EP3164313B1 - Articulated train-type rail vehicle - Google Patents

Articulated train-type rail vehicle Download PDF

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Publication number
EP3164313B1
EP3164313B1 EP15756900.5A EP15756900A EP3164313B1 EP 3164313 B1 EP3164313 B1 EP 3164313B1 EP 15756900 A EP15756900 A EP 15756900A EP 3164313 B1 EP3164313 B1 EP 3164313B1
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European Patent Office
Prior art keywords
rail vehicle
car bodies
center
running gear
running
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German (de)
French (fr)
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EP3164313A1 (en
Inventor
Bernd Bilstein-Hemmer
Martin Glinka
Michael Goerner
Marc Gottwald
Michael Kammler
Christian KÜTER
Klaus Paffrath
Martin Teichmann
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Siemens Mobility Austria GmbH
Siemens Mobility GmbH
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Siemens Mobility Austria GmbH
Siemens Mobility GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains

Definitions

  • the invention relates to a rail vehicle for passenger transport, which is designed as a multiple unit train and has at least two car bodies, with adjacent car bodies being supported on a common middle chassis and end car bodies additionally on an end chassis, with all chassis being one neighboring chassis have a bogie center distance of 19 to 21 m and the end car bodies have a length in the range of 24 to 28 m.
  • Such a rail vehicle is from the technical article: " The new IC-4 DMU for Danish State railways Technology and experience from the approval process ", June 1, 2010, ZEVrail-GLASERS Annalen, Georg-Siemens-Verlag, Berlin, DE, pages 70-81, XP001555216 from Marianeschi et al. known, this rail vehicle is one for high-speed traffic, equipped with a diesel drive (DMU). This vehicle is typically in four parts.
  • DMU diesel drive
  • Such rail vehicles are often used as regional vehicles, with the support of adjacent car bodies on common center running gear means the saving of running gear compared to a rail vehicle, in which each car body has a running gear at its ends.
  • a "standard articulated train” typically has a bogie center distance of 16 m. Adjacent car bodies share a middle chassis and the two car bodies at the ends of the rail vehicle are additionally supported on their own chassis, which can be referred to as end chassis.
  • end chassis can be referred to as end chassis.
  • the standard articulated train consists of four car bodies, the two end car bodies approx. 19 m and the two center car bodies are approx. 16 m long.
  • Such a rail vehicle has a total of 5 trolleys.
  • the general requirement for such a rail vehicle is to enable a combination of minimizing the number of all components of the rail vehicle and a simultaneous reduction in acquisition, energy and / or maintenance costs.
  • the object of the invention is to further develop the rail vehicle mentioned at the outset in such a way that the number of all components, in particular the car bodies and undercarriages used, is reduced while roughly maintaining a passenger transport capacity and vehicle length.
  • all bogies are equipped with internally mounted bogie frames such that in the transverse direction of the bogie wheels of the bogie lie further outside as longitudinal members of a frame of the bogie and the multiple unit is designed as a regional train.
  • the rail vehicle can thus be constructed from two end car bodies, which are supported on a common middle chassis.
  • the weight of one or the center car bodies, including their payload and components, is preferably dimensioned such that two directly adjacent center car bodies that share a center running gear do not exceed a maximum permissible axle load.
  • the rail vehicle can be expanded to include additional center car bodies.
  • All undercarriages are equipped with internally mounted bogie frames in such a way that wheels of the undercarriage are further out in the transverse direction of the undercarriage as longitudinal members of a frame of the undercarriage. This means that a total weight of the rail vehicle is significantly reduced through the use of internally mounted bogie frames, so that permissible maximum axle loads of e.g. B. 20 t not be exceeded.
  • Overhangs of the end car bodies preferably extend from a center of the end carriages to the associated rail vehicle end over a length of at least 5 m.
  • the overhangs can preferably have a length of at least 5.5 m, particularly preferably 6 m.
  • Such long overhangs of the end car bodies mean that the end trolleys are subjected to greater loads in favor of the center trolleys. This in turn allows the center trolleys to be provided with a lower weight.
  • Heavy vehicle components such as transformers, auxiliary operations and / or batteries, components of traction technology, the brakes or compressed air, of the rail vehicle can advantageously be arranged at least partially in the region of the overhangs of the end car bodies. This also leads to relieve the weight of the middle trolleys.
  • the center trolleys can preferably have more than two axes. The result of this is that the car bodies supported by a central chassis are distributed over at least three axles.
