EP3953230A1 - Rail motor unit for passenger transportation with anti-rolling support - Google Patents

Rail motor unit for passenger transportation with anti-rolling support

Info

Publication number
EP3953230A1
EP3953230A1 EP20728676.6A EP20728676A EP3953230A1 EP 3953230 A1 EP3953230 A1 EP 3953230A1 EP 20728676 A EP20728676 A EP 20728676A EP 3953230 A1 EP3953230 A1 EP 3953230A1
Authority
EP
European Patent Office
Prior art keywords
carrier
multiple unit
car
unit according
carriage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20728676.6A
Other languages
German (de)
French (fr)
Inventor
Roger Gansekow
Jan NEUHAUS
Gerhard Schmidt
Helmut Treutler
Markus Wilhelm
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.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3953230A1 publication Critical patent/EP3953230A1/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a multiple unit for passenger transport according to the preamble of claim 1. Thereafter, a multiple unit for passenger transport is provided, with two end cars and at least one carrier car, each equipped with end permanent chassis, and gearless car genübergangsmodulen, the number that of the carrier car exceeds by one and which are arranged either directly between egg nem end car and a carrier car or directly between two carrier cars.
  • Such multiple units require support for the chassis-less wagon transition modules with regard to rolling movements on adjacent carrier wagons, since otherwise the wagon arrangement of the multiple unit is statically undefined.
  • the invention is based on the object of specifying a multiple unit for passenger transport, in particular also for high-speed traffic with train lengths of up to about 400 m, in which there is sufficient safety against derailment.
  • each wagon transition module with regard to its rolling movement is exclusively located, in particular at its end wagon located closer to it.
  • Genen side is coupled to at least one immediately adjacent carrier car by means of a roll support device.
  • each intercar module is finally supported on its immediately adjacent carrier car, as far as its rolling movement is concerned.
  • each car junction module is decoupled from the carrier car immediately adjacent there with regard to a rolling movement on its side facing the end car closer to it. In this way, a suitable derailment security is brought about for the multiple unit as a whole.
  • a carrier car can be coupled to two modules directly adjacent to it Wagen Recentlygangsmo with regard to its rolling motion.
  • the three mittle ren wagons of the multiple unit form a sub-unit of the multiple unit coupled with their rolling motion.
  • the middle carrier carriage is free of a pantograph. If the carrier car is designed without a pantograph, a roll coupling of two car transition modules on this motor car enables the chassis to be designed in a favorable manner with regard to roll movements.
  • the multiple unit can have at least three carrier wagons, in particular also five carrier wagons or more, so that the train lengths customary for high-speed traffic can also be implemented. If at least three carrier cars are provided, there are additional two-part coupled sub-units, each of which is formed by a carrier car and an immediately adjacent car adapter module, outside the above-mentioned subunit in the middle of the multiple unit, consisting of a Trä gerwagen and two interchange modules.
  • each anti-roll device absorb transverse forces in the roof area between the cars, while longitudinal and vertical movements are made possible.
  • each anti-roll device is in each case in the Dachbe rich of the facing ends of an associated Trä gerwagens and an associated wagon transition module is arranged. In this way, a coupling of the rolling movement between the carrier car and the car transition module can be brought about in an effective manner, while nodding movements between tween the associated carrier car and the associated car transition module are enabled.
  • the link mechanism can be a rod oriented in the transverse direction.
  • the articulated gear can alternatively be designed as a four-bar gear, which is designed so that it leads to a point of attack approximately in the longitudinal direction.
  • the four-bar linkage can be designed so that the joints lie on the transition module, while the point of application, which is guided approximately in the longitudinal direction, lies on the carrier car.
  • Each anti-roll device can have a coupling beam running in the longitudinal direction of the multiple unit, which is mounted on the assigned carrier car by means of a spherical bearing (three degrees of freedom of movement) and on the assigned vehicle transition module by means of a horizontally arranged four-jointed gear (essentially one degree of freedom of movement).
  • the end cars can be decoupled from those of the adjacent car transition modules. This leads to increased crosswind stability of the end cars and thus to a reduction in their vehicle mass.
  • Figure 1 is a schematic side view of a multiple unit for high-speed traffic
  • FIG. 2 shows a schematic longitudinal sectional view of a wagon transition module of the multiple unit from FIG. 1 with adjacent carrier wagons and adjacent ends
  • Figure 3 is a schematic perspective view of a
  • Figure 4 is a schematic perspective view of a
  • Figure 1 shows a multiple unit for high-speed traffic with two end cars 1, five carrier cars 2 and six car transition modules 3. All end cars 1 and carrier cars 2 are each equipped with terminal bogies, while the car transition modules 3 are designed without chassis. Each intercar module 3 is supported on two adjacent wagons, which are either a combination of an end car 1 and a carrier car 2 or a combination of two carrier cars 2.
