EP3972883A1 - Véhicule ferroviaire - Google Patents

Véhicule ferroviaire

Info

Publication number
EP3972883A1
EP3972883A1 EP20739865.2A EP20739865A EP3972883A1 EP 3972883 A1 EP3972883 A1 EP 3972883A1 EP 20739865 A EP20739865 A EP 20739865A EP 3972883 A1 EP3972883 A1 EP 3972883A1
Authority
EP
European Patent Office
Prior art keywords
car
rail vehicle
car body
vehicle according
cars
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.)
Granted
Application number
EP20739865.2A
Other languages
German (de)
English (en)
Other versions
EP3972883B1 (fr
Inventor
Andreas Schaefer-Enkeler
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 EP3972883A1 publication Critical patent/EP3972883A1/fr
Application granted granted Critical
Publication of EP3972883B1 publication Critical patent/EP3972883B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • 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 with at least two driven end cars, which are each supported on two terminal bogies and with at least one intermediate car arranged between the end cars.
  • Such rail vehicles are used for the transportation of people.
  • Long-distance trains in particular which must comply with the specified clearance gauge according to UIC 505, usually have two-plus-two seating in the second class and two-plus-one seating in the first class. This seating in the classes is given by a maximum possible car width for the selected car body length, which results from compliance with the above-mentioned UIC standard.
  • Clearance profile means that only very short cars can be used. This in turn has the consequence that more running gears, more car crossings, etc. are required over the length of a train, which is a considerable disadvantage for, for example, the costs per seat (investment, maintenance, ).
  • the invention is based on the object of further developing a rail vehicle for passenger transport of the type mentioned at the outset in such a way that a greater car width and thus an increase in seating capacity can be achieved while maintaining the specified clearance profile.
  • This object is achieved by a rail vehicle with the features of claim 1.
  • the rail vehicle mentioned at the beginning is characterized in that the intermediate car is divided in its longitudinal direction into two coupled car body parts, one of which the facing ends on a common chassis with a single tracking unit and the ends facing each other on a chassis with at least two Tracking units are supported.
  • the track guidance units of the running gears are preferably designed as wheel sets, as is also customary in particular in high-speed and long-distance trains.
  • the length of the car body parts each correspond to one half of the middle car. This half-way division of the intermediate car into the two car body parts enables the best compliance with the specified clearance profile.
  • the common chassis of the intermediate car on which the facing ends of the car body parts are supported it can be a non-powered chassis.
  • the rail vehicle can be designed in several parts, with the end cars being designed as power cars.
  • the rail vehicle is designed as a multiple unit and that the trains facing away from each other Ends of the car body parts of the intermediate car arranged undercarriages are at least partially driven with regard to their wheel sets. It is also possible that both bogies of the intermediate car are driven with two track guidance units.
  • the end cars have a length of 28 to 30 m and the car body halves of the middle car each have a length of 16.5 to 18.5 m, with a rotational center distance of the chassis of the middle car between 12 and 14 m.
  • the 200m train can consist of two end cars and four intermediate cars of the type specified above. With this design, the result is that the four intermediate cars, which make up around 140 m of the total train length, can be used to achieve a car body width of, for example, 3200 mm, which means seating of two plus three in the second class and two plus two in the first class enables.
  • the rail vehicle only has five conventional intercar crossovers, which are located between an end car and an intermediate car or between two intermediate wagons, and four intercar crossovers, which are each located between the car body halves of the intermediate car, with reduced mobility compared to conventional intercar crossovers.
  • the car body (s) of the intermediate car (s) is / are preferably approx. 0.5 m wider than the car bodies of the end cars.
  • Car transitions between the two car body halves of an intermediate car can be shorter than the car transition between one of the end cars and an intermediate car (or two adjacent intermediate cars), which is advantageous for the usable length of the passenger area (e.g. for the arrangement of seats).