  • the wheel diameter of the center trolleys in an embodiment with more than two, in particular three, axles can be smaller than the wheel diameter of the end trolleys. This makes it possible to implement a stepless passage through the rail vehicle as a whole.
  • FIG. 1 a three-part multiple unit is illustrated, which is used to implement a regional train with a length of approx 70 m is suitable.
  • the multiple unit is made up of two end car bodies 1 and a center car body 2 arranged between them.
  • the multiple unit shows a total of four bogies 3, 4, the end car bodies 1 being supported on an end undercarriage 3 and a center undercarriage 4.
  • the end carriages 3 of the end car bodies 1 have elongated overhangs 5 compared to the prior art.
  • the overhangs 5, calculated from a bogie center of the end carriages 3, have a length in the range of at least 5 m, preferably at least 5. 5 m, particularly preferably at least 6 m.
  • the center car body 2 rests on the center chassis 4, which are designed as Jakobs bogies with an external chassis frame.
  • the center trolleys 2 also support the inner ends of the end car bodies 1.
  • a respective support of the car bodies 1, 2 on the middle chassis 4 does not necessarily have to be direct. It is also possible that vertical forces occurring at the end of one of the car bodies are first transferred to the adjacent car body and from there to the relevant center chassis 4. Likewise, a vertical pivot point between adjacent car bodies does not have to be physically present or exactly in the middle of the chassis.
  • the bogie center distances between adjacent trolleys are all between 19 and 20 m, while the two end car bodies 1 plus half a car transition to the middle car body 2 have a length of 25 to 26 m and the center car body plus a car transition 19 to 20 m is long.
  • the length of the end car bodies 1 is at least 24 m, preferably at least 25 m, particularly preferably at least 26 m.
  • the multiple unit after Figure 1 is shown as an example with roof components, here an air conditioning system 6, and underfloor components, here a transformer 7, per car body 1, 2 of the rail vehicle. These components are examples of Heavy components of the multiple unit, which contribute significantly to its total weight and are included in the calculation of the permissible axle load of the bogies 3, 4.
  • the air conditioning systems 6 on the roofs of the car bodies 1, 2, while the transformers 7 are arranged under the floor. Both the air conditioning systems 6 and the transformers 7 are arranged in the middle between two adjacent undercarriages 3, 4.
  • FIG 3 Another embodiment of a multiple unit train is shown. It can be seen that heavy components, such as the air conditioning systems 6, are arranged in the immediate vicinity of the end trolleys 3, with at least one heavy component, here a battery 10, alternatively e.g. B. transformer, battery, auxiliary companies, located in the area of one of the overhangs 5. The concentration of the heavy components in the area of the free ends of the multiple unit relieves the weight of the middle bogies 4.
  • a battery 10 alternatively e.g. B. transformer, battery, auxiliary companies
  • the more than two-axle center trolleys 11 allow them to be designed with a smaller wheel diameter than that of the end trolleys 3. This makes it possible to provide stepless car transitions between the end car bodies 1 and the middle car body 2.
  • a three-point support of the car bodies 1, 2 can be provided, so that a single spring and damper configuration is sufficient. This can also lead to a reduction in the wheel base of the center trolleys 4, 9 to the size of the end trolleys 3, 8.
  • a sheet-dependent transverse play limitation for the car bodies 1, 2 can help to achieve suitable widths for the car bodies 1, 2.
  • a crowning of the car bodies 1, 2 also contributes to this purpose.
  • a reduction in the design coefficient of friction, i. H. the quotient between a starting tractive effort set in an engine control of the rail vehicle and the static load on the rail vehicle to values up to 0.19 is beneficial here.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Body Structure For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

Die Erfindung bezieht sich auf ein Schienenfahrzeug zur Personenbeförderung, das als Triebzug in Gliederzugausführung ausgebildet ist und wenigstens zwei Wagenkästen aufweist, wobei benachbarte Wagenkästen auf einem gemeinsamen Mitten-Fahrwerk und End-Wagenkästen zusätzlich auf einem End-Fahrwerken abgestützt sind, wobei sämtliche Fahrwerke zu einem benachbarten Fahrwerk einen Drehgestellmitten-Abstand von 19 bis 21 m aufweisen und die End-Wagenkästen eine Länge im Bereich von 24 bis 28 m aufweisen.The invention relates to a rail vehicle for passenger transport, which is designed as a multiple unit train and has at least two car bodies, with adjacent car bodies being supported on a common middle chassis and end car bodies additionally on an end chassis, with all chassis being one neighboring chassis have a bogie center distance of 19 to 21 m and the end car bodies have a length in the range of 24 to 28 m.