  • Each of the car junction modules 3 is with regard to its rolling movement exclusively on its side remote from the end car 1 located closer to it with an immediately adjacent carrier car 2 by means of a
  • Anti-roll device 4 coupled. Accordingly, the two end cars 1 are opposite their respective immediately adjacent Intercar transition modules 3 decoupled with regard to the rolling movements.
  • the anti-roll devices 4 are each provided in the roof areas of the ends of the carrier carriages 2 and carriage transition modules 3 facing one another.
  • the carrier car 2 located in the middle of the multiple unit forms, together with the wagon transition modules 3 adjoining the carrier wagon 3 laterally, a subunit 5 of the multiple unit, which is completely coupled to one another with regard to its rolling movement, namely via Anti-roll devices 4 in the two resulting roof transition areas between the carrier vehicle 2 and the vehicle transition module 3 that is directly connected to it.
  • the further provided carrier carriages 2 and carriage transition modules 3 form further subunits 6 of the drive train in pairs, in the present exemplary embodiment a total of four.
  • the anti-roll device 4 is arranged in each subunit 6 between the carrier car 2 and the Wagen Recentlygangsmo module 3. Overall, the multiple unit is thus composed of the two end cars 1, the three-part subunit 5 arranged in the middle and the four two-part subunits 6.
  • pantographs of the multiple unit are not shown. It should be emphasized, however, that the middle carrier carriage 2 does not have a pantograph.
  • the intercar module 3 is supported on a (multi-part) coupling rod 7 for the transmission of longitudinal forces, which is stored at the ends of the carrier car 2 adjoining the intercar module 3 and thus from the one carrier car 2 under the Car transition module 3 through to the other carrier car 3 extends.
  • the ends of the coupling rod 7 are mounted in spherical bearings 8, so that deflections of the coupling rod 7 with respect to the carrier carriage 3 in all directions are possible.
  • the anti-roll device 4 is arranged horizontally and provides a stiff connection between the trolley junction module 3 and the carrier trolley 2.
  • the anti-roll device 4 has a coupling beam 9 which is mounted in a spherical bearing 10 with its end associated with the carrier carriage 3.
  • the spherical bearing 10 lies on the same vertical axis as the spherical bearing 8 of the coupling rod 7 on the same carrier carriage 2.
  • the design of the anti-roll device 4 in a first embodiment with a crossbar 16 is shown in detail in FIG.
  • the cross bar 16 is mounted, e.g. with the aid of a bearing block 17 and a joint 18.
  • the transverse rod 16 is also supported, e.g. with the aid of a bearing block 20 and a joint 19.
  • the cross bar 16 is thus transverse to the direction of travel and in the same longitudinal position as the spherical bearing 8.
  • the intercar module 3 and the carrier car 2 are connected in such a way that when nodding movements occur between the carrier car 2 and the intercar module 3, movements are possible in the longitudinal direction of the multiple unit. In this way, nodding movements between the car transition module 3 and the carrier car 2 are allowed, while the
  • the design of the anti-roll device 4 with four-bar gear is shown in detail in FIG.
  • the coupling rod 9 is mounted in the roof area of the intercar module 3, with the aid of a four-bar linkage 11, of which two joints 12 are provided on the coupling rod 9 and two other joints 13 are provided on a support structure 14 which is attached to a car body shell of the intercar module 3.
  • Two movable links 15 provided between the joints 12, 13 guide the coupling rod 7 in such a way that it can move in the longitudinal direction of the drive train when a nodding movement occurs between the carrier car 2 and the car junction module 3, in particular in the direction of the center of the car junction module 3
  • the anti-roll device 4 effectively prevents or limits roll movements between the carrier car 2 and the intercar module 3 or limited to a predetermined amount. This also applies to parasitic rolling movements that arise from pitching movements.

Abstract

The invention relates to a rail motor unit for passenger transportation, having two end cars (1) and at least one carriage (2), which are each equipped with bogies at the ends, and car junction modules (3) which do not have bogies and whose number exceeds that of the carriages (2) by one and which are arranged either directly between an end car (1) and a carriage (2) or directly between two carriages (2), wherein in each case each car junction module (3) is coupled with respect to its rolling movement exclusively to at least one directly adjacent carriage (2) by means of an anti-rolling support device (4).

Description

Beschreibung description
Triebzug zur Personenbeförderung mit Wankabstützung Multiple unit for passenger transport with anti-roll support
Die Erfindung bezieht sich auf einen Triebzug zur Personenbe förderung nach dem Oberbegriff von Anspruch 1. Danach ist ein Triebzug zur Personenbeförderung vorgesehen, mit zwei Endwa gen und wenigstens einem Trägerwagen, die jeweils mit end ständigen Fahrwerken ausgestattet sind, und fahrwerklosen Wa genübergangsmodulen, deren Anzahl diejenige der Trägerwagen um eins übersteigt und die entweder unmittelbar zwischen ei nem Endwagen und einem Trägerwagen oder unmittelbar zwischen zwei Trägerwagen angeordnet sind. The invention relates to a multiple unit for passenger transport according to the preamble of claim 1. Thereafter, a multiple unit for passenger transport is provided, with two end cars and at least one carrier car, each equipped with end permanent chassis, and gearless car genübergangsmodulen, the number that of the carrier car exceeds by one and which are arranged either directly between egg nem end car and a carrier car or directly between two carrier cars.