  • a maximum car body width of the intermediate car can be greater than a maximum car body width of the end car.
  • the maximum width for Wagenkars th with straight side walls is determined by the then constant width over the length of the car body.
  • the maximum car body width is defined by a central longitudinal section of the car body in question located away from the indentations.
  • Figure 1 is a schematic side view of a multi-part
  • FIG. 2 shows a schematic plan view of a longitudinal section of the rail vehicle from FIG. 1 in a first embodiment
  • FIG. 3 shows a schematic top view of a longitudinal section of the rail vehicle from FIG. 1 in a second embodiment.
  • Figure 1 shows a multi-part rail vehicle which is designed as a long-distance train.
  • the rail vehicle includes two identical end cars 1, each equipped with terminal bogies 2, each of which has two sets of wheels as track guidance units.
  • the rail vehicle comprises two intermediate cars 3, at least in their general dimensions and in the design / arrangement of their chassis, which are identical in construction and which are each divided in half in their longitudinal direction, namely in the car body halves 3.1, 3.2.
  • telwagen 3 are each supported on a common chassis 4, which has a single wheel set.
  • the telwagen 3 have at their respective outer ends running gears 5, which are equipped with two sets of wheels. If necessary, the chassis 5 can also be equipped with at least one further wheel set.
  • the chassis 2 of the end cars 1 are designed as motor bogies.
  • the chassis 5 of the intermediate car can be designed as a drive or running bogie as required.
  • the bogies 4 are not driven between the adjacent car body halves 3.1, 3.2 of the intermediate car 3.
  • FIG. 2 now shows a longitudinal section of the rail vehicle shown in FIG. 1, namely from approximately the middle of the end car 1 shown on the left in FIG. 1 to the end of the intermediate car 3 adjoining the end car 1 in FIG. 1. that the width of the car body of the end car 1 is less than that of the middle car 3. This allows a two-plus-three seating for the middle car 3, for a second class seating, while in a first class one two-plus-two seating is made possible.
  • the exemplary embodiment according to FIG. 3 differs from that according to FIG. 2 only in that a further middle car 3 of the same construction can be connected directly to the end of the middle car 3 which is remote from the end car. For this reason, at a car transition that results between the two intermediate cars 3, indentations of the car bodies concerned can be dispensed with.
  • the rail vehicle illustrated in FIG. 1 can be supplemented by two further intermediate cars 3, which are structurally identical in terms of their dimensions and track guidance units.
  • This then results in a high-speed train with the two end cars 1, which can assume a length of 28.9 m, four intermediate cars 3, whose car body halves 3.1, 3.2 can have a length of about 17.3 m, with car transitions 6 between the end car 1 and the adjacent middle car 3 and between adjacent middle car 3 with about 1 m, while car transitions 7 between tween the car body halves 3.1, 3.2 of the same middle car 3 are about 0.5 m long.
  • a center-to-center distance between the bogies 4, 5 of the intermediate carriage 3 is one below the other, d. H. from the chassis 4 to the respective chassis 5, 13 m.
  • intermediate cars 3 depends on the desired transport capacity of the rail vehicle can be varied for passengers.
  • a rail vehicle that has only the two end cars 1 and only one middle car 3 is also characterized by an increased seating capacity.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un véhicule ferroviaire pour le transport de personnes, comprenant au moins deux wagons d'extrémité (1) entraînés, qui sont chacun supportés sur deux trains de roulement d'extrémité (2), et comprenant au moins un wagon central disposé entre les wagons d'extrémité (1), le wagon central (3) étant divisé, dans sa direction longitudinale, en deux parties de caisse de wagon accouplées (3.1, 3.2), dont les extrémités tournées l'une vers l'autre sont supportées sur un train de roulement (4) qui leur est commun avec une seule unité de guidage sur voie et dont les extrémités opposées l'une à l'autre sont chacune supportées sur un train de roulement (5) avec au moins deux unités de guidage de voie.
EP20739865.2A 2019-07-22 2020-06-22 Véhicule ferroviaire Active EP3972883B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019210814.8A DE102019210814A1 (de) 2019-07-22 2019-07-22 Schienenfahrzeug
PCT/EP2020/067301 WO2021013450A1 (fr) 2019-07-22 2020-06-22 Véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3972883A1 true EP3972883A1 (fr) 2022-03-30
EP3972883B1 EP3972883B1 (fr) 2023-05-03