Ein solches Schienenfahrzeug ist aus dem Fachartikel: " The new IC-4 DMU for Danish State Railways Technology and experience from the approval process", 1. Juni 2010, ZEVrail-GLASERS Annalen, Georg-Siemens-Verlag, Berlin, DE, Seiten 70 - 81, XP001555216 von Marianeschi et al. bekannt, bei diesem Schienenfahrzeug handelt es sich um eines für den Hochgeschwindigkeitsverkehr, ausgestattet mit einem Dieselantrieb (DMU). Dieses Fahrzeug liegt typischerweise als Vierteiler vor.Such a rail vehicle is from the technical article: " The new IC-4 DMU for Danish State Railways Technology and experience from the approval process ", June 1, 2010, ZEVrail-GLASERS Annalen, Georg-Siemens-Verlag, Berlin, DE, pages 70-81, XP001555216 from Marianeschi et al. known, this rail vehicle is one for high-speed traffic, equipped with a diesel drive (DMU). This vehicle is typically in four parts.

Solche Schienenfahrzeuge werden häufig als Regionalfahrzeuge eingesetzt, wobei die Abstützung benachbarter Wagenkästen auf gemeinsamen Mitten-Fahrwerken die Einsparung von Fahrwerken im Vergleich zu einem Schienenfahrzeug bedeutet, bei dem jeder Wagenkasten an seinen Enden jeweils ein Fahrwerk hat. Ein "Standardgliederzug" hat typischerweise einen Drehgestellmitten-Abstand von 16 m. Benachbarte Wagenkästen teilen sich ein Mitten-Fahrwerk und die beiden Wagenkästen an den Schienenfahrzeug-Enden stützen sich zusätzlich auf eigene Fahrwerke ab, die als End-Fahrwerke bezeichnet werden können. Beispielsweise bei einem 70 m-Fahrzeug besteht der Standardgliederzug aus vier Wagenkästen, wobei die beiden End-Wagenkästen circa 19 m und die beiden Mitten-Wagenkästen circa 16 m lang sind. Ein solches Schienenfahrzeug hat insgesamt 5 Fahrwerke.Such rail vehicles are often used as regional vehicles, with the support of adjacent car bodies on common center running gear means the saving of running gear compared to a rail vehicle, in which each car body has a running gear at its ends. A "standard articulated train" typically has a bogie center distance of 16 m. Adjacent car bodies share a middle chassis and the two car bodies at the ends of the rail vehicle are additionally supported on their own chassis, which can be referred to as end chassis. For example, in a 70 m vehicle, the standard articulated train consists of four car bodies, the two end car bodies approx. 19 m and the two center car bodies are approx. 16 m long. Such a rail vehicle has a total of 5 trolleys.

Allgemeine Anforderung für ein solches Schienenfahrzeug ist es, eine Kombination aus einer Minimierung der Anzahl aller Komponenten des Schienenfahrzeugs und eine gleichzeitige Absenkung von Anschaffungs-, Energie- und/oder Instandhaltungs-Kosten zu ermöglichen.The general requirement for such a rail vehicle is to enable a combination of minimizing the number of all components of the rail vehicle and a simultaneous reduction in acquisition, energy and / or maintenance costs.

Ausgehend hiervon liegt der Erfindung die Aufgabe zugrunde, das eingangs genannte Schienenfahrzeug derart weiterzuentwickeln, dass unter ungefährer Beibehaltung einer Personenbeförderungskapazität und Fahrzeuglänge die Anzahl aller Komponenten, insbesondere der eingesetzten Wagenkästen und Fahrwerke, vermindert wird.Proceeding from this, the object of the invention is to further develop the rail vehicle mentioned at the outset in such a way that the number of all components, in particular the car bodies and undercarriages used, is reduced while roughly maintaining a passenger transport capacity and vehicle length.