Solche Triebzüge benötigen für die fahrwerklosen Wagenüber- gangsmodule eine Abstützung hinsichtlich Wankbewegungen an benachbarten Trägerwagen, da sonst die Wagenanordnung des Triebzuges statisch Undefiniert ist. Such multiple units require support for the chassis-less wagon transition modules with regard to rolling movements on adjacent carrier wagons, since otherwise the wagon arrangement of the multiple unit is statically undefined.
Im Hinblick auf Straßenbahnen ist es bekannt, die Wagenüber- gangsmodule an beide benachbarten Trägerwagen anzukoppeln. Dies hat zur Folge, dass der von der Straßenbahn gebildete Zug nur als gesamte Einheit eine Wankbewegung vollführen kann. Diese Lösung für eine Wankabstützung ist jedoch bei be sonders langen Zügen und beim Befahren von Gleisverwindungen nicht geeignet, da eine Entgleisungssicherheit nicht ausrei chend gewährleistet wäre. With regard to trams, it is known to couple the intercar transition modules to both adjacent carrier wagons. This has the consequence that the train formed by the tram can only roll as a whole unit. However, this solution for a roll support is not suitable for particularly long trains and when driving on twisted tracks, since derailment security would not be sufficiently guaranteed.
Ausgehend hiervon liegt der Erfindung die Aufgabe zugrunde, einen Triebzug zur Personenbeförderung, insbesondere auch für den Hochgeschwindigkeitsverkehr mit Zuglängen von bis zu etwa 400 m anzugeben, bei dem eine Entgleisungssicherheit in aus reichender Weise gegeben ist. Based on this, the invention is based on the object of specifying a multiple unit for passenger transport, in particular also for high-speed traffic with train lengths of up to about 400 m, in which there is sufficient safety against derailment.
Diese Aufgabe wird bei dem eingangs genannten Triebzug dadurch gelöst, dass jedes Wagenübergangsmodul hinsichtlich seiner Wankbewegung jeweils ausschließlich, insbesondere an seiner von dem ihm näher gelegenen Endwagen entfernter gele- genen Seite, mit wenigstens einem unmittelbar benachbarten Trägerwagen mittels einer Wankstützvorrichtung gekoppelt ist. This object is achieved in the case of the multiple unit mentioned at the outset in that each wagon transition module with regard to its rolling movement is exclusively located, in particular at its end wagon located closer to it. Genen side, is coupled to at least one immediately adjacent carrier car by means of a roll support device.
Demnach ist vorgesehen, dass jedes Wagenübergangsmodul aus schließlich an seinem unmittelbar benachbarten Trägerwagen abgestützt ist, was seine Wankbewegung angeht. Insbesondere ist jedes Wagenübergangsmodul an seiner dem ihm näher gelege nen Endwagen zugewandten Seite von dem dort unmittelbar be nachbarten Trägerwagen hinsichtlich einer Wankbewegung ent koppelt. In dieser Weise wird eine geeignete Entgleisungssi cherheit für den Triebzug insgesamt herbeigeführt. Accordingly, it is provided that each intercar module is finally supported on its immediately adjacent carrier car, as far as its rolling movement is concerned. In particular, each car junction module is decoupled from the carrier car immediately adjacent there with regard to a rolling movement on its side facing the end car closer to it. In this way, a suitable derailment security is brought about for the multiple unit as a whole.
Dabei kann ein Trägerwagen hinsichtlich seiner Wankbewegung mit beiden an ihn unmittelbar angrenzenden Wagenübergangsmo dulen gekoppelt sein. In dieser Weise bilden die drei mittle ren Wagen des Triebzuges eine in ihrer Wankbewegung gekoppel te Untereinheit des Triebzuges. Bei dieser Ausführungsform ist es günstig, wenn der mittlere Trägerwagen frei von einem Pantographen ist. Bei Auslegung des Trägerwagens ohne Panto- graph ermöglicht eine Wank-Kopplung von zwei Wagenübergangs modulen an diesen Triebwagen eine günstige Auslegung der Fahrwerke im Hinblick auf Wankbewegungen . A carrier car can be coupled to two modules directly adjacent to it Wagenübergangsmo with regard to its rolling motion. In this way, the three mittle ren wagons of the multiple unit form a sub-unit of the multiple unit coupled with their rolling motion. In this embodiment it is advantageous if the middle carrier carriage is free of a pantograph. If the carrier car is designed without a pantograph, a roll coupling of two car transition modules on this motor car enables the chassis to be designed in a favorable manner with regard to roll movements.