Family

ID=71607910

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20739865.2A Active EP3972883B1 (fr) 2019-07-22 2020-06-22 Véhicule ferroviaire

Country Status (4)

Country Link
EP (1) EP3972883B1 (fr)
DE (1) DE102019210814A1 (fr)
ES (1) ES2951173T3 (fr)
WO (1) WO2021013450A1 (fr)

Family Cites Families (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE541049A (fr) * 1955-09-30 1955-09-03 Societe Gregg D'europe Dispositif d’interconnection articulee pour trains automoteurs
BE551399A (fr) * 1956-09-29 1956-10-15 Vehicule ferroviaire a plate-forme surbaissee
DE688777C (de) * 1931-10-11 1940-03-01 Christoph & Unmack Akt Ges Eisenbahnzug
DE1010092B (de) 1955-02-19 1957-06-13 Ver Westdeutsche Waggonfab Laufwerksanordnung fuer einen Schienengliederzug
US3557712A (en) 1968-05-08 1971-01-26 Gen Am Transport Railway trains for combination railway and passenger automobile transportation, and cars therefor
DE2010642A1 (de) 1969-12-31 1971-07-08 VEB Waggonbau Görlitz, χ 8900 Görlitz Schienengliederzug
FR2086846A5 (fr) 1970-04-10 1971-12-31 Venissieux Nle Ateliers
EP0443309B1 (fr) 1990-02-22 1994-08-03 SGP Verkehrstechnik Gesellschaft m.b.H. Couplage de voitures
JP3096701B2 (ja) 1991-10-16 2000-10-10 川崎重工業株式会社 連接車の連接構成
AT403267B (de) 1991-12-19 1997-12-29 Bombardier Wien Schienen Schienenfahrzeug, insbesondere niederflurfahrzeug
DE9209966U1 (de) * 1992-07-24 1993-11-25 Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen Gmbh, 38239 Salzgitter Aus mindestens zwei Fahrzeugen bestehender spurgeführter Fahrzeugverband mit gesteuerten Einzelradsatzfahrwerken
DE19722309C2 (de) 1997-05-28 2001-04-19 Daimler Chrysler Ag Schienenfahrezug mit Triebkopf und Wagen
CH694725A5 (fr) 2000-11-06 2005-06-30 Vevey Technologies Sa Procédé de transformation de véhicules ferroviaires et véhicules ferroviaires obtenus par ce procédé.
DE102007038255A1 (de) 2007-08-13 2009-02-19 Bombardier Transportation Gmbh Schienenfahrzeug mit einer Antriebseinrichtung
FR2937606A1 (fr) 2008-10-24 2010-04-30 Alstom Transport Sa Automotrice de transport de voyageurs
PL2335993T5 (pl) 2009-12-18 2021-12-06 Bombardier Transportation Gmbh Skład pociągu pasażerskiego o dużej zdolności przewozowej
DE102012008186A1 (de) * 2012-04-26 2013-10-31 Siemens Aktiengesellschaft Triebzug mit mindestens einen angetriebenenEinzeldeckwagen
DE102014221818B4 (de) * 2014-10-27 2016-08-18 Siemens Aktiengesellschaft Mehrgliedriges Schienenfahrzeug
DE102015215640A1 (de) 2015-08-17 2017-02-23 Bombardier Transportation Gmbh Schienenfahrzeug-Wagenpaar

Also Published As

Publication number Publication date
ES2951173T3 (es) 2023-10-18
WO2021013450A1 (fr) 2021-01-28
EP3972883B1 (fr) 2023-05-03
DE102019210814A1 (de) 2021-01-28

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