Diese Aufgabe wird bei dem eingangs genannten Schienenfahrzeug gelöst durch die kennzeichnenden Merkmale des Anspruchs 1.This object is achieved in the rail vehicle mentioned at the outset by the characterizing features of claim 1.

Danach ist vorgesehen, dass sämtliche Fahrwerke derart mit innengelagerten Drehgestellrahmen ausgestattet sind, dass in Querrichtung des Fahrwerks Räder des Fahrwerks weiter außen als Längsträger eines Rahmens des Fahrwerks liegen und der Triebzug als Regionalzug ausgebildet ist.According to this, it is provided that all bogies are equipped with internally mounted bogie frames such that in the transverse direction of the bogie wheels of the bogie lie further outside as longitudinal members of a frame of the bogie and the multiple unit is designed as a regional train.

Im einfachsten Fall kann das Schienenfahrzeug somit aus zwei End-Wagenkästen aufgebaut sein, die sich auf einem gemeinsamen Mitten-Fahrwerk abstützen. Bevorzugt ist das Gewicht eines oder der Mitten-Wagenkästen einschließlich ihrer Zuladung und Komponenten so bemessen, dass auch zwei unmittelbar aneinander angrenzende Mitten-Wagenkästen, die sich ein Mitten-Fahrwerk teilen, eine maximal zulässige Achslast nicht überschreiten. In diesem Fall kann das Schienenfahrzeug beliebig um weitere Mitten-Wagenkästen erweitert werden.In the simplest case, the rail vehicle can thus be constructed from two end car bodies, which are supported on a common middle chassis. The weight of one or the center car bodies, including their payload and components, is preferably dimensioned such that two directly adjacent center car bodies that share a center running gear do not exceed a maximum permissible axle load. In this case, the rail vehicle can be expanded to include additional center car bodies.

Im Vergleich zum Stand der Technik ist es somit möglich, beispielsweise ein 70 m-Schienenfahrzeug aus nur drei Wagenkästen aufzubauen. Grund dafür ist, dass die vorgesehenen Wagenkästen deutlich länger ausgebildet sind als die im Stand der Technik bekannten. Längere Schienenfahrzeuge können durch Hinzufügen wenigstens eines weiteren Mitten-Wagenkastens und wenigstens eines weiteren Mitten-Fahrwerks realisiert werden.Compared to the prior art, it is therefore possible to build a 70 m rail vehicle from just three car bodies, for example. The reason for this is that the car bodies provided are designed to be significantly longer than those known in the prior art. Longer rail vehicles can be realized by adding at least one further center carriage body and at least one further center carriage.

Sämtliche Fahrwerke sind derart mit innengelagerten Drehgestellrahmen ausgestattet, dass in Querrichtung des Fahrwerks Räder des Fahrwerks weiter außen als Längsträger eines Rahmens des Fahrwerks liegen. Dies bewirkt, dass ein Gesamtgewicht des Schienenfahrzeugs durch den Einsatz innengelagerter Drehgestellrahmen deutlich vermindert wird, so dass zulässige maximale Achslasten von z. B. 20 t nicht überschritten werden.All undercarriages are equipped with internally mounted bogie frames in such a way that wheels of the undercarriage are further out in the transverse direction of the undercarriage as longitudinal members of a frame of the undercarriage. This means that a total weight of the rail vehicle is significantly reduced through the use of internally mounted bogie frames, so that permissible maximum axle loads of e.g. B. 20 t not be exceeded.

In dieser Weise wird erreicht, dass die Anzahl von Komponenten, wie Klimaanlagen, Wagenübergängen, Gelenken oder Kupplungen geringer gehalten werden kann als bei einem bekannten Schienenfahrzeug, wie es oben erläutert ist.In this way it is achieved that the number of components, such as air conditioning systems, car transitions, joints or couplings, can be kept lower than in a known rail vehicle, as explained above.

Bevorzugt erstrecken sich Überhänge der End-Wagenkästen von einer Mitte der End-Fahrwerke aus zum zugeordneten Schienenfahrzeugende über eine Länge von mindestens 5 m. Bevorzugt können die Überhänge eine Länge von mindestens 5,5 m, besonders bevorzugt von 6 m aufweisen. Derart lange Überhänge der End-Wagenkästen haben zur Folge, dass die End-Fahrwerke zugunsten der Mitten-Fahrwerke stärker belastet werden. Dies gestattet es wiederum, die Mitten-Fahrwerke mit geringerem Gewicht vorzusehen.Overhangs of the end car bodies preferably extend from a center of the end carriages to the associated rail vehicle end over a length of at least 5 m. The overhangs can preferably have a length of at least 5.5 m, particularly preferably 6 m. Such long overhangs of the end car bodies mean that the end trolleys are subjected to greater loads in favor of the center trolleys. This in turn allows the center trolleys to be provided with a lower weight.