Der Triebzug kann wenigstens drei Trägerwagen, insbesondere auch fünf Trägerwagen oder mehr aufweisen, so dass auch die für den Hochgeschwindigkeitsverkehr gebräuchlichen Zuglängen realisierbar sind. Bei wenigstens drei vorgesehenen Trägerwa gen ergeben sich außerhalb der oben angesprochenen, in der Mitte des Triebzuges, gelegenen Untereinheit aus einem Trä gerwagen und zwei Wagenübergangsmodulen, weitere zweiteilige gekoppelte Untereinheiten, die jeweils von einem Trägerwagen und einem unmittelbar angrenzenden Wagenübergangsmodul gebil det sind. The multiple unit can have at least three carrier wagons, in particular also five carrier wagons or more, so that the train lengths customary for high-speed traffic can also be implemented. If at least three carrier cars are provided, there are additional two-part coupled sub-units, each of which is formed by a carrier car and an immediately adjacent car adapter module, outside the above-mentioned subunit in the middle of the multiple unit, consisting of a Trä gerwagen and two interchange modules.
Die Wankstützeinrichtungen nehmen Querkräfte im Dachbereich zwischen den Wagen auf, während Längs- und Vertikalbewegungen ermöglicht werden. Bevorzugt ist jede Wankstützvorrichtung jeweils im Dachbe reich der einander zugewandten Enden eines zugeordneten Trä gerwagens und eines zugeordneten Wagenübergangsmoduls ange ordnet. In dieser Weise kann eine Kopplung der Wankbewegung zwischen dem Trägerwagen und dem Wagenübergangsmodul in wirk samer Weise herbeigeführt werden, während Nickbewegungen zwi schen dem zugeordneten Trägerwagen und dem zugeordneten Wa genübergangsmodul ermöglicht sind. The anti-roll devices absorb transverse forces in the roof area between the cars, while longitudinal and vertical movements are made possible. Preferably, each anti-roll device is in each case in the Dachbe rich of the facing ends of an associated Trä gerwagens and an associated wagon transition module is arranged. In this way, a coupling of the rolling movement between the carrier car and the car transition module can be brought about in an effective manner, while nodding movements between tween the associated carrier car and the associated car transition module are enabled.
Diese beiden Funktionen können als ein Gelenkgetriebe ausge führt werden. These two functions can be carried out as a linkage.
Das Gelenkgetriebe kann eine in Querrichtung orientierte Stange sein. The link mechanism can be a rod oriented in the transverse direction.
Das Gelenkgetriebe kann alternativ als Viergelenkgetriebe ausgeführt werden, das so gestaltet ist, dass es einen An griffspunkt annähernd in Längsrichtung führt. The articulated gear can alternatively be designed as a four-bar gear, which is designed so that it leads to a point of attack approximately in the longitudinal direction.
Das Viergelenkgetriebe kann so gestaltet werden, dass die Ge lenke auf dem Übergangsmodul liegen, während der näherungs weise in Längsrichtung geführte Angriffspunkt am Trägerwagen liegt . The four-bar linkage can be designed so that the joints lie on the transition module, while the point of application, which is guided approximately in the longitudinal direction, lies on the carrier car.
Jede Wankstützvorrichtung kann eine in Längsrichtung des Triebzuges verlaufende Kupplungsbalken aufweisen, die an dem zugeordneten Trägerwagen mittels eines sphärischen Lagers (drei Bewegungs-Freiheitsgrade) und an dem zugeordneten Wa genübergangsmodul mittels eines horizontal angeordneten Vier gelenkgetriebes (im Wesentlichen ein Bewegungs-Freiheitsgrad) gelagert ist. Each anti-roll device can have a coupling beam running in the longitudinal direction of the multiple unit, which is mounted on the assigned carrier car by means of a spherical bearing (three degrees of freedom of movement) and on the assigned vehicle transition module by means of a horizontally arranged four-jointed gear (essentially one degree of freedom of movement).
