EP3938264B1 - Train à très grande vitesse, train à double traction et utilisation du train à très grande vitesse - Google Patents

Train à très grande vitesse, train à double traction et utilisation du train à très grande vitesse Download PDF

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Publication number
EP3938264B1
EP3938264B1 EP20710782.2A EP20710782A EP3938264B1 EP 3938264 B1 EP3938264 B1 EP 3938264B1 EP 20710782 A EP20710782 A EP 20710782A EP 3938264 B1 EP3938264 B1 EP 3938264B1
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EP
European Patent Office
Prior art keywords
speed train
train
coach
car
traction
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EP20710782.2A
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German (de)
English (en)
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EP3938264A1 (fr
Inventor
Martin Krause
Stefan Schellhaus
Helmut Treutler
Rene Trosiner
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3938264A1 publication Critical patent/EP3938264A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems

Definitions

  • the invention relates to a high-speed train with a restriction profile according to the TSI standard, suitable for speeds of at least 280 km/h, according to the preamble of claim 1.
  • Such a high-speed train is, for example, from the EP 1 955 917 A1 known.
  • the train disclosed there comprises end cars designed as railcars, between which a number of four, six or eight middle cars are arranged. Only in the case of embodiments of the train with at least six middle cars is one of the middle cars equipped with powered bogies to provide sufficient traction.
  • An object of the invention is to provide an improved high speed train that can be used as a basis for a scalable high speed train.
  • a high-speed train according to claim 1 ie a high-speed train with a restriction profile according to the TSI standard, suitable for speeds of at least 280 km/h, with two end cars and intermediate carriages arranged between the end carriages, with a maximum of four intermediate carriages being provided and two intermediate carriages of the high-speed train forming a pair of carriages, with one carriage of the pair of carriages being a railcar and the other carriage of the pair of carriages having a transformer for supplying this railcar.
  • the high-speed train in short: train
  • train can have a maximum of six cars, i. H. that the train has a maximum of six cars.
  • a maximum of six-part high-speed train can be provided, which can be used as the basis for a scalable high-speed train. Furthermore, the high-speed train can be used as the basis for a scalable double traction train with two half-trains.
  • the high-speed train has at least four carriages. This means that it is preferred if the high-speed train has at least two middle cars. For example, the high-speed train can have exactly three or exactly four intermediate cars.
  • the TSI standard is a standard that defines the technical specifications for interoperability.
  • the standard DIN EN 15273 (as of 2016), in particular all parts of DIN EN 15273, can be regarded as a TSI standard.
  • the high-speed train is suitable for speeds of at least 280 km/h.
  • the maximum speed train can be set up for speeds of at least 280 km/h. This means that the high-speed train - especially on suitable routes - can travel at speeds of at least 280 km/h.
  • the high-speed train is preferably suitable, in particular equipped, for speeds of at least 300 km/h, in particular at least 330 km/h.
  • Two intermediate cars of the high-speed train form a pair of cars.
  • One car of the pair of cars is a railcar. It is envisaged that the other car in the pair of cars will have a transformer to supply this railcar.
  • a railcar expediently comprises a traction power converter. Furthermore, a railcar expediently comprises at least one motor bogie, preferably two motor bogies.
  • carriages of the carriage pair are adjacent to one another. This means that the carriages of the pair of carriages are preferably arranged next to one another.
  • the high-speed train has exactly four middle cars, which form exactly two such pairs of cars. It is advantageous if each of the pairs of carriages is adjacent to one of the end carriages.
  • each railcar of the respective pair of cars is adjacent to one of the end cars.
  • the carriage of the respective pair of carriages that has the transformer could also adjoin one of the end carriages.
  • three intermediate cars of the high-speed train form a triple car.
  • two cars of the car triple are railcars.
  • the third car in the triple car has a transformer to supply this railcar.
  • the car with the transformer can be arranged, for example, between the two railcars of the car triple.
  • the high-speed train with the triple carriage has exactly three intermediate carriages, namely the intermediate carriages forming the triple carriage.
  • end cars only have running bogies. This means that the end cars preferably have no powered bogies. This means that the end cars are preferably not railcars.
