RU177252U1 - RAIL VEHICLE IN THE VIEW OF AN ARTICULATED TRAIN - Google Patents

Abstract

The utility model relates to a rail vehicle for passenger traffic, made in the form of an articulated motor-carriage train and containing at least two cars (1, 2), and neighboring cars (1, 2) rely on one common middle chassis (4, 9) and trailer cars (1) - additionally on trailer chassis (3, 8), and all chassis (3, 4, 8, 9) have a distance between the centers of the bogies to the adjacent chassis (3, 4, 8, 9) 18-21 m, and end cars (1) - length in the range of 24-27 m.

Description

The utility model relates to a rail vehicle for passenger traffic, made in the form of an articulated motor-carriage train and containing at least two cars, the neighboring cars being supported by one common middle chassis, and the trailer cars - additionally by trailer chassis.

Such rail vehicles are often used as regional vehicles, and the fact that adjacent wagons are supported by common middle running gears means saving running gears compared to a rail vehicle in which each wagon has one running gear at its ends. The “standard articulated train” usually has a distance between the centers of the trolleys of 16 m. The neighboring cars share one middle chassis, and both cars at the ends of the rail vehicle are additionally supported by their own chassis, which can be called end chassis. For example, in the case of a vehicle with a length of 70 m, a standard articulated train consists of four wagons, both end wagons having a length of about 19 m and both middle wagons of about 16 m. Such a rail vehicle contains a total of five running gears.

A common requirement for such a rail vehicle is to provide a combination of minimizing the number of all its components and at the same time reducing acquisition costs, energy and / or operating costs.

The utility model is based on the task of improving the rail vehicle described above in such a way that, while maintaining the carrying capacity and length of the vehicle, the number of all components, in particular the wagons and chassis used, is reduced.

This problem is solved by means of a rail vehicle, characterized by the features of paragraph 1 of the utility model formula.

According to the utility model, it is provided that all running gears have a distance between the centers of the bogies of 19-21 m to the adjacent running gear, and the end cars have a length in the range of 24-28 m

In the simplest case, a rail vehicle can be made, therefore, of two end cars, based on one common middle chassis. Preferably, the mass of one medium car or medium cars, including their load and components, is designed so that even two medium cars directly adjacent to each other, dividing one middle chassis between them, do not exceed the maximum permissible axle load. In this case, the rail vehicle can be arbitrarily increased by additional medium-sized cars.

Compared with the prior art, it is thus possible to make a rail vehicle with a length of, for example, 70 m of just three wagons. The reason for this is that the provided wagons are made noticeably longer than those known from the prior art. Longer rail vehicles can be realized by adding at least one additional middle carriage and at least one additional middle chassis.

All running gears can be equipped with inside the frames of the bogies so that in the transverse direction of the running gear of its wheels lie further outward than the longitudinal beams of its frame. This causes a noticeable decrease in the total mass of the rail vehicle due to the use of the inner frames of the bogies, so that the permissible maximum axle loads, for example 20 tons, are not exceeded.

Thus, it is achieved that the number of components, such as air conditioning, articulation or coupling systems, may be less than in a known rail vehicle, as explained above.

Preferably, the overhangs of the end cars extend from the middle of the end chassis to the corresponding end of the rail vehicle at least 5 m. Preferably, the overhangs can have a length of at least 5.5 m, particularly preferably 6 m. Such long overhangs of the end cars result in that the end chassis is loaded more heavily than the middle chassis. This allows, in turn, to perform the middle chassis of a lower mass.

Heavy rail vehicle components, such as transformers, accessories and / or batteries, traction equipment components, brakes or compressed air, can preferably be located at least partially in the overhang area of the end cars. This also leads to the fact that the middle chassis are unloaded by mass.

Preferably, the middle chassis may comprise more than two axles. Due to this, the cars supported by the middle chassis are distributed in at least three axles.

The diameter of the wheels of the middle running gears with more than two, in particular three, axles may be less than the diameter of the wheels of the end running gears. This makes it possible to realize, in general, a stepless passage through a rail vehicle.

Examples of the implementation of the utility model are explained in more detail below with reference to the drawings, moreover, functionally identical components are denoted by the same reference positions. The drawings show the following:

- FIG. 1: a schematic side view of an articulated wagon train in a first embodiment;

- FIG. 2: a schematic side view of an articulated wagon train in a second embodiment;

- FIG. 3: a schematic side view of an articulated wagon train in a third embodiment;

- FIG. 4: a schematic side view of an articulated motor carriage in a fourth embodiment.

In FIG. 1 shows a three-part motor carriage suitable for the implementation of a regional train with a length of about 70 m. A motor carriage train consists of two end carriages 1 and a middle carriage 2 located between them. A motor carriage train contains a total of four carriages 3, 4, and end cars 1 are based on the end 3 and middle 4 running gears. The end running gears 3 of the end carriages 1 have, in comparison with the prior art, elongated overhangs 5. They have, starting from the center of the bogies of the end running gears 3, a length in the range of at least 5 m, preferably at least 5.5 m, particularly preferably at least 6 m.