Insbesondere können die Endwagen hinsichtlich ihrer Wankbewe- gungen von denjenigen angrenzender Wagenübergangsmodule ent koppelt sein. Dies führt zu einer erhöhten Seitenwindstabili tät der Endwagen und damit zu einer Reduktion ihrer Fahrzeug- masse . Ein Ausführungsbeispiel der Erfindung wird nachfolgend unter Bezugnahme auf die Zeichnungen noch näher erläutert. Es zei gen : In particular, with regard to their rolling movements, the end cars can be decoupled from those of the adjacent car transition modules. This leads to increased crosswind stability of the end cars and thus to a reduction in their vehicle mass. An embodiment of the invention is explained in more detail below with reference to the drawings. Show it :
Figur 1 eine schematische Seitenansicht eines Triebzuges für Hochgeschwindigkeitsverkehr, Figure 1 is a schematic side view of a multiple unit for high-speed traffic,
Figur 2 eine schematische Längsschnittsansicht eines Wagen übergangsmoduls des Triebzuges von Figur 1 mit an grenzenden Enden benachbarter Trägerwagen und FIG. 2 shows a schematic longitudinal sectional view of a wagon transition module of the multiple unit from FIG. 1 with adjacent carrier wagons and adjacent ends
Figur 3 eine schematische perspektivische Ansicht eines Figure 3 is a schematic perspective view of a
Übergangsbereichs zwischen einem Wagenübergangsmo dul und einem Trägerwagen des Triebzuges von Figur 1 mit Querstange Transition area between a Wagenübergangsmo module and a carrier car of the multiple unit of Figure 1 with a crossbar
Figur 4 eine schematische perspektivische Ansicht eines Figure 4 is a schematic perspective view of a
Übergangsbereichs zwischen einem Wagenübergangsmo dul und einem Trägerwagen des Triebzuges von Figur 1 mit Viergelenkgetriebe Transition area between a Wagenübergangsmo module and a carrier car of the multiple unit of Figure 1 with four-bar gear
Figur 1 zeigt einen Triebzug für den Hochgeschwindigkeitsver kehr mit zwei Endwagen 1, fünf Trägerwagen 2 und sechs Wagen übergangsmodulen 3. Sämtliche Endwagen 1 und Trägerwagen 2 sind jeweils mit endständigen Fahrwerken ausgestattet, wäh rend die Wagenübergangsmodule 3 fahrwerklos ausgebildet sind. Jedes Wagenübergangsmodul 3 stützt sich auf zwei benachbarten Wagen ab, bei denen es sich entweder um eine Kombination aus einem Endwagen 1 und einem Trägerwagen 2 oder eine Kombinati on aus zwei Trägerwagen 2 handelt. Figure 1 shows a multiple unit for high-speed traffic with two end cars 1, five carrier cars 2 and six car transition modules 3. All end cars 1 and carrier cars 2 are each equipped with terminal bogies, while the car transition modules 3 are designed without chassis. Each intercar module 3 is supported on two adjacent wagons, which are either a combination of an end car 1 and a carrier car 2 or a combination of two carrier cars 2.
Jedes der Wagenübergangsmodule 3 ist hinsichtlich seiner Wankbewegung jeweils ausschließlich an seiner von dem ihm nä her gelegenen Endwagen 1 entfernt gelegenen Seite mit einem unmittelbar benachbarten Trägerwagen 2 mittels einer Each of the car junction modules 3 is with regard to its rolling movement exclusively on its side remote from the end car 1 located closer to it with an immediately adjacent carrier car 2 by means of a
Wankstützvorrichtung 4 gekoppelt. Demgemäß sind die beiden Endwagen 1 gegenüber ihren jeweils unmittelbar angrenzenden Wagenübergangsmodulen 3 hinsichtlich der Wankbewegungen ent koppelt . Anti-roll device 4 coupled. Accordingly, the two end cars 1 are opposite their respective immediately adjacent Intercar transition modules 3 decoupled with regard to the rolling movements.
Die Wankstützvorrichtungen 4 sind jeweils in Dachbereichen von Enden einander zugewandter Trägerwagen 2 und Wagenüber- gangsmodule 3 vorgesehen. The anti-roll devices 4 are each provided in the roof areas of the ends of the carrier carriages 2 and carriage transition modules 3 facing one another.
Wie Figur 1 veranschaulicht, bildet dabei der in der Mitte des Triebzuges gelegene Trägerwagen 2 gemeinsam mit den bei den jeweils seitlich sich an den Trägerwagen 3 anschließenden Wagenübergangsmodulen 3 eine Untereinheit 5 des Triebzuges, die hinsichtlich ihrer Wankbewegung vollständig untereinander gekoppelt ist, und zwar über die Wankstützvorrichtungen 4 in den beiden sich ergebenden Dach-Übergangsbereichen zwischen dem Trägerwagen 2 und dem jeweils sich daran unmittelbar an schließenden Wagenübergangsmodul 3. As Figure 1 illustrates, the carrier car 2 located in the middle of the multiple unit forms, together with the wagon transition modules 3 adjoining the carrier wagon 3 laterally, a subunit 5 of the multiple unit, which is completely coupled to one another with regard to its rolling movement, namely via Anti-roll devices 4 in the two resulting roof transition areas between the carrier vehicle 2 and the vehicle transition module 3 that is directly connected to it.
Die weiteren, vorgesehenen Trägerwagen 2 und Wagenübergangs- module 3 bilden paarweise weitere Untereinheiten 6 des Trieb zuges, im vorliegenden Ausführungsbeispiel insgesamt vier. Dabei ist die Wankstützvorrichtung 4 bei jeder Untereinheit 6 jeweils zwischen dem Trägerwagen 2 und dem Wagenübergangsmo dul 3 angeordnet. Insgesamt ist der Triebzug somit aus den zwei Endwagen 1, der in der Mitte angeordneten dreiteiligen Untereinheit 5 und den vier zweiteiligen Untereinheiten 6 zu sammengesetzt . The further provided carrier carriages 2 and carriage transition modules 3 form further subunits 6 of the drive train in pairs, in the present exemplary embodiment a total of four. The anti-roll device 4 is arranged in each subunit 6 between the carrier car 2 and the Wagenübergangsmo module 3. Overall, the multiple unit is thus composed of the two end cars 1, the three-part subunit 5 arranged in the middle and the four two-part subunits 6.