  • the length of the high-speed train is expediently at least one car length shorter than 200 m.
  • a carriage length is preferably at least 24 m, in particular at least 26 m long. It is also preferred if a carriage length is a maximum of 30 m, in particular a maximum of 28 m.
  • the length of the high-speed train is a maximum of 180 m, in particular a maximum of 175 m.
  • the length of the high-speed train is preferably at least 165 m, in particular at least 170 m.
  • the length of the high-speed train can be exactly 173 m.
  • cable connections are arranged on one car end of the car on the right-hand side and on the opposite other car end on the left-hand side.
  • the invention is also aimed at a double traction train with two half-trains, with at least one of the half-trains being the aforementioned high-speed train and/or one of its developments.
  • the double traction train is expediently suitable for speeds of at least 280 km/h, in particular it is set up.
  • the double traction train is preferably suitable, in particular set up, for speeds of at least 300 km/h, in particular at least 330 km/h.
  • the double traction train expediently has a restriction profile according to the TSI standard.
  • the half-train that is designed as a high-speed train can, for example, have exactly two intermediate cars that form a pair of cars.
  • One of the pair of carriages is preferably a railcar. It is also preferred if the other car in the pair of cars has a transformer to supply this railcar.
  • the half-train that is designed as a high-speed train can alternatively have exactly three or exactly four intermediate cars.
  • the invention is also aimed at using the aforementioned high-speed train and/or one of its developments as the basis for a scalable high-speed train or as the basis for a scalable double traction train with two half-trains.
  • At least one further middle car is inserted into the high-speed train, so that the resulting high-speed train is/is extended compared to its original length.
  • the length of the high-speed train can be varied.
  • a scalable high-speed train and/or a scalable double traction train with two half-trains, where at least one of the two half-trains is a scalable high-speed train can be provided.
  • the invention is also directed to a method for varying the length of the aforementioned high-speed train, wherein at least one additional intermediate car is inserted into the aforementioned high-speed train, so that the resulting high-speed train is/is lengthened compared to its original length.
  • the length of the other intermediate car is expediently one car length, in particular the aforementioned car length.
  • At least one traction current network of the high-speed train can be/are passed through the additional middle car.
  • the traction current network is preferably set up to supply energy to traction converters of the high-speed train.
  • the traction current network can connect at least one pantograph of the high-speed train to all traction power converters of the high-speed train to supply it with energy.
  • At least one on-board network of the high-speed train can be routed through the additional intermediate car.
  • the vehicle electrical system is preferably set up to supply energy to vehicle electrical system components of the high-speed train.
  • the vehicle electrical system can be set up to supply electrical devices, braking devices, fuses and/or circuit breakers of the high-speed train.
  • the additional middle car does not have an operated transformer.
  • the additional middle car does not have an operated pantograph.
  • the additional middle car does not have an operated traction power converter.
  • the additional intermediate car does not have an operated auxiliary converter.
  • the other middle car has neither a pantograph nor a transformer nor a traction converter nor an auxiliary converter, production costs can be reduced. Furthermore, the weight of this car - and thus the weight of the train - can be reduced in this way. In this way, the power to operate the train can be reduced.
  • the further center car has two running bogies.
  • the further middle car preferably has no powered motor bogie, in particular no motor bogie.
  • FIG 1 shows a high speed train 56 with a TSI standard constraint profile.
  • the high-speed train 56 is suitable for speeds of at least 280 km/h, in particular at least 300 km/h, particularly preferably at least 330 km/h.
  • the high-speed train 56 has two end cars 4 and four intermediate cars 6 arranged between the end cars 4 . This means that the high-speed train 56 has exactly six carriages 4, 6, ie it is in six parts.
  • the carriages 4, 6 are labeled alphabetically from right to left with A, B, C, E, F, G for better understanding.
  • Car A is placed first in the high speed train 56, Car B second, etc.
  • the high speed train 56 in FIG 1 has the carriage sequence A - B - C - E - F - G.
  • Cars A and G are each designed as end cars 4.
  • the remaining carriages B, C, E, F are each designed as central carriages 6 .
