RU2466891C2 - Motorailer for passenger transportation - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: motorailer for passenger transportation includes cars (2, 3, 4), two of which are driving (2), and two cars (3, 4) are intermediate, carrying bogies (7), motor bogies (6), containing at least one motored axle (5), traction chains (8) able to provide motor bogies engines (6) with power. All cars (2, 3, 4) include compartments for passengers (10) where motorailer is fully equipped with articulated joints, traction chains (8) are placed in three cars (2, 4), and one motor bogie (6) is placed under at least one end of each car (2, 4) equipped with traction chain (8).

EFFECT: invention increases reliability and safety.

7 cl, 4 dwg

Description

The present invention relates to a carriage for carrying passengers, and more particularly a carriage of modular construction, the term “modular construction” means both the ability to change the capacity of the car in relation to the number of passengers carried in it, and the ability to change the maximum speed that it can develop.

The layout of the train or railways depends on whether their thrust-weight ratio is concentrated or distributed, whether the wagons included in the trains are connected via articulated or hinge-free assemblies, and also depends on the location and number of motor and load-carrying trolleys, and also depends on whether they are single or double level.

To ensure greater clarity of presentation, the following sections define the above concepts.

TRAIN OR CAR DRIVING

A motor rail contains at least one motor car, that is, contains at least one passenger compartment and at least one traction chain. A motor rail can thus only contain motor cars or contain only non-motor cars and at least one motor car.

A train may consist of one or more motor cars and a number of passenger cars. The motor car is not accessible to passengers and contains, along with other devices, a traction chain.

CONCENTRATED OR DISTRIBUTED STRENGTH

The traction circuit contains several types of equipment, which are either electrical devices or power electronic equipment or control devices designed to receive electrical energy from a traction substation (for example, through a contact wire), and convert it into electrical signals that serve to power electric motor motors trolleys and, thus, providing the drive into motion of the train or car.

The thrust-to-weight ratio is considered concentrated when the components of the thrust chains are grouped in one single place, for example, in a motor carriage of a train. The thrust-to-weight ratio is considered distributed when the components of the traction chains are distributed among several wagons, where they are installed under the chassis of the wagons or on the roof of the latter.

WAGONS HINGED OR WITHOUT HINGED CONNECTIONS

The classic design trolley contains a trolley chassis resting on two axles. The term axis refers, as a rule, to a pair of coaxially mounted wheels resting on rails of a railway.

A motor carriage contains at least one electric motor serving as a drive for at least one of the axles of said wheels, which is called the motor axis. Conversely, a trolley without an engine is called a carrier trolley.

Two adjacent wagons are considered to be “pivotally connected” (or pivotally connected) when the first of the wagons is supported by one of its ends on the trolley and when the opposite end of the second wagon is placed on the end of the first wagon. The trolley is placed in such a way as if riding under the ends of two adjacent cars. A motor rail, consisting of two articulated wagons, thus has three trolleys, since each free end of both wagons is placed on the trolley.

And vice versa, two adjacent, articulated unconnected wagons do not each rest with their ends on one common trolley: each of the wagons is placed on two trolleys. The motor-car, consisting in the considered variant of two cars, which are not pivotally connected to each other, thus totals four carts.

SINGLE AND TWO LEVEL CARS

One carriage is considered single-level when it contains one compartment for passengers at the floor level, and is considered double-decker when it contains two compartments located at two different levels, and these compartments are placed one above the other.

There are single-level trains with articulated wagons and with a thrust-weight ratio concentrated in one or two motor wagons. The arrangement of these trains equipped with articulated joints requires a large number of bogies, and this increases the resistance to the movement of the train and, consequently, increases the energy consumption of the motorway. A large number of bogies also requires a large number of maintenance operations.

There are also single-level, articulated unconnected high-speed railcars with distributed traction ratio, with various schemes for distributing traction equipment across cars and various layouts for the composition of motorized carts or axes of electric motors, depending on the layout used. The indicated car trailers contain several motor cars, each of which is placed on two carts.

The specified type of traction ratio requires the use of a significant number of power cables required to connect one or more devices for receiving electric power to electric motors, and these cables pass through each unit of traction equipment and thus interconnect all wagons equipped with the specified traction equipment, regardless whether it is a device for receiving electric power, or equipment for traction circuits, or a motor trolley.

There are also single-level or two-level trains that use a “mixed” wagon connection scheme and a concentrated thrust-weight distribution system. Passenger wagons are placed in them on load-carrying trolleys and are located between two motor wagons, at each end of the train, said passenger cars being placed on motor trolleys. The connection diagram of these cars in such a train refers to the "mixed type", since when connecting passenger cars with motor cars, various types of connections are used. Passenger cars in such trains are interconnected by means of articulated devices, and with motor cars by means of jointless communication.

