EP3953230A1 - Train automoteur destiné au transport de personnes à stabilisation anti-roulis - Google Patents

Train automoteur destiné au transport de personnes à stabilisation anti-roulis

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)
English (en)
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/fr
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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Abstract

L'invention concerne un train automoteur destiné au transport de personnes, pourvu de deux voitures de queue (1) et d'au moins une voiture support (2) qui sont équipées chacune de bogies terminaux, et de modules de transition (3) de voiture sans bogie dont le nombre dépasse de un celui des voitures support (2) et qui sont disposés soit directement entre une voiture de queue (1) et une voiture support (2) soit directement entre deux voitures support (2), chaque module de transition (3) de voiture, en ce qui concerne son mouvement de roulis, étant accouplé respectivement exclusivement à au moins une voiture support (2) immédiatement adjacente au moyen d'un dispositif de stabilisation anti-roulis (4).
EP20728676.6A 2019-06-05 2020-05-06 Train automoteur destiné au transport de personnes à stabilisation anti-roulis Pending EP3953230A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019208221 2019-06-05
PCT/EP2020/062497 WO2020244871A1 (fr) 2019-06-05 2020-05-06 Train automoteur destiné au transport de personnes à stabilisation anti-roulis

Publications (1)

Publication Number Publication Date
EP3953230A1 true EP3953230A1 (fr) 2022-02-16

Family

ID=70861437

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20728676.6A Pending EP3953230A1 (fr) 2019-06-05 2020-05-06 Train automoteur destiné au transport de personnes à stabilisation anti-roulis

Country Status (2)

Country Link
EP (1) EP3953230A1 (fr)
WO (1) WO2020244871A1 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20321136U1 (de) * 2003-09-19 2006-01-12 Siemens Ag Großräumiges Fahrzeug zur Personenbeförderung, insbesondere Schienenfahrzeug, mit gelenkig verbundenen Wagenkästen
DE102004014903A1 (de) * 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen
JP4452117B2 (ja) * 2004-04-05 2010-04-21 三菱重工業株式会社 車両の車体間走行安定化装置
JP4410763B2 (ja) * 2005-06-02 2010-02-03 三菱重工業株式会社 軌道系車両装置
DE102005041162A1 (de) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen
AT502530A1 (de) * 2005-08-18 2007-04-15 Evoinvent Ag Kuppelvorrichtung
JP5094029B2 (ja) * 2006-03-22 2012-12-12 川崎重工業株式会社 車両の車体間安定化装置
DE202011004040U1 (de) * 2011-03-17 2011-05-19 Hübner GmbH, 34123 Im Dachbereich zweier gelenkig miteinander verbundener Fahrzeuge angeordnete Vorrichtung zur Begrenzung der Wankbewegung der Fahrzeuge relativ zueinander
EP2765050B1 (fr) * 2013-02-09 2015-06-24 Hübner GmbH & Co. KG Dispositif agencé dans la zone de toit de deux éléments de véhicule reliés de manière articulée, destiné à la limitation du mouvement de tangage des éléments de véhicule les uns par rapport aux autres

Also Published As

Publication number Publication date
WO2020244871A1 (fr) 2020-12-10

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