  • the carriages B and C arranged next to one another and designed as central carriages 6 form a pair of carriages 8.
  • one carriage 6 of the carriage pair 8 is a railcar 10.
  • the carriages B and F are each railcar 10.
  • the railcars 10 each have a traction power converter 12 and at least one, preferably—as here—two, drive bogie(s) 14 .
  • the respective motor bogie 14 comprises at least one traction motor (not shown) for driving the wheels 16 of the respective motor bogie 14.
  • cars C and E each have a transformer 20 .
  • At least one of these other carriages 6 of the carriage pairs 8 here at least one of the carriages C and E, has a current collector 22 .
  • both carriage C and carriage E each have a current collector 22, with only one of the current collectors 22 usually being in operation.
  • Each of the pairs of carriages 8 (pair of carriages B+C, pair of carriages E+F) adjoins one of the end carriages 4 in each case.
  • the high-speed train 56 has a traction current network 24 .
  • the traction current network 24 is indicated by dashed lines shown.
  • the traction power network 24 includes power lines 26 that lead from the pantographs 22 to the transformers 20 (within the same car 6).
  • the traction current network 24 includes a power line 26 which connects the two current collectors 22 (of the different cars 6) to one another. In this way only one current collector 22 needs to be in operation.
  • the traction current network 24 includes additional power lines 28 that lead from the transformers 20 (in cars C and E) to the traction converters 12 (in cars B and F).
  • the traction current network 24 is grounded via the wheels 16 of the high-speed train.
  • each of the transformers 20 is connected to the wheels 16 of the same carriage 6 via a grounding cable 30 .
  • the primary voltage taken from an overhead line (not shown) by means of the active pantograph 22 is conducted to the transformers 20 via the first-mentioned power lines 26 of the traction current network 24 .
  • the transformers 20 transform the primary voltage into a secondary voltage.
  • This secondary voltage is then routed to the traction power converters 12 via the other power lines 28 of the traction power network 24 .
  • the traction power converters 12 in turn supply energy to those drive bogies 14 which are arranged in the respective car 6 (supply/lines not explicitly shown).
  • cars 4, 6 of the very high speed train 56 include auxiliary converters 32.
  • cars A, E and G each include one or two auxiliary converters 32.
  • the high-speed train 56 has an intermediate circuit network 34 .
  • the intermediate circuit network 34 is represented by dash-dot lines.
  • the intermediate circuit network 34 includes intermediate circuit lines 36 from the traction converters 12 (in carriages B and F) to the auxiliary converters 32 arranged in other carriages (here in carriages A, E and G).
  • the auxiliary converters 32 are supplied with energy by the traction converters 12 via the intermediate circuit network 34 .
  • the auxiliary converters 32 of car G are powered by the traction converter 12 of car F. Furthermore, the auxiliary converters 32 of car A are powered by the traction converter 12 of car B.
  • the auxiliary converter 32 of car E can be supplied from the traction converter 12 of car B and/or from the traction converter 12 of car F.
  • Each of the carriages 4, 6 has a first carriage end 38 and a second carriage end 40 opposite the first carriage end.
  • the carriages A, B and C are aligned in such a way that the respective first end 38 of the carriage points to the right, i. H. towards the end of the train 42 of the high-speed train 56 on the carriage A designed as an end carriage 4.
  • the carriages E, F and G are aligned in such a way that the respective first end 38 of the carriage points to the left, d. H. towards the end of the train 42 of the high-speed train 56 on the carriage G designed as an end carriage 4.
  • the high-speed train 56 is constructed at least essentially mirror-symmetrically.
  • the high-speed train 56 also includes an on-board network 44 (not shown, analogous to FIG 4 ). Vehicle electrical system components 46 (cf. FIG 4 ) of the high-speed train 56 is supplied with energy by means of the auxiliary converter 32.
  • the vehicle electrical system 44 is/will be routed through all intermediate cars 6 of the high-speed train 56 .
  • the on-board network 44 extends from one end car 4 to the other end car 4 of the high-speed train 56.
  • the length of the high speed train 56 is at least one car length shorter than 200 m. In this example the length of the high speed train 56 is approximately one car length shorter than 200 m.
  • the length of the high-speed train 56 is at most 180 m, in particular at most 175 m. Furthermore, the length of the high-speed train 56 is at least 165 m, in particular at least 170 m.
  • the length of the high speed train 56 can be exactly 173 m.
  • the high speed train 56 can be used as a basis for a scalable high speed train (see 3 , 5 ). Furthermore, the high speed train 56 can be used as a half train in a double traction train (not shown).