Trains with the indicated type of layout are characterized by a reduced ability to accommodate passengers compared to a motorway of the same length, due to the lack of passenger access to motor cars.

The technical parameters of these vehicles depend on the layout used: high-speed trains can be operated at low speeds, but to the detriment of passenger traffic, since the capabilities of all traction chains will not be used. On the other hand, it is impossible to operate the vehicle at a speed exceeding its maximum value, since it is impossible to add any additional traction chain or additional electric motor in any simple way. Rolling stock developers must therefore design each time a vehicle for a specific set of speed / volume ratios.

The objective of the invention is, therefore, the development of motor rails, free from the disadvantages of the layout inherent in known technical solutions.

To solve this problem, a passenger rail is proposed for transporting passengers, containing two leading cars and intermediate cars carrying trolleys, motor cars, including at least one motor axis and characterized in that all the cars are pivotally coupled together, and a car contains three or four traction chains, with one traction chain located in each driving carriage and at least one traction chain located in one of the intermediate cars, and in addition, the motor carriage necks least at one of the ends of said two leading cars, and truck motor is located, at least under one of the two ends of said intermediate carriage, comprising at least one thrust chain.

Preferably, each traction chain serves as at least a drive of the motor axis of one or more motor bogies located under one or two ends of each carriage in which the above-mentioned chain of traction is located.

It is also preferable that the railroad car had in the space located between the intermediate carriage including at least one traction chain and each of the driving cars, at least one intermediate carriage devoid of the traction chain.

It is also preferable that at least one intermediate carriage devoid of a traction chain be supported by at least one of its two ends on a support trolley.

It is also preferable that the cars are two-tier.

The car is fully equipped with articulated joints, that is, all the cars included in its composition are interconnected in pairs. The trolley is located with emphasis under two adjacent ends of two adjacent wagons, the free ends of the leading wagons being placed on one trolley.

A motor rail contains three or four traction chains, with one traction chain located in each driving carriage, and at least one traction chain (one or two) located in one of the intermediate cars. For this reason, this intermediate carriage is called an intermediate motor carriage. Thus, the auto-traction refers to vehicles with a concentrated thrust-weight distribution scheme, the indicated thrust-weight ratio being carried out on the basis of three wagons, regardless of whether there are three or four thrust chains.

One motor carriage is located at least under one of the two ends of the two driving wagons and an intermediate motor carriage including a traction chain. In other words, each carriage containing a traction chain is supported at its two ends either on a motor carriage and a carrier carriage, or on two motor carriages.

The motor-car has in the space located between the intermediate motor car and each of the driving cars at least one intermediate car without a traction chain. Since the specified intermediate car does not contain a traction chain, it is called a trailer car.

One of the two ends of the trailer car is supported by at least a support trolley. The trailer car is thus supported at its ends either on a carrier and a motor trolley, or on two carrier trolleys. Thus, the rule of alternating wagons containing a chain of traction and wagons that do not contain it, as well as the rule of alternating motor and load trolleys, which is done so as not to exceed the maximum axle load, are applied in a motor rail corresponding to the invention.

When designing all railway vehicles, the requirement of not exceeding the axle load must be complied with, and the magnitude of this maximum permissible load depends on the infrastructure or is determined by the relevant standards in force on the railways along which these vehicles are intended to travel.

The axle load of the motorway according to the present invention is maintained below the maximum permissible value, since:

- Each driving carriage is supported by its own carriage and one carriage common with another carriage, as a result of which the load created by it is distributed over a larger number of axles than is the case with intermediate carriages. Consequently, the lead carriage is capable of carrying more weight than other cars without exceeding the maximum permissible axle load. Each driving carriage thus carries passengers, the traction chain, as well as all or part of the equipment involved in the production of auxiliary energy (electric and compressed air energy).

- Driving wagons that are not equipped with traction chains have a lower weight in the unloaded condition than driving wagons and a motor wagon.

- An intermediate motor carriage carries passengers and various equipment, including at least a traction chain, and motor trolleys at each end of a motor car experience half the mass of an intermediate motor car and half the mass of an adjacent neighboring car, since at least one trailer car is located between the lead car and the intermediate motor car. Since a trailed car is lighter than an intermediate motor car, each motor carriage mounted on top under one of the ends of the intermediate motor car and under the end of a neighboring trailed car experiences an average weight, which in any case remains below the maximum permissible axle load.

The balancing of the masses acting on each carrier trolley and motor carriage is also ensured by optimizing the distribution scheme of various traction equipment or auxiliary equipment of the motor car, and the internal arrangement of the cars, the latter factor depending on the level of comfort that must be provided for passengers (type and quantity different seats, depending on the class of the car in question).

