EP3030469B1 - Train automoteur à boggies entraînés - Google Patents

Train automoteur à boggies entraînés Download PDF

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Publication number
EP3030469B1
EP3030469B1 EP14749837.2A EP14749837A EP3030469B1 EP 3030469 B1 EP3030469 B1 EP 3030469B1 EP 14749837 A EP14749837 A EP 14749837A EP 3030469 B1 EP3030469 B1 EP 3030469B1
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European Patent Office
Prior art keywords
drive
bogie
bogies
car
train
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Application number
EP14749837.2A
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German (de)
English (en)
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EP3030469A1 (fr
Inventor
Peter Heidrich
Thomas KÜNZEL
Hans-Joachim KIRCHNER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3030469A1 publication Critical patent/EP3030469A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars

Definitions

  • 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.
  • the coupling between the cars 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.
  • 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.
  • an increased bucking may occur, which impairs both the ride comfort and the life of clutches, and thus also the operational safety.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • each bogie comprises two axles. Exemplary are in FIG. 1a two axis 135 and 136 of the bogie 132 located.
  • the trainset s on a first bogie and a last bogie along the train.
  • the first bogie is the bogie 111
  • the first bogie is the bogie 211
  • the last bogie is in the FIGS. 1a to 1f designated bogie 132
  • in the FIGS. 2a to 2c is the last bogie with Bogie 232 referred to.
  • the first and last bogies are not powered while all other intermediate bogies are powered.
  • driven bogies are marked with black circles.
  • Non-driven bogies are marked with white filled circles.
  • each driven bogie in the multiple unit is assigned a drive unit, which may include, for example, a motor and a control unit.
  • a separate inverter is assigned to each driven bogie in a bogie-selective drive.
  • both bogies of the center car 120 and the respective center bogie 112 and 131 of the end cars 110 and 130 are driven.
  • 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.
  • 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.
  • 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.
  • the bogies 212 and 221 are combined into one group, ie a drive group extends over a carriage transition clutch.
  • a drive group may include a single control unit.
  • 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.
  • 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.
  • FIGS. 3a to 3c 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.
  • 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.
  • engines of a end car are operated in parallel on an inverter.
  • 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%.
  • 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%.
  • 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.
  • driving left and right of the clutch 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.

Claims (8)

  1. Rame ferroviaire (100 ; 200) avec
    - au moins trois voitures (110, 120, 130 ; 210, 220, 230) reliées au moyen de dispositifs d'accouplement,
    - qui présentent chacune deux bogies (111, 112, 121, 122, 131, 132 ; 211, 212, 221, 222, 231, 232) propres,
    - dans laquelle la rame ferroviaire comprend dans une direction le long de la rame ferroviaire un premier bogie (111 ; 211) et un dernier bogie (132 ; 232),
    caractérisée en ce que tous les bogies de la rame ferroviaire sont entraînés à l'exception du premier bogie (111 ; 211) et du dernier bogie (132 ; 232).
  2. Rame ferroviaire selon la revendication 1, dans laquelle les bogies (112 ; 121, 122 ; 131 ; 212 ; 221, 222 ; 231) entraînés de la rame ferroviaire (100 ; 200) sont entraînés de manière sélective par bogie.
  3. Rame ferroviaire selon la revendication 2, dans laquelle à chaque entraînement d'un bogie (112 ; 121, 122 ; 131 ; 212 ; 221, 222 ; 231) entraîné est associé respectivement un onduleur.
  4. Rame ferroviaire selon la revendication 1, dans laquelle respectivement deux des bogies (112, 121 ; 122, 131 ; 212, 221 ; 222, 231) entraînés, qui sont disposés dans une direction le long de la rame ferroviaire de manière voisine avant et après un dispositif d'accouplement reliant deux voitures (110 ; 120 ; 130 ; 210 ; 220 ; 230), sont réunis en un groupe d'entraînement.
  5. Rame ferroviaire selon la revendication 4, dans laquelle un onduleur est associé aux deux bogies réunis en un groupe d'entraînement.
  6. Rame ferroviaire selon l'une quelconque des revendications précédentes, dans laquelle les bogies (111, 112 ; 121, 122 ; 131, 132 ; 211, 212 ; 221, 222 ; 231, 232) comprennent chacun deux essieux et dans laquelle les bogies (112 ; 121 ; 122 ; 131 ; 212 ; 221, 222 ; 231) entraînés comprennent deux essieux entraînés.
  7. Rame ferroviaire selon l'une quelconque des revendications 2 à 6, dans laquelle la rame ferroviaire (100 ; 200) est conçue de telle sorte que la rame ferroviaire, en cas de panne d'un entraînement ou d'un groupe d'entraînements, peut poursuivre sa route.
  8. Rame ferroviaire selon la revendication 7, dans laquelle les dispositifs d'accouplement de la rame ferroviaire sont conçus de telle sorte que la rame ferroviaire, en cas de panne d'un entraînement ou d'un groupe d'entraînements, peut poursuivre sa route.
EP14749837.2A 2013-08-08 2014-08-08 Train automoteur à boggies entraînés Active EP3030469B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013108588.1A DE102013108588A1 (de) 2013-08-08 2013-08-08 Triebzug mit angetriebenen Drehgestellen
PCT/EP2014/067117 WO2015018934A1 (fr) 2013-08-08 2014-08-08 Train automoteur à boggies entraînés