  • FIG 2 shows a maximum speed train 58 with a TSI standard constraint profile.
  • the high-speed train 58 is suitable for speeds of at least 280 km/h, in particular at least 300 km/h, particularly preferably at least 330 km/h.
  • the high-speed train 58 has two end cars 4 and three intermediate cars 6 arranged between the end cars 4. This means that the high-speed train 58 has exactly five carriages 4, 6, ie it has five parts.
  • the high speed train 58 in FIG 2 has the carriage sequence A - B - C - F - G.
  • the three intermediate cars 6 of the high-speed train 58 form a triple car 59.
  • Two cars 6 of the triple car 59 - namely the cars B and F - are each railcars 10.
  • the third car 6 of the triple car 59 - here the car C - has a transformer 20 for supply the railcar 10 on.
  • the third carriage 6 of the carriage triple 59, here carriage C (with the transformer 20), is arranged between the carriages B and F of the carriage triple 59 designed as a railcar 10.
  • the car C which has the transformer 20
  • the car C which has the transformer 20
  • the car C is connected to all railcars 10 of the high-speed train 58 via the traction power network 24.
  • all railcars 10, here the cars B and F are supplied with energy from the transformer 20 in car C.
  • the high-speed train 58 has one transformer 20 less than the high-speed train 56 from FIG 1 , It is - depending on the design of the transformer 20 of the high-speed train 58 - possible that the high-speed train 58 from FIG 2 less power than the high speed train 56 FIG 1 can record.
  • the length of the high-speed train 58 is about two car lengths shorter than 200 m.
  • the length of the high-speed train 58 is a maximum of 160 m, in particular a maximum of 150 m.
  • the length of the high-speed train 58 can also be at least 130 m, in particular at least 140 m.
  • the high speed train 58 can be used as the basis for a scalable high speed train (not shown). Furthermore, the high speed train 58 can be used as a half train in a double traction train (not shown).
  • FIG 3 shows the use of the 56 high speed train FIG 1 as the basis for a scalable high-speed train 2.
  • the length of the in 3 The maximum speed train 2 shown is about 200 m, in particular exactly 200 m.
  • a range of 190 m to 210 m can be understood as about 200 m.
  • the high-speed train 2 is suitable for speeds of at least 280 km/h, in particular at least 300km/h.
  • the bullet train 2 in 3 has the carriage sequence A - B - C - D - E - F - G.
  • the high-speed train 2 has exactly seven cars 4, 6.
  • the other intermediate car 6 (car D) is arranged between the two pairs of cars 8 .
  • the further middle car could also be arranged at a different position in the high-speed train 2 .
  • the other middle car 6 (car D) has no powered transformer.
  • the further central car 6 (car D) has neither an operated pantograph nor an operated traction converter nor an operated auxiliary converter.
  • the traction current network 24 is passed through the other central car 6 (car D).
  • that power line 26 which connects the two current collectors 22 of carriages C and E to one another is passed through the carriage D.
  • the auxiliary converter 32 of car E can be supplied from the traction converter 12 of car B and/or from the traction converter 12 of car F. If an energy supply of the auxiliary converter 32 of car E is to be made possible by the traction converter 12 of car B, the intermediate circuit network 34 is routed through the car D, as shown here.
  • the carriage D is oriented with the first carriage end 38 to the left as shown, i. H. towards the end of the train 42 of the high-speed train 2 on the carriage G designed as an end carriage 4.
  • the high-speed train 2 is constructed at least essentially mirror-symmetrically.
  • the high-speed train 2 also includes an on-board network 44 (cf. FIG 4 ). Vehicle electrical system components 46 (cf. FIG 4 ) of the high-speed train 2 is supplied with energy by means of the auxiliary converter 32 .
  • the on-board network 44 is/will be routed through all intermediate cars 6 of the high-speed train 2 (cf. FIG 4 ). In this way, the on-board network 44 extends from one end car 4 to the other end car 4 of the high-speed train 2.
  • FIG 4 shows the high speed train 2 3 with its vehicle electrical system 44 and its vehicle electrical system components 46.
  • vehicle electrical system 44 is shown separately from the traction current system 24 and the intermediate circuit system 34 of the high-speed train 2 in a separate figure.
  • the auxiliary converters 32 are connected to the onboard power supply components 46 of the high-speed train 2 via the onboard power supply 44 .
  • the vehicle electrical system components 46 include: electrical and braking devices 48, car fuses 50 and circuit breakers 52 and other vehicle electrical system components (only designated 46).
  • the vehicle electrical system components 46 are supplied with energy by the auxiliary converters 32 via the vehicle electrical system 44 .