The internal arrangement of an intermediate motor car depends, in particular, on the mass of the traction chain or traction chains, which, in turn, depend on the technical parameters that a particular motor car must possess (traction with a multi-tension system, maximum speed developed, and so on) . For example, in the case of a large mass of equipment used in the car under consideration, the weight of the elements of the internal equipment of the intermediate motor car should be reduced, and the latter should be developed from the very beginning as a bar car, as a car in which some other services are provided to passengers, or a car designed for reduced volumes of passenger transportation compared to those possessed by trailed wagons.

Each traction chain serves as a drive for at least one motor axis of the motor carriage or motor carriages located under one or both ends of the wagons in which one or more of the traction chains are located. A motor rail can thus contain from three to twelve motor axles, depending on whether each driving car and an intermediate motor car relies on one or two motor trolleys, which in turn contain one or two motor axles.

The advantage of a car rail fully equipped with articulated joints is that it maintains greater stability if it goes off the rail. Due to the use of an articulated wagon connection scheme, the resistance to the progress of the train and, therefore, the energy consumption necessary for the vehicle to move, can be limited in comparison with a motorway of the same length, which is achieved by reducing the number of bogies. In addition, in the case under consideration, the required number of maintenance operations for the entire rolling stock is also being reduced. The use of an elevator as a vehicle also allows the transportation of a large number of passengers, since in this case the entire length of the vehicle will be used to accommodate passengers.

The advantage provided by the concentration of the traction chains in the driving cars and in one intermediate motor car allows the equipment to be protected in the best way and to deal with possible cases of fire due to the physical separation of the traction chains, one from the others, as well as due to the physical separation of the traction chains located in offices intended for the carriage of passengers.

The present invention and its other advantages will become clearer after studying the following description below, given solely as an example with reference to the figures enclosed in the appendix, including:

FIG. 1, 3 and 4 depict side views of the motor trunks corresponding to the invention, for different variants of its implementation,

figure 2 depicts a table on which the position of the motor axes is schematically presented depending on the number of cars included in the rail.

The wheels of the motor axles on the accompanying figures are conditionally painted black.

In the form in which the motorway A is shown in FIG. 1, it contains seven trailed cars 3 and one intermediate motor car 4 located between two leading cars 2.

The first driving car 2 is located at the first end of the motorway A (on the left side of FIG. 1). The free end of this car, in which the driver’s cab is located 9, is placed on a motor carriage 6, consisting of two motor axles 5. The first link chain 8 is located under the passenger compartment 10 of the indicated first driving car 2. At its opposite end, the driving car 2 is pivotally connected to the first trailed wagon 3. Two opposite ends of the wagons 2 and 3 are placed on one common motor carriage 6, consisting of two motor axles 5.

Thus, the first trailed car 3 shares at its first end a motor carriage 6 with a driving car 2, and shares at its other end a carriage 7 with a second adjacent trailed car 3.

The second trailed car 3 is pivotally connected to the first trailed car 3 and to the third trailed car 3. The second trailed car 3 shares the carrier trolley 7 with the first and third trailed cars 3. The third trailed car 3 is pivotally connected to an intermediate motor car 4 located in the carriage, corresponding to the considered method for implementing the present invention, in the fifth position, if you look at the figure to the left.

None of the first three trailed cars 3 are equipped with a traction chain 8.

An intermediate motor car 4 shares at each of its ends a motor carriage 6 with adjacent trailed cars. Two traction circuits 8 are located under the passenger compartment 10 and supply energy to the electric motors of the motorized carts, each of which consists of two motor axles located at each end of the motor intermediate carriage 4.

Four subsequent trailed wagons 3 are also interconnected by swivel links and placed on carrier trolleys 7, as for the ends of trailed wagons 3, they are pivotally connected to an intermediate motor wagon 4 or to a leading wagon 2, the latter being supported by motor trolleys 6. Second lead car 2 is completely identical to the first.

In all the wagons 2, 3, 4, the motor rail A is provided for in the passenger compartment 10. Each of the wagons 2, 3, 4 is connected to one or each adjacent wagon by an internal passage 11. Considering that the motor rail A shown in FIG. 1 is fully equipped swivel joints, it contains, with a length of the order of 200 meters, eleven bogies, six motor bogies 6 and five load bogies 7. In the present method of implementing the invention, all axes of the motor bogies are equipped with individual engines. Such a motorway is capable of transporting at least 550 passengers at a commercial speed of at least 330 km / h.