In der schematischen Darstellung von Figur 1 sind Pantogra- phen des Triebzuges nicht dargestellt. Es ist jedoch hervor zuheben, dass der mittlere Trägerwagen 2 keinen Pantographen aufweist . In the schematic illustration of FIG. 1, pantographs of the multiple unit are not shown. It should be emphasized, however, that the middle carrier carriage 2 does not have a pantograph.
Aus Figur 2 wird ersichtlich, dass das Wagenübergangsmodul 3 auf einer (mehrteiligen) Kupplungsstange 7 zur Übertragung von Längskräften abgestützt ist, die jeweils an den Enden der an das Wagenübergangsmodul 3 angrenzenden Trägerwagen 2 gela gert ist und sich somit von dem einen Trägerwagen 2 unter dem Wagenübergangsmodul 3 hindurch bis zu dem anderen Trägerwagen 3 erstreckt. Die Enden der Kupplungsstange 7 sind in sphäri schen Lagern 8 gelagert, so dass Auslenkungen der Kupplungs stange 7 gegenüber den Trägerwagen 3 in alle Richtungen er möglicht sind. From Figure 2 it can be seen that the intercar module 3 is supported on a (multi-part) coupling rod 7 for the transmission of longitudinal forces, which is stored at the ends of the carrier car 2 adjoining the intercar module 3 and thus from the one carrier car 2 under the Car transition module 3 through to the other carrier car 3 extends. The ends of the coupling rod 7 are mounted in spherical bearings 8, so that deflections of the coupling rod 7 with respect to the carrier carriage 3 in all directions are possible.
In einem Übergangsbereich zwischen einander zugewandten Enden des in der Figur 2 links dargestellten Trägerwagens 2 und dem Wagenübergangsmodul 3 ist die Wankstützvorrichtung 4 horizon tal ausgerichtet angeordnet und stellt eine wanksteife Ver bindung zwischen dem Wagenübergangsmodul 3 und dem Trägerwa gen 2 her. Die Wankstützvorrichtung 4 weist einen Kupplungs balken 9 auf, der mit seinem dem Trägerwagen 3 zugeordneten Ende in einem sphärischen Lager 10 gelagert ist. Dabei liegt das sphärische Lager 10 auf derselben Vertikalachse wie das sphärische Lager 8 der Kupplungsstange 7 am selben Trägerwa gen 2. In a transition area between facing ends of the carrier trolley 2 shown on the left in FIG. 2 and the trolley junction module 3, the anti-roll device 4 is arranged horizontally and provides a stiff connection between the trolley junction module 3 and the carrier trolley 2. The anti-roll device 4 has a coupling beam 9 which is mounted in a spherical bearing 10 with its end associated with the carrier carriage 3. The spherical bearing 10 lies on the same vertical axis as the spherical bearing 8 of the coupling rod 7 on the same carrier carriage 2.
Die Ausbildung der Wankstützvorrichtung 4 in einer ersten Ausführung mit einer Querstange 16 geht im Detail aus Figur 3 hervor. Im Dachbereich des Wagenübergangsmoduls 3 ist die Querstange 16 gelagert, z.B. mit Hilfe eines Lagerbocks 17 und eines Gelenkes 18. Im Dachbereich des Trägerwagens 2 ist die Querstange 16 ebenfalls gelagert, z.B. mit Hilfe eines Lagerbocks 20 und eines Gelenkes 19. Die Querstange 16 liegt also quer zur Fahrtrichtung und in gleicher Längsposition wie das sphärische Lager 8. The design of the anti-roll device 4 in a first embodiment with a crossbar 16 is shown in detail in FIG. In the roof area of the intercar module 3, the cross bar 16 is mounted, e.g. with the aid of a bearing block 17 and a joint 18. In the roof area of the carrier carriage 2, the transverse rod 16 is also supported, e.g. with the aid of a bearing block 20 and a joint 19. The cross bar 16 is thus transverse to the direction of travel and in the same longitudinal position as the spherical bearing 8.