  • each end car 4 has a battery 54 for emergency energy supply, which is connected via the vehicle electrical system 44 to one of the auxiliary converters 32 and which is charged via the vehicle electrical system 44 .
  • the vehicle electrical system 44 is/is carried out through the further center car 6 (car D). In this way, the on-board network 44 can be used by all intermediate cars 6 of the high-speed train 2 be carried out.
  • Also 5 shows the use of the 56 high speed train FIG 1 as the basis for a scalable high-speed train 60.
  • the resulting high speed train 60 is shown in two parts, shown in 5 arranged diagonally one below the other. If the high-speed train 60 were to be displayed together, the carriages 4, 6 would have had to be displayed very small, which was omitted for the sake of better visibility.
  • the high-speed train 60 includes two more intermediate cars (Car D). Each of the two other intermediate cars 6 (car D) is arranged between the two pairs of cars 8 .
  • the high speed train 60 in 5 is longer than 200 m.
  • the high-speed train 60 can be extended by one car length compared to 200 m.
  • the high speed train 60 in 5 shows the car sequence A - B - C - D - D - E - F - G on.
  • the high-speed train 60 thus has exactly eight carriages 4, 6.
  • the pairs of cars 8 (with their transformers 20, traction power converters 12 and motor bogies 14) are designed in such a way that the high-speed train 60 in 5 is suitable for speeds of at least 280 km/h.
  • FIG 6 shows the use of the 56 high speed train FIG 1 as the basis for a scalable double traction train 62 with two half trains 64.
  • Another intermediate car 6 (car D) is turned into the high-speed train 56 FIG 1 used, so that a high-speed train 2 after 3 results, which compared to its original length (cf. FIG 1 ) is/will be extended.
  • In 6 is a double traction train 62 with two half-trains 64, each of the half-trains 64 each having a high-speed train 2 after 3 is.
  • the double traction train 62 is suitable for speeds of at least 280 km/h, preferably at least 300 km/h, in particular at least 330 km/h.
  • each of the two half trains 64 has a length of about 200 m. This means that the double traction train 64 has a length of approximately 400 m, in particular exactly 400 m.
  • the double traction train 62 in 6 has the carriage sequence A - B - C - D - E - F - G - A - B - C - D - E - F - G.
  • the carriages 4, 6 of one of the semi-trains 64 can also be arranged in reverse order.
  • the double traction train 62 could also have the car sequence A - B - C - D - E - F - G - G - F - E - D - C - B - A.
  • the double traction train 62 has exactly fourteen cars 4, 6.
  • the two mutually facing car ends 38 of the two half-trains 64 are designed as car transitions. In this way, the double traction train 62 can be continuously walked on without having to leave the vehicle.
  • the mutually facing end cars 4 of the two half-trains 64 thus function in this exemplary embodiment as middle cars of the double traction train 62.
  • the car ends 38 of the two half-trains 64 pointing towards one another could also each have a driver's cab instead of a car transition.
  • FIG 7 shows a double traction train 66 with two half-trains 64.
  • One of the half trains 64 here the upper half train 64 according to the drawing, is the in 3 shown high speed train 2.
  • the other half-train 64 here the lower half-train 64 according to the drawing, is a high-speed train 68 with a restriction profile according to the TSI standard, suitable for speeds of at least 280 km/h, with two end cars 4 and exactly two middle cars 6 arranged between the end cars 4.
  • the mutually facing end cars 4 of the two half-trains 64 can each act as middle cars of the double traction train 62 - as in this exemplary embodiment.
  • the length of the very high speed train 68 (i.e. the bottom half train 64 as illustrated) is preferably three car lengths less than 200 m.
  • the two intermediate cars 6 of the high-speed train 68 form a pair of cars 8.
  • One car 6 of the pair of cars 8 (here car B) is a railcar 10.
  • the other car 6 of the pair of cars 8 (here car C) has a Transformer 20 to supply this railcar 10 (car B).
  • the double traction train 66 in FIG 7 has the carriage sequence A - B - C - G - A - B - C - D - E - F - G.
  • the carriages 4, 6 of one or both half-trains 64 can also be arranged in reverse order.
  • the double traction train 66 could also have the car sequence A - B - C - D - E - F - G - G - C - B-A.
  • the double traction train 66 has exactly eleven cars 4, 6.
  • a double traction train 66 that is shorter than 400 m is provided, which has a particularly favorable ratio of pairs of cars 8 to the weight of the double traction train 66 .
  • the double traction train 66 is suitable for speeds of at least 280 km/h, in particular at least 300 km/h, particularly preferably at least 330 km/h.
  • the in FIG 1 or the in FIG 2 illustrated high-speed train 56, 58 are used / used.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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Claims (14)