The middle car 2 rests on the middle chassis 4, made in the form of Jacobs carts with a frame located outside. In addition, the middle chassis 4 also support the inner ends of the end cars 1. Moreover, the corresponding support of the cars 1, 2 on the middle chassis 4 does not have to be direct. It is also possible that the arising vertical forces at the end of one of the wagons are transmitted first to adjacent wagons, and from there to the corresponding middle chassis 4. Likewise, the vertical center of rotation between adjacent cars does not have to be physical or located exactly in the middle of the chassis.

The distances between the centers of the carts of adjacent running gears are 19–20 m, while both end cars, including the transition to the middle car 2, have a length of 25–26 m, and the average car, including the transition, has a length of 19–20 m. end carriages 1 is at least 24 m, preferably at least 25 m, particularly preferably at least 26 m

The motor train in FIG. 1 is shown as an example with roof components, here an air conditioning system 6, and underfloor components, here a transformer 7, in each car 1, 2. These components are examples of heavy components of a motor train, which significantly contribute to its total weight and are included in the calculation of the permissible load on the axis of the chassis 3, 4. In the example of FIG. 1 air conditioning systems 6 are located on the roofs of cars 1, 2, and transformers 7 are located under the floor. Both air conditioning systems 6 and transformers 7 are located in the middle between two adjacent chassis 3, 4.

In FIG. 2 depicts another embodiment of a wagon train, basically corresponding to a wagon train in FIG. 1. The only difference is the performance of the chassis. Both end running gears 8 and middle running gears 9 are made in the form of running gears with a trolley frame located inside. This means that in the transverse direction of each chassis 8, 9, its wheels lie farther outward than the longitudinal beams of its frame. These inside the carriage frames have a lower mass than the outside of the carriage frames used, for example, in the carriage train in FIG. 1. Thus, the total mass of the wagon train is reduced, which ensures its composition with a length of about 70 m from three cars 1, 2.

In FIG. 3 illustrates another embodiment of an articulated wagon train. It can be seen that heavy components, such as air conditioning systems 6, are located in the immediate vicinity of the end chassis 3, moreover, at least one heavy component, here the battery 10, is, as an alternative, for example, a transformer, a battery, an auxiliary devices in the area of one of the overhangs 5. Due to the concentration of heavy components in the area of the free ends of the wagon train, the middle chassis 4 are unloaded by mass.

Alternatively, according to the embodiment of FIG. 4, it is possible to provide middle chassis 11 with more than two axles, here three, and then heavy components no longer need to be concentrated in the region of the end chassis. In addition, more than biaxial middle chassis 11 allow them to be made with a smaller wheel diameter than the end chassis 3. This, in turn, allows for stepless transitions between the end 1 and the middle 2 cars.

If necessary, additional measures can be taken to reduce the total mass of the rail vehicle, in particular to comply with the axle load limit. For example, a three-point support for wagons 1, 2 (not shown) may be provided, so that a single spring shock absorber is sufficient. This can also lead to a shortening of the interaxal distance of the middle running gears 4, 9 to the size of the end running gears 3, 8. Depending on the path curve, the limitation of the lateral play of cars 1, 2 can help to achieve their suitable width. The bombing of cars 1, 2 also contributes to this goal. It also contributes to a decrease in the structural coefficient of friction, i.e. the relationship between the starting thrust force set in the engine control system of the rail vehicle and its static load, up to values up to 0.19.

Claims (6)

1. Rail vehicle for passenger traffic, made in the form of an articulated motor-carriage train and containing at least two cars (1, 2), and neighboring cars (1, 2) rely on one common middle chassis (4, 9), and end wagons (1) - additionally to end running gears (3, 8), characterized in that all running gears (3, 4, 8, 9) have a distance between centers to the adjacent running gear (3, 4, 8, 9) bogies from 19 to 21 m, and end cars (1) - length in the range from 24 to 28 m. 2. The vehicle according to claim 1, characterized in that all the chassis (3, 4, 8, 9) are equipped with inside the frames of the bogies so that in the transverse direction of the chassis (3, 4, 8, 9) its wheels protrude out further than the longitudinal beams of its frame. 3. A vehicle according to claim 1 or 2, characterized in that the overhangs (5) of the end cars (1) extend from the middle of the end chassis (3, 8) to the corresponding end of the rail vehicle at least 5 m in length. 4. The vehicle according to claim 3, characterized in that its heavy components, in particular transformers (7), auxiliary devices and / or batteries, are located at least partially in the overhang (5) of the end cars (1). 5. The vehicle according to any one of paragraphs. 1-4, characterized in that the middle chassis (11) contain more than two axles. 6. A vehicle according to claim 5, characterized in that the diameters of the wheels of the middle chassis (11) are smaller than the diameters of the wheels of the end chassis (3).

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