Schwere Fahrzeugkomponenten, wie Transformatoren, Hilfsbetriebe und/oder Batterien , Komponenten der Traktionstechnik, der Bremse bzw. der Druckluft, des Schienenfahrzeugs können vorteilhafterweise wenigstens teilweise im Bereich der Überhänge der End-Wagenkästen angeordnet sein. Auch dies führt dazu, dass die Mitten-Fahrwerke gewichtsmäßig entlastet werden.Heavy vehicle components, such as transformers, auxiliary operations and / or batteries, components of traction technology, the brakes or compressed air, of the rail vehicle can advantageously be arranged at least partially in the region of the overhangs of the end car bodies. This also leads to relieve the weight of the middle trolleys.

Bevorzugt können die Mitten-Fahrwerke mehr als zwei Achsen aufweisen. Dies hat zur Folge, dass sich die von einem Mitten-Fahrwerk abgestützten Wagenkästen auf wenigstens drei Achsen verteilen.The center trolleys can preferably have more than two axes. The result of this is that the car bodies supported by a central chassis are distributed over at least three axles.

Der Raddurchmesser der Mitten-Fahrwerke in einer Ausgestaltung mit mehr als zwei, insbesondere drei, Achsen kann kleiner als der Raddurchmesser der End-Fahrwerke sein. Dies gestattet es, einen stufenfreien Durchgang durch das Schienenfahrzeug insgesamt realisieren zu können.The wheel diameter of the center trolleys in an embodiment with more than two, in particular three, axles can be smaller than the wheel diameter of the end trolleys. This makes it possible to implement a stepless passage through the rail vehicle as a whole.

Ausführungsbeispiele der Erfindung werden nachfolgend unter Bezugnahme auf die Zeichnungen noch näher erläutert, wobei funktionsgleiche Komponenten mit denselben Bezugsziffern bezeichnet sind. Es zeigen:

Figur 1
eine schematische Seitenansicht eines Triebzuges in Gliederzugausführung nach einer ersten Ausführungsform,
Figur 2
eine schematische Seitenansicht eines Triebzuges in Gliederzugausführung nach einer zweiten Ausführungsform,
Figur 3
eine schematische Seitenansicht eines Triebzugs in Gliederzugausführung nach einer dritten Ausführungsform und
Figur 4
eine schematische Seitenansicht eines Triebzugs in Gliederzugausführung nach einer vierten Ausführungsform.
Exemplary embodiments of the invention are explained in more detail below with reference to the drawings, components with the same function being designated with the same reference numbers. Show it:
Figure 1
1 shows a schematic side view of a multiple unit train according to a first embodiment,
Figure 2
1 shows a schematic side view of a multiple unit train according to a second embodiment,
Figure 3
is a schematic side view of a multiple unit train according to a third embodiment and
Figure 4
is a schematic side view of a multiple unit train according to a fourth embodiment.

In Figur 1 ist ein dreiteiliger Triebzug veranschaulicht, der zur Realisierung eines Regionalzuges mit einer Länge von circa 70 m geeignet ist. Der Triebzug ist aus zwei End-Wagenkästen 1 und einem dazwischen angeordneten Mitten-Wagenkasten 2 aufgebaut. Der Triebzug zeigt insgesamt vier Drehgestelle 3, 4, wobei die End-Wagenkästen 1 auf einem End-Fahrwerk 3 und einem Mitten-Fahrwerk 4 abgestützt sind. Die End-Fahrwerke 3 der End-Wagenkästen 1 zeigen im Vergleich zum Stand der Technik verlängerte Überhänge 5. Die Überhänge 5 haben, gerechnet von einer Drehgestell-Mitte der End-Fahrwerke 3 eine Länge im Bereich von mindestens 5 m, bevorzugt mindestens 5,5 m, besonders bevorzugt mindestens 6 m.In Figure 1 a three-part multiple unit is illustrated, which is used to implement a regional train with a length of approx 70 m is suitable. The multiple unit is made up of two end car bodies 1 and a center car body 2 arranged between them. The multiple unit shows a total of four bogies 3, 4, the end car bodies 1 being supported on an end undercarriage 3 and a center undercarriage 4. The end carriages 3 of the end car bodies 1 have elongated overhangs 5 compared to the prior art. The overhangs 5, calculated from a bogie center of the end carriages 3, have a length in the range of at least 5 m, preferably at least 5. 5 m, particularly preferably at least 6 m.