  1. Train (56, 58, 68) à très grande vitesse ayant un profil de rétrécissement suivant la norme TSI, approprié pour des vitesses d'au moins 280 km/h, ayant deux voitures (4) d'extrémité et une voiture (6) intermédiaire disposée entre les voitures (4) d'extrémité,
    dans lequel il est prévu au maximum quatre voitures (6) intermédiaire, caractérisé en ce que deux voitures (6) intermédiaires du train (56, 68) à très grande vitesse forment une paire (8) de voitures, dans lequel une voiture (4, 6) de la paire (8) de voitures est une motrice (10) et l'autre voiture (4, 6) de la paire (8) de voitures a un transformateur (20) d'alimentation de cette motrice (10).
  2. Train (56, 68) à très grande vitesse suivant la revendication 1,
    caractérisé en ce que
    les voitures (4, 6) de la paire (8) de voitures sont voisines l'une de l'autre.
  3. Train (56) à très grande vitesse suivant la revendication 1 ou 2,
    caractérisé par
    exactement quatre voitures (6) intermédiaires, qui forment exactement deux paires (8) de voitures de ce genre.
  4. Train (58) à très grande vitesse suivant la revendication 1,
    caractérisé en ce que
    trois voitures (6) intermédiaires du train (58) à très grande vitesse forment un triplet (59) de voitures, dans lequel deux voitures (6) du triplet (59) de voitures sont respectivement des motrices (10) et la troisième voiture (6) du triplet (59) de voitures a un transformateur (20) d'alimentation de ces motrices (10) .
  5. Train (56, 58, 68) à très grande vitesse suivant l'une des revendications précédentes,
    caractérisé en ce que
    les voitures (4) d'extrémité ont des bogies (18) seulement porteurs.
  6. Train (56, 58, 68) à très grande vitesse suivant l'une des revendications précédentes,
    caractérisé en ce que
    la longueur du train (56, 58, 68) à très grande vitesse est plus courte d'au moins une longueur de voiture que 200 m.
  7. Train (56, 58, 68) à très grande vitesse suivant l'une des revendications précédentes,
    caractérisé en ce que
    la longueur du train (56, 58, 68) à très grande vitesse est au maximum de 180 m, notamment au maximum de 175 m.
  8. Train (56) à très grande vitesse suivant l'une des revendications précédentes,
    caractérisé en ce que
    si le train (56) à très grande vitesse a exactement quatre voitures (6) intermédiaires, la longueur du train (56) à très grande vitesse est d'au moins 165 m, notamment d'au moins 170 m.
  9. Train (66) à double traction, ayant deux demi-trains (64), dans lequel au moins l'un des demi-trains (64) est un train (56, 58, 68) à très grande vitesse suivant l'une des revendications précédentes.
  10. Train (66) à double traction suivant la revendication 10, qui est approprié à des vitesses d'au moins 280 km/h.
  11. Train (66) à double traction suivant la revendication 10 ou 11,
    caractérisé en ce que
    le demi-train (64), qui est réalisé en train (68) à très grande vitesse, a exactement deux voitures (6) intermédiaires, qui forment une paire (8) de voitures, dans lequel une voiture (6) de la paire (8) de voitures est une motrice (10) et l'autre voiture (6) de la paire (8) de voitures a un transformateur (20) d'alimentation de cette motrice (10).
  12. Utilisation du train (56) à très grande vitesse suivant l'une des revendications 1 à 8, comme base pour un train (2, 60) à très grande vitesse pouvant être mis à l'échelle, ou comme base pour un train (62, 66) à double traction pouvant être mis à l'échelle et ayant deux demi-trains (64),
    dans laquelle on insère au moins une autre voiture (6, D) intermédiaire dans le train (56) à très grande vitesse, de manière à rallonger le train (2, 60) à très grande vitesse, qui s'ensuit par rapport à sa longueur d'origine.
  13. Utilisation suivant la revendication 12,
    caractérisé en ce qu'
    au moins un réseau (24) de courant de traction et/ou au moins un réseau (44) de bord du train (2, 60) à très grande vitesse est/sont mis en œuvre par l'autre voiture (6, D) intermédiaire.
  14. Utilisation suivant la revendication 12 ou 13,
    caractérisé en ce que
    l'autre voiture (6, D) intermédiaire n'a pas de transformateur en service.
EP20710782.2A 2019-03-14 2020-02-25 Train à très grande vitesse, train à double traction et utilisation du train à très grande vitesse Active EP3938264B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019203477.2A DE102019203477A1 (de) 2019-03-14 2019-03-14 Höchstgeschwindigkeitszug, Doppeltraktionszug und Verwendung des Höchstgeschwindigkeitszugs
PCT/EP2020/054892 WO2020182464A1 (fr) 2019-03-14 2020-02-25 Train à très grande vitesse, train à double traction et utilisation du train à très grande vitesse