Publications (2)

Publication Number Publication Date
EP3030469A1 EP3030469A1 (fr) 2016-06-15
EP3030469B1 true EP3030469B1 (fr) 2019-12-11

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EP14749837.2A Active EP3030469B1 (fr) 2013-08-08 2014-08-08 Train automoteur à boggies entraînés

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EP (1) EP3030469B1 (fr)
DE (1) DE102013108588A1 (fr)
WO (1) WO2015018934A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105539455A (zh) * 2015-12-17 2016-05-04 唐山轨道客车有限责任公司 可编组的动车组

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE7926648U1 (de) 1978-05-09 1980-01-03 Socimi-Societa Costruzioni Industriali Milano S.P.A., Mailand (Italien) Wagenkonvoi fuer strassenbahnen und oberirdische stadtbahnen
EP0616935A1 (fr) 1993-03-25 1994-09-28 Jenbacher Energiesysteme Aktiengesellschaft Véhicule ferroviaire à deux niveaux
EP1393950A2 (fr) 2002-08-29 2004-03-03 Siemens Aktiengesellschaft Train de roulement pour véhicules ferroviaires
EP2189320A1 (fr) 2008-11-20 2010-05-26 Alstom Transport S.A. Véhicule ferroviaire
WO2013037608A1 (fr) 2011-09-12 2013-03-21 Siemens Aktiengesellschaft Rame ferroviaire
EP2181030B1 (fr) 2007-08-13 2013-10-23 Bombardier Transportation GmbH Véhicule ferroviaire avec un dispositif d'entraînement

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH682899A5 (de) * 1992-07-10 1993-12-15 Stadler Fahrzeuge Ag Gelenktriebwagen für den Schienenverkehr.
FR2788739B1 (fr) 1999-01-27 2001-03-02 Alstom Rame ferroviaire modulaire et convoi ferroviaire forme de telles rames
FR2937940B1 (fr) * 2008-10-30 2014-06-06 Alstom Transport Sa Automotrice de transport de voyageurs
DE102009009116B4 (de) 2009-02-16 2021-02-25 Bombardier Transportation Gmbh Triebzug und Verfahren zu dessen Herstellung
JP5259820B2 (ja) * 2009-06-15 2013-08-07 株式会社日立製作所 鉄道車両の駆動システム
DE102010009250A1 (de) 2010-02-25 2011-08-25 Siemens Aktiengesellschaft, 80333 Triebzugverband
JP5801999B2 (ja) * 2010-08-24 2015-10-28 株式会社日立製作所 鉄道用車上電気機器を搭載した鉄道車両の編成列車
DE102012002611A1 (de) * 2012-02-13 2013-08-14 Siemens Aktiengesellschaft Schienenfahrzeug mit wenigstens zwei Wagenteilen

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE7926648U1 (de) 1978-05-09 1980-01-03 Socimi-Societa Costruzioni Industriali Milano S.P.A., Mailand (Italien) Wagenkonvoi fuer strassenbahnen und oberirdische stadtbahnen
EP0616935A1 (fr) 1993-03-25 1994-09-28 Jenbacher Energiesysteme Aktiengesellschaft Véhicule ferroviaire à deux niveaux
EP1393950A2 (fr) 2002-08-29 2004-03-03 Siemens Aktiengesellschaft Train de roulement pour véhicules ferroviaires
EP2181030B1 (fr) 2007-08-13 2013-10-23 Bombardier Transportation GmbH Véhicule ferroviaire avec un dispositif d'entraînement
EP2189320A1 (fr) 2008-11-20 2010-05-26 Alstom Transport S.A. Véhicule ferroviaire
WO2013037608A1 (fr) 2011-09-12 2013-03-21 Siemens Aktiengesellschaft Rame ferroviaire

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"Google Books", 2003, article BERND ENGLMEIER: "ICE und Transrapid - vergleichende Darstellung der beiden Hochgeschwindigkeitsbahnen: Historie, Technik, Zukunftschancen", pages: 36, XP055735958
ANONYMOUS: "DB-Baureihe 610", WIKIPEDIA, 21 July 2013 (2013-07-21), pages 1 - 6, XP055735933
ANONYMOUS: "Stadler landet in Afrika - 64 Flirt Triebzüge für die SNTF", EISENBAHNREVUE 6/2009, June 2009 (2009-06-01), pages 299 - 304, XP055735936
GENSLER C.: "Antriebssteuerung und -regelung im dieselelektrischen Triebzug Baureihe 605", FAHRZEUGTECKIK, October 2001 (2001-10-01), pages 422, XP001102839
HEINZ R.: "Inter-City-T - Konzeption für die elektrischen Fernverkehrs-Triebwagen mit Neigetechnik der Deutschen Bahn", EISENBAHNREVUE INTERNATIONAL 7-8/1995, vol. 7, 1995, pages 277 - 283, XP055316193
KOTTENHAHN VOLKER: "Der Dieseltriebzug VT 610, der '' Deutsche Pendolino", SCHWEIZERISCHE EISENBAHNREVUE 1-2/1993, 1993, pages 27 - 38, XP055735932

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Publication number Publication date
DE102013108588A1 (de) 2015-03-05
EP3030469A1 (fr) 2016-06-15
WO2015018934A1 (fr) 2015-02-12

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