torque are transmitted. This results from the fact that now only 50% of the original total traction available, which must be evenly distributed to each car.

Figure 2c FIG. 15 shows an example in which the drive group for the bogies 222 and 231 fails, as indicated by crossed-out wheels and the crossed-out force arrows F ₂₂ and F ₃₁ . If the drive system fails, both bogies 222 and 231 drives, so the power relations with respect to with respect to FIG. 2b explained failure of the drive system that drives the bogies 212 and 221.

It follows that in the arrangement according to embodiments of the invention, which provides a group drive for each two to a common car transfer clutch immediately adjacent bogies, over the carriage transition clutches a maximum of 25% tensile force, based on the original total traction, are transmitted in case of failure of a group drive. This also corresponds to a sufficiently uniform distribution of the forces on the couplings, as shown in the following comparison with a comparative example.

The comparative example to illustrate the effect that can be achieved by embodiments of the invention is shown in FIGS FIGS. 3a to 3c shown. In the comparative example of FIGS. 3a to 3c Both bogies 311, 312 and 331, 332 of each endcar 310 and 330 are driven. The drives are connected as a group drive, ie in each case two adjacent bogies are combined in a drive group. Thus, in each case engines of a end car are operated in parallel on an inverter. For example, in the comparative example of FIGS. 3a to 3c the bogies 311, 312 and the bogies 331, 332 combined to form a drive group.

FIG. 3a shows the comparative example when all drives are ready. The drive systems of each endcar must provide 50% of the total traction. Since all cars have an identical mass, each car requires a fictitious identical pulling force, which is 33.33% of the total traction. Thus, the car transfer clutches K _a and K _b each have to transmit a tensile force of 16.67%.

In FIG. 3b of the comparative example, a situation is shown in which the drive of the bogies 311 and 312 fails. If the drive of the end car 310 is thus omitted (eg because of a failure of a drive, or slipping), then the driven car 330 must provide the entire drive torque of the vehicle. This is only 50% of the original drive torque relative to the entire vehicle. Each car again requires one third of the available drive torque or the available traction. Thus accounts for the car 310 to 330 a fictitious traction of 16.67% each based on a vehicle, the full drive power available stands. The car transfer clutch K _a must transmit a tensile force of 16.67%, which corresponds to the normal operation. On the car transition clutch K _b accounts for a force of 33.33%.

In Figure 3c of the comparative example, a situation is shown in which the drive of the bogies 331 and 332 fails. In case of failure of the drive in Endwagen 330, the conditions in comparison to in FIG. 3b described situation; the forces acting on clutch K _a are 33.33%. The forces acting on the car transition clutch K _b are 16.67%.

In comparison, it can therefore be said that in the arrangement of the drive systems in the end car as a group drive - as in the comparative example of FIGS. 3a to 3c - In case of failure of a drive system on the inter-vehicle coupling up to 33% of the tensile force must be transmitted. A group drive, divided on all cars of the train - as in the embodiment of FIGS. 2a to 2c - Compared to the comparative example is a much more favorable solution. In the worst case, the forces to be transmitted via the car transition clutch go back to 16.67%. This corresponds to a reduction of the forces by 50% compared to the comparative example.

In bogie-selective drive, divided on all cars of the train - as in the embodiment of FIGS. 1a to 1f - a maximum of 25% traction is transmitted via the wagon transfer clutches. This is an improvement over the comparative example. In this case, the vehicle also has a higher tractive force available.

In addition, the embodiment of the FIGS. 1a to 1f the advantage that in a failure situation only one bogie fails (and not, as in the embodiment of FIGS. 2a to 2c a whole drive group), whereby a more precise control is possible. Generally speaking, in both embodiments exemplified herein, driving left and right of the clutch (or before and after the clutch in a direction along the train) may reduce the load on the clutches. For example, in a situation in which slip occurs, which corresponds to a torque demolition, the sudden load on the clutches is smaller, as explained above.

It should be noted that in a slip, for example, the leading wheel of a bogie, typically the entire drive group is stopped. in the Case of a group drive according to the FIGS. 2a to 2c This always leads to the short-term (controlled) failure of one of the two group drives and therefore to fluctuating loads of the inter-vehicle couplings, as stated above. In a bogie-selective drive, however, the fluctuations in Abregelung only one bogie, however, are significantly lower.

While specific embodiments have been illustrated and described herein, it is within the scope of the present invention to properly modify the illustrated embodiments without departing from the scope of the present invention. The following claims are a first, non-binding attempt to broadly define the invention.

LIST OF REFERENCE NUMBERS

100

Multiple Unit

110

first car

111

bogie

112

bogie

120

second car

121

bogie

122

bogie

130

third car

131

bogie

132

bogie

135

axis

136

axis

200

Multiple Unit

210

first car

211

bogie

212

bogie

220

second car

221

bogie

222

bogie

230

third car

231

bogie

232

bogie

300

Multiple Unit

310

first car

311

bogie

312

bogie

320

second car

321

bogie

322

bogie

330

third car

331

bogie

332

bogie

Claims (8)

1. A multiple-unit train (100; 200) with

   - at least three cars connected by couplings (110, 120, 130; 210, 220, 230),

   - which each have their two own bogies (111, 112, 121, 122, 131, 132; 211, 212, 221, 222, 231, 232),

   - the multiple unit comprising a first bogie (111; 211) and a last bogie (132; 232) in the direction along the multiple unit,

   characterized in that all bogies of the multiple-unit train except the first bogie (111; 211) and the last bogie (132; 232) are powered.
2. The multiple-unit train according to claim 1, wherein the powered bogies (112; 121, 122; 131; 212; 221, 222; 231) of the multiple-unit train (100; 200) are driven selectively.
3. The multiple-unit train according to claim 2, wherein for each drive of a powered bogie (112; 121, 122; 131; 212; 221, 222; 231) an inverter is associated with.
4. The multiple-unit train according to claim 1, wherein the respective two of the powered bogies (112, 121; 122, 131; 212, 221; 222, 231), which are arranged in the direction along the multiple-unit train adjacent before and after a coupling connecting two carriages (110; 120; 130; 210; 220; 230), form a drive group.
5. The multiple-unit train according to claim 4, wherein one inverter is assigned to the two bogies combined to form a drive group.
6. The multiple unit train according to one of the preceding claims, wherein each of the bogies (111, 112; 121, 122; 131, 132; 211, 212; 221, 222; 231, 232;) comprise two axles, and wherein the powered bogies (112; 121; 122; 131; 212; 221, 222; 231) comprise two powered axles.
7. The multiple unit according to any of claims 2 to 6, wherein the multiple unit train (100; 200) is configured such that the multiple unit train in enable to continue to operate in the event of failure of a drive or a drive group.
8. The multiple-unit train according to claim 7, wherein couplings of the multiple-unit train are configured such that the multiple-unit train can continue to operate in the event of failure of one drive or one drive group.

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