Der Mitten-Wagenkasten 2 ruht auf den Mitten-Fahrwerken 4, die als Jakobsdrehgestelle mit außenliegendem Fahrwerkrahmen ausgestaltet sind. Die Mitten-Fahrwerke 2 stützen zudem die inneren Enden der End-Wagenkästen 1 ab. Dabei muss eine jeweilige Abstützung der Wagenkästen 1, 2 auf den Mitten-Fahrwerken 4 nicht notwendigerweise direkt sein. Es ist auch möglich, dass auftretende Vertikalkräfte an dem Ende eines der Wagenkästen zunächst auf den benachbarten Wagenkasten und von da aus auf das betreffende Mitten-Fahrwerk 4 übertragen werden. Ebenso muss ein vertikaler Drehpunkt zwischen benachbarten Wagenkästen weder physisch vorhanden noch genau in einer Fahrwerksmitte sein.The center car body 2 rests on the center chassis 4, which are designed as Jakobs bogies with an external chassis frame. The center trolleys 2 also support the inner ends of the end car bodies 1. A respective support of the car bodies 1, 2 on the middle chassis 4 does not necessarily have to be direct. It is also possible that vertical forces occurring at the end of one of the car bodies are first transferred to the adjacent car body and from there to the relevant center chassis 4. Likewise, a vertical pivot point between adjacent car bodies does not have to be physically present or exactly in the middle of the chassis.

Drehgestellmitten-Abstände zwischen benachbarten Fahrwerken liegen sämtlich zwischen 19 und 20 m, während die beiden End-wagenkästen 1 zzgl. eines halben Wagenübergangs zum Mittelwagenkasten 2 eine Länge von 25 bis 26 m haben und der Mitten-Wagenkasten zzgl. einem Wagenübergang 19 bis 20 m lang ist. Dabei beträgt eine Länge der End-Wagenkästen 1 wenigstens 24 m, bevorzugt wenigstens 25 m, besonders bevorzugt wenigstens 26 m.The bogie center distances between adjacent trolleys are all between 19 and 20 m, while the two end car bodies 1 plus half a car transition to the middle car body 2 have a length of 25 to 26 m and the center car body plus a car transition 19 to 20 m is long. The length of the end car bodies 1 is at least 24 m, preferably at least 25 m, particularly preferably at least 26 m.

Der Triebzug nach Figur 1 ist beispielhaft mit Dachkomponenten, hier einer Klimaanlage 6, und Unterflurkomponenten, hier einem Transformator 7, pro Wagenkasten 1, 2 des Schienenfahrzeugs dargestellt. Diese Komponenten sind Beispiele für Schwerkomponenten des Triebzugs, die wesentlich zu seinem Gesamtgewicht beitragen und in die Berechnung der zulässigen Achslast der Fahrwerke 3, 4 eingehen. Bei dem Ausführungsbeispiel nach Figur 1 befinden sich die Klimaanlagen 6 auf den Dächern der Wagenkästen 1, 2, während die Transformatoren 7 unterflur angeordnet sind. Sowohl die Klimaanlagen 6 als auch die Transformatoren 7 sind in der Mitte zwischen zwei benachbarten Fahrwerken 3, 4 angeordnet.The multiple unit after Figure 1 is shown as an example with roof components, here an air conditioning system 6, and underfloor components, here a transformer 7, per car body 1, 2 of the rail vehicle. These components are examples of Heavy components of the multiple unit, which contribute significantly to its total weight and are included in the calculation of the permissible axle load of the bogies 3, 4. In the embodiment according to Figure 1 are the air conditioning systems 6 on the roofs of the car bodies 1, 2, while the transformers 7 are arranged under the floor. Both the air conditioning systems 6 and the transformers 7 are arranged in the middle between two adjacent undercarriages 3, 4.