Dadurch sind das Wagenübergangsmodul 3 und der Trägerwagen 2 derart verbunden, dass bei auftretenden Nickbewegungen zwi schen dem Trägerwagen 2 und dem Wagenübergangsmodul 3 in Längsrichtung des Triebzuges Bewegungen möglich sind. In die ser Weise werden Nickbewegungen zwischen dem Wagenübergangs modul 3 und dem Trägerwagen 2 gestattet, während die As a result, the intercar module 3 and the carrier car 2 are connected in such a way that when nodding movements occur between the carrier car 2 and the intercar module 3, movements are possible in the longitudinal direction of the multiple unit. In this way, nodding movements between the car transition module 3 and the carrier car 2 are allowed, while the
Wankstützvorrichtung 4 Wankbewegungen zwischen dem Trägerwa gen 2 und dem Wagenübergangsmodul 3 wirksam verhindert bzw. auf ein vorgegebenes Maß begrenzt. Gewisse parasitäre Wankbe wegungen, die aus auftretenden Nickbewegungen herrühren, tre ten dabei auf. Die Ausbildung der Wankstützvorrichtung 4 mit Viergelenkge triebe geht im Detail aus Figur 4 hervor. Im Dachbereich des Wagenübergangsmoduls 3 ist die Kupplungsstange 9 gelagert, und zwar mit Hilfe eines Viergelenkgetriebes 11, von denen zwei Gelenke 12 an der Kuppelstange 9 und zwei andere Gelenke 13 an einer Haltestruktur 14 vorgesehen sind, die an einem Wagenkastenrohbau des Wagenübergangsmoduls 3 befestigt ist. Zwei zwischen den Gelenken 12, 13 vorgesehene, bewegliche Lenker 15 führen die Kupplungsstange 7 derart, dass sie sich bei einer auftretenden Nickbewegung zwischen dem Trägerwagen 2 und dem Wagenübergangsmodul 3 in Längsrichtung des Triebzu ges bewegen kann, insbesondere in Richtung auf die Mitte des Wagenübergangsmoduls 3. In dieser Weise werden Nickbewegungen zwischen dem Wagenübergangsmodul 3 und dem Trägerwagen 2 ge stattet, während die Wankstützvorrichtung 4 Wankbewegungen zwischen dem Trägerwagen 2 und dem Wagenübergangsmodul 3 wirksam verhindert bzw. auf ein vorgegebenes Maß begrenzt. Dies gilt auch für parasitäre Wankbewegungen, die aus auftre- tenden Nickbewegungen herrühren. Anti-roll device 4 rolling movements between the carrier wagon conditions 2 and the car transition module 3 effectively prevented or limited to a predetermined amount. Certain parasitic rolling movements that result from pitching movements occur here. The design of the anti-roll device 4 with four-bar gear is shown in detail in FIG. The coupling rod 9 is mounted in the roof area of the intercar module 3, with the aid of a four-bar linkage 11, of which two joints 12 are provided on the coupling rod 9 and two other joints 13 are provided on a support structure 14 which is attached to a car body shell of the intercar module 3. Two movable links 15 provided between the joints 12, 13 guide the coupling rod 7 in such a way that it can move in the longitudinal direction of the drive train when a nodding movement occurs between the carrier car 2 and the car junction module 3, in particular in the direction of the center of the car junction module 3 In this way, nodding movements between the intercar module 3 and the carrier car 2 are equipped, while the anti-roll device 4 effectively prevents or limits roll movements between the carrier car 2 and the intercar module 3 or limited to a predetermined amount. This also applies to parasitic rolling movements that arise from pitching movements.

Claims

Patentansprüche Claims
1. Triebzug zur Personenbeförderung, mit zwei Endwagen (1) und wenigstens einem Trägerwagen (2), die jeweils mit endständigen Fahrwerken ausgestattet sind, und fahr werklosen Wagenübergangsmodulen (3), deren Anzahl die jenige der Trägerwagen (2) um eins übersteigt und die entweder unmittelbar zwischen einem Endwagen (1) und einem Trägerwagen (2) oder unmittelbar zwischen zwei Trägerwagen (2) angeordnet sind, 1. Multiple unit for passenger transport, with two end cars (1) and at least one carrier car (2), each equipped with terminal bogies, and non-moving car transition modules (3), the number of which exceeds that of the carrier car (2) by one and the are arranged either directly between an end car (1) and a carrier car (2) or directly between two carrier cars (2),
dadurch gekennzeichnet, dass characterized in that
jedes Wagenübergangsmodul (3) hinsichtlich seiner Wank- bewegung jeweils ausschließlich mit wenigstens einem unmittelbar benachbarten Trägerwagen (2) mittels einer Wankstützvorrichtung (4) gekoppelt ist. each wagon transition module (3) is coupled with respect to its rolling motion exclusively to at least one directly adjacent carrier wagon (2) by means of a roll support device (4).
2. Triebzug nach Anspruch 1, 2. multiple unit according to claim 1,
dadurch gekennzeichnet, dass characterized in that
wenigstens ein Trägerwagen (2) hinsichtlich seiner Wankbewegung mit beiden an ihn angrenzenden Wagenüber gangsmodulen (3) gekoppelt ist. at least one carrier carriage (2) is coupled with two adjoining carriage transition modules (3) with regard to its rolling movement.
3. Triebzug nach Anspruch 2, 3. multiple unit according to claim 2,
dadurch gekennzeichnet, dass characterized in that
der wenigstens eine Trägerwagen (3), an den zwei Wagen- übergangsmodule (3) durch die Wankstützvorrichtung (4) gekoppelt sind, frei von einem Pantographen ist. the at least one carrier carriage (3), to which two carriage transition modules (3) are coupled by the anti-roll device (4), is free of a pantograph.