Publications (2)

Publication Number Publication Date
EP3938264A1 EP3938264A1 (fr) 2022-01-19
EP3938264B1 true EP3938264B1 (fr) 2023-05-31

Family

ID=69804811

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Application Number Title Priority Date Filing Date
EP20710782.2A Active EP3938264B1 (fr) 2019-03-14 2020-02-25 Train à très grande vitesse, train à double traction et utilisation du train à très grande vitesse

Country Status (4)

Country Link
EP (1) EP3938264B1 (fr)
DE (1) DE102019203477A1 (fr)
ES (1) ES2950805T3 (fr)
WO (1) WO2020182464A1 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3868908A (en) * 1973-04-13 1975-03-04 Andre E Pelabon Gas turbine railway car
FR2788739B1 (fr) * 1999-01-27 2001-03-02 Alstom Rame ferroviaire modulaire et convoi ferroviaire forme de telles rames
FR2912364B1 (fr) * 2007-02-09 2014-07-04 Alstom Transport Sa Automotrice de transport de passagers
DE102009009116B4 (de) * 2009-02-16 2021-02-25 Bombardier Transportation Gmbh Triebzug und Verfahren zu dessen Herstellung
EP2335993B2 (fr) * 2009-12-18 2021-08-04 Bombardier Transportation GmbH Rame de train à grande capacité de passagers
DE102012009113B4 (de) * 2012-05-09 2014-11-13 Db Fernverkehr Ag Mehrteiliges Schienenfahrzeug mit Sonderwagen
CN104608775A (zh) * 2014-12-10 2015-05-13 南车四方车辆有限公司 混合式动力分散型动车组
CN204355050U (zh) * 2014-12-25 2015-05-27 济南轨道交通装备有限责任公司 一种客货混编动车组
DE102016201561A1 (de) * 2016-02-02 2017-08-03 Bombardier Transportation Gmbh Schienenfahrzeugverbund

Also Published As

Publication number Publication date
ES2950805T3 (es) 2023-10-13
WO2020182464A1 (fr) 2020-09-17
DE102019203477A1 (de) 2020-09-17
EP3938264A1 (fr) 2022-01-19

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