Figur 2 zeigt eine weitere Ausführungsform eines Triebzugs, der weitgehend der Ausbildung des Triebzugs von Figur 1 entspricht. Einzige Abweichung ist die Ausbildung der vorgesehenen Fahrwerke. Sowohl End-Fahrwerke 8 als auch Mitten-Fahrwerke 9 sind als Fahrwerke mit innengelagertem Drehgestellrahmen ausgelegt, was bedeutet, dass in Querrichtung des jeweiligen Fahrwerks 8,9 Räder des Fahrwerks weiter außen als Längsträger eines Rahmens des Fahrwerks liegen. Diese innen gelagerten Fahrwerksrahmen zeigen ein geringeres Gewicht als außen gelagerte Fahrwerksrahmen, wie sie beispielsweise bei dem Triebzug nach Figur 1 zum Einsatz kommen. Damit sinkt insgesamt das Gesamtgewicht des Triebzugs, so dass ein Aufbau eines Zuges von circa 70 m Länge aus drei Wagenkästen 1, 2 ermöglicht wird. Figure 2 shows a further embodiment of a multiple unit, which largely corresponds to the design of the multiple unit Figure 1 equivalent. The only difference is the design of the proposed running gear. Both end trolleys 8 and middle trolleys 9 are designed as trolleys with an internally mounted bogie frame, which means that in the transverse direction of the respective trolley 8.9 wheels of the trolley are located further outwards as longitudinal members of a frame of the trolley. These undercarriage frames, which are mounted on the inside, are lighter in weight than the undercarriage frames, which are mounted on the outside, for example in the multiple unit Figure 1 are used. The total weight of the multiple unit thus drops, so that a train of approximately 70 m in length is made up of three car bodies 1, 2.

In Figur 3 ist eine weitere Ausführungsform eines Triebzugs in Gliederzugausführung dargestellt. Es ist ersichtlich, dass Schwerkomponenten, wie die Klimaanlagen 6, in unmittelbarer Nachbarschaft der End-Fahrwerke 3 angeordnet sind, wobei sich außerdem wenigstens eine Schwerkomponente, hier eine Batterie 10, alternativ z. B. Trafo, Batterie, Hilfsbetriebe, im Bereich eines der Überhänge 5 befindet. Durch die Konzentration der Schwerkomponenten im Bereich der freien Enden des Triebzuges werden die Mitten-Fahrwerke 4 gewichtsmäßig entlastet.In Figure 3 Another embodiment of a multiple unit train is shown. It can be seen that heavy components, such as the air conditioning systems 6, are arranged in the immediate vicinity of the end trolleys 3, with at least one heavy component, here a battery 10, alternatively e.g. B. transformer, battery, auxiliary companies, located in the area of one of the overhangs 5. The concentration of the heavy components in the area of the free ends of the multiple unit relieves the weight of the middle bogies 4.

Alternativ dazu ist es möglich, gemäß der Ausführungsform nach Figur 4 Mitten-Fahrwerke 11 mit mehr als zwei Achsen, hier dreiachsig, vorzusehen, wobei dann die Schwerkomponenten des Triebzuges nicht mehr im Bereich der End-Fahrwerke konzentriert sein müssen. Zudem gestatten es die mehr als zweiachsigen Mitten-Fahrwerke 11, sie mit kleinerem Raddurchmesser als derjenige der End-Fahrwerke 3 auszulegen. Dies ermöglicht es, stufenfreie Wagenübergänge zwischen den End-Wagenkästen 1 und dem Mitten-Wagenkasten 2 vorzusehen.Alternatively, it is possible according to the embodiment of FIG Figure 4 Center trolleys 11 with more than two axes, here three-axis, to be provided, the heavy components then of the multiple unit no longer have to be concentrated in the area of the end bogies. In addition, the more than two-axle center trolleys 11 allow them to be designed with a smaller wheel diameter than that of the end trolleys 3. This makes it possible to provide stepless car transitions between the end car bodies 1 and the middle car body 2.