4. Triebzug nach einem der Ansprüche 1 bis 3, 4. multiple unit according to one of claims 1 to 3,
dadurch gekennzeichnet, dass characterized in that
er wenigstens drei Trägerwagen (2) aufweist. it has at least three carrier carriages (2).
5. Triebzug nach einem der Ansprüche 1 bis 4, 5. multiple unit according to one of claims 1 to 4,
dadurch gekennzeichnet, dass characterized in that
jede Wankstützvorrichtung (4) jeweils im Dachbereich der einander zugewandten Enden eines zugeordneten Trä gerwagens (2) und eines zugeordneten Wagenübergangsmo duls (3) angeordnet ist, derart dass Nickbewegungen zwischen dem zugeordneten Trägerwagen (2) und dem zuge ordneten Wagenübergangsmodul (3) ermöglicht sind. each anti-roll device (4) is arranged in the roof area of the mutually facing ends of an associated Trä gerwagens (2) and an associated Wagenübergangsmo module (3), so that nodding movements are made possible between the associated carrier car (2) and the associated intercar module (3).
6. Triebzug nach Anspruch 5, 6. multiple unit according to claim 5,
dadurch gekennzeichnet, dass characterized in that
jede Wankstützvorrichtung (4) als Gelenkgetriebe ausge führt ist. each anti-roll device (4) leads out as an articulated gear.
7. Triebzug nach Anspruch 6, 7. multiple unit according to claim 6,
dadurch gekennzeichnet, dass characterized in that
das Gelenkgetriebe als in Querrichtung orientierte Querstange (16) ausgeführt ist. the link mechanism is designed as a transverse rod (16) oriented in the transverse direction.
8. Triebzug nach Anspruch 6, 8. multiple unit according to claim 6,
dadurch gekennzeichnet, dass characterized in that
das Gelenkgetriebe als Viergelenkgetriebe ausgeführt ist . the linkage is designed as a four-bar linkage.
9. Triebzug nach Anspruch 8, 9. multiple unit according to claim 8,
dadurch gekennzeichnet, dass characterized in that
jede Wankstützvorrichtung (4) einen in Längsrichtung des Triebzuges verlaufende Kupplungsbalken (9) auf weist, der an dem zugeordneten Trägerwagen (2) mittels eines sphärischen Lagers und an dem zugeordneten Wagen übergangsmodul (3) mittels eines horizontal angeordne ten Viergelenkgetriebes (11) gelagert ist. each anti-roll device (4) has a coupling beam (9) running in the longitudinal direction of the multiple unit, which is mounted on the associated carrier carriage (2) by means of a spherical bearing and on the associated carriage transition module (3) by means of a horizontally arranged four-bar linkage (11) .
10. Triebzug nach einem der Ansprüche 1 bis 9, 10. multiple unit according to one of claims 1 to 9,
dadurch gekennzeichnet, dass characterized in that
die Endwagen (1) hinsichtlich ihrer Wankbewegungen von denjenigen angrenzender Wagenübergangsmodule (3) ent koppelt sind. the end cars (1) are decoupled in terms of their rolling movements from those of the adjacent car transition modules (3).
EP20728676.6A 2019-06-05 2020-05-06 Rail motor unit for passenger transportation with anti-rolling support Pending EP3953230A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019208221 2019-06-05
PCT/EP2020/062497 WO2020244871A1 (en) 2019-06-05 2020-05-06 Rail motor unit for passenger transportation with anti-rolling support

Publications (1)

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EP3953230A1 true EP3953230A1 (en) 2022-02-16

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WO (1) WO2020244871A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20321136U1 (en) * 2003-09-19 2006-01-12 Siemens Ag Large capacity vehicle used as a rail vehicle for transporting people comprises an articulated connections having a connection element structured and connected to two carriages
DE102004014903A1 (en) * 2004-03-26 2005-10-13 Siemens Ag Vehicle, in particular lane-guided vehicle, with articulated vehicle bodies
JP4452117B2 (en) * 2004-04-05 2010-04-21 三菱重工業株式会社 Vehicle stabilization system between vehicles
JP4410763B2 (en) * 2005-06-02 2010-02-03 三菱重工業株式会社 Track system vehicle equipment
DE102005041162A1 (en) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Vehicle with roll stops
AT502530A1 (en) * 2005-08-18 2007-04-15 Evoinvent Ag DOME DEVICE
JP5094029B2 (en) * 2006-03-22 2012-12-12 川崎重工業株式会社 Vehicle body stabilization system
DE202011004040U1 (en) * 2011-03-17 2011-05-19 Hübner GmbH, 34123 In the roof region of two articulated vehicles connected to each other device for limiting the rolling motion of the vehicles relative to each other
PL2765050T3 (en) * 2013-02-09 2015-10-30 Huebner Gmbh & Co Kg Device in the roof area of two vehicle sections with a jointed connection for limiting the angle of the vehicle sections relative to each other

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