Bei Bedarf können zur Verminderung des Gesamtgewichts des Schienenfahrzeugs, insbesondere der Einhaltung der Achslast-Grenze weitere Maßnahmen getroffen sein. Beispielsweise kann eine Dreipunktauflage der Wagenkästen 1, 2 (nicht dargestellt) vorgesehen sein, so dass eine einzige Feder- und Dämpferausstattung ausreicht. Dies kann auch zu einer Kürzung eines Achsstandes der Mitten-Fahrwerke 4, 9 auf das Maß der End-Fahrwerke 3, 8 führen. Eine bogenabhängige Querspielbegrenzung für die Wagenkästen 1, 2 kann dazu beitragen, geeignete Breiten der Wagenkästen 1, 2 zu erzielen. Auch eine Bombierung der Wagenkästen 1, 2 trägt zu diesem Zweck bei. Auch eine Absenkung des Auslegungsreibwertes, d. h. der Quotient zwischen einer in einer Motorsteuerung des Schienenfahrzeugs eingestellten Anfahrzugkraft und der statischen Auflast des Schienenfahrzeugs auf Werte bis 0,19 ist hier förderlich.If necessary, further measures can be taken to reduce the total weight of the rail vehicle, in particular to maintain the axle load limit. For example, a three-point support of the car bodies 1, 2 (not shown) can be provided, so that a single spring and damper configuration is sufficient. This can also lead to a reduction in the wheel base of the center trolleys 4, 9 to the size of the end trolleys 3, 8. A sheet-dependent transverse play limitation for the car bodies 1, 2 can help to achieve suitable widths for the car bodies 1, 2. A crowning of the car bodies 1, 2 also contributes to this purpose. A reduction in the design coefficient of friction, i. H. the quotient between a starting tractive effort set in an engine control of the rail vehicle and the static load on the rail vehicle to values up to 0.19 is beneficial here.

Claims (5)

  1. Rail vehicle for transporting people, which is in the form of an articulated train-type multiple unit and has at least two car bodies (1, 2), wherein adjacent car bodies (1, 2) are supported on a common central running gear (4, 9) and end car bodies (1) are additionally supported on an end running gear (3, 8), wherein all of the running gears (3, 4, 8, 9) have a distance between the center of the bogies from an adjacent running gear (3, 4, 8, 9) of from 19 to 21 m and the end car bodies (1) have a length in the range of from 24 to 28 m,
    characterized in that
    all of the running gears (3, 4, 8, 9) are equipped with internally mounted bogie frames in such a way that, in the transverse direction of the running gear (3, 4, 8, 9), wheels of the running gear (3, 4, 8, 9) are situated further on the outside than longitudinal supports of a frame of the running gear (3, 4, 8, 9) and the multiple unit is in the form of a local train.
  2. Rail vehicle according to Claim 1,
    characterized in that
    overhangs (5) of the end car bodies (1) extend from a center of the end running gears (3, 8) to the associated rail vehicle end over a length of at least 5 m.
  3. Rail vehicle according to Claim 2,
    characterized in that
    heavy components, such as transformers (7), auxiliary systems and/or batteries, of the rail vehicle are at least partially arranged in the region of the overhangs (5) of the end car bodies (1) .
  4. Rail vehicle according to one of Claims 1 to 3,
    characterized in that
    the central running gears (11) have more than two axles.
  5. Rail vehicle according to Claim 4,
    characterized in that
    wheel diameters of the central running gears (11) are smaller than wheel diameters of the end running gears (3).
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ITUA20161742A1 (en) 2016-03-17 2017-09-17 Hpt Sinergy Srl CARTESIAN TOOL MACHINE WITH HORIZONTAL SLIDE AND WORKING HEAD WITH OVERHANG, AND SLIDING CARRIAGE FOR THIS MACHINE TOOL
FR3057228B1 (en) * 2016-10-07 2019-08-09 Alstom Transport Technologies ARTICULATED RAIL VEHICLE WITH IMPROVED MODULARITY
DE102018209748A1 (en) * 2018-06-18 2019-12-19 Siemens Mobility GmbH Rail Vehicle Group
RU185360U1 (en) * 2018-07-27 2018-12-03 РЕЙЛ 1520 АйПи ЛТД Railway carriage
DE102022208686A1 (en) 2022-08-22 2024-02-22 Siemens Mobility GmbH Rail vehicle

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PT3164313T (en) 2020-03-27
WO2016034502A1 (en) 2016-03-10
RU177252U1 (en) 2018-02-14
DK3164313T3 (en) 2020-04-06
US20170297590A1 (en) 2017-10-19
PL3164313T3 (en) 2020-06-29
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ES2780905T3 (en) 2020-08-27
CN207670405U (en) 2018-07-31

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