In each of the leading cars 2 and the intermediate motor car 4, one or more traction chains 8 are located under the floor of the passenger compartment 10, which is done in order to maintain the necessary length of the compartment for passengers 10. Figure 1 shows the arrangement of the traction chains 8, which are continued under the compartments for passengers 10 of cars 2 and 4, however, depending on the overall dimensions of the individual components of the traction chain 8, the latter may be partially or completely under the floor of the compartments for passengers 10.

As a possible embodiment of the invention, the traction chains 8 of the leading cars 2 can be located in the intermediate compartments in the space between the driver’s cab and the passenger compartment 10.

In the classic version, each of the leading cars 2 is equipped with a pantograph current collector 12 for removing electrical energy from a contact wire with a chain suspension (which is not shown in the figure).

The high voltage cable 13 serves to supply electric energy, taken by the pantograph current collector 12, to each traction chain 8 located in the intermediate motor car 4. To provide greater clarity in understanding the figures presented, the cables 13 are shown outside the cars by a dashed line. In practice, these cables are laid, for example, on the roof.

The concentration of the traction circuits 8 and the motor trolleys 6 in a very limited number of cars allows you to limit the weight of the necessary cables, since only high voltage cables 13 are laid between the lead cars 2 and the traction chain 8 of the intermediate motor car 4. These cables have a lower weight power cables used in the layout of motor trails of previous generations. In addition, it should be noted that the complexity of cabling is also significantly reduced.

Figure 2 presents in table form two possible technical solutions relating to a motor rail according to a first embodiment of the invention, said technical solutions being given only as a possible example. In this case, only lead cars 2, motor cars 4, traction chains 8, motor carts 6, motor axles 5, bearing carts 7 are numbered, indicating possible speeds and the number of passengers carried.

For a car rail consisting of seven cars, including two driving cars 2, four trailed cars 3, one intermediate motor car 4 and four motor axles 5, only three traction chains are required 8. In contrast to the first embodiment of the present invention, only one chain thrust rod 8 is located in the intermediate motor car 4. In this embodiment, two motor carriages 6 carry the ends of the motor car 4, but each of them is equipped with only one motor axis 5. The place remaining free from the second thrust chain, my can be used to accommodate more seats in the passenger compartment 10 of the intermediate motor car 4. In the same embodiment, only the carts located under the free ends of the driving cars 2 are equipped with individual engines and each contain two motor axles 5. Said variant of seven Thus, the wagon contains four motor trolleys 6, but only six motor axles 5. This motor-car is capable of carrying from 350 to 400 passengers (depending on the internal arrangement of the wagons) and moving I'm at a speed of 300 km / h.

The second variant of the car rail corresponding to the invention and consisting of ten cars is identical to the variant in which seven cars are provided, except that in this second variant three additional trailer cars are provided. This motor-car can have the same technical parameters as the motor-car A from the first embodiment of the present invention, if only it increases the amount of power transmitted on one axis.

Thus, a motor rail made according to the invention is fully modulated in the sense that the terms passenger traffic and speed are included, since it can include from seven to eleven cars, three or four traction chains 8, from three to twelve motor axles 5, distributed between three to six motor bogies 6, and it can reach speeds from 140 to 350 km / h.

The specified degree of modulation can be achieved by simplifying the types of cars (leading 2, trailed 3 and motor 4) and by observing the rules for alternating trailed cars and cars equipped with a traction chain 8, as well as the rules for alternating motor cars 6 and carrier cars 7 in order to comply with the maximum permissible value axle loads.

In the form in which the motorway A is presented in figure 1, it contains only single-level cars. As a possible option, the driving cars 2 and the intermediate cars 3, 4 can be made two-level, as shown in Fig.3.

In a promising embodiment of the invention, the motorway B is equipped with two-level cars, the lower level of the driving car 2 and the intermediate motor car 4, in which the traction chain 8 is located, serves to accommodate this or several traction chains 8, and the other level is reserved for passengers.

Internal passages 11 are located on the upper level and are used to transition from one trailer car to another. But the internal passages between the leading wagons 2 and the adjacent trailed wagons 3 are located at the lower level. A staircase not shown in the figure in question and located in the lead car 2 and in trailed cars 3 allows passengers to go to the upper level through the entrance doors (also not shown in the figure) of cars 2, 3, 4.

In the case of a short motorway, with a length of about 120 to 160 meters, it seems beneficial to reduce the number of motor bogies by eliminating the intermediate motor car 4, in which one or more traction chains 8 are used, and also remove the motor bogies 6 used together with it.

Thus, in the embodiment shown in FIG. 4, in which the numbering of the same elements as in FIG. 1 is maintained, the motor rail C differs from the motor rail used in previous embodiments of the present invention in that it contains only trailer cars 3, which are not equipped with traction chains 8. The motor-car C is thus devoid of an intermediate motor car 4 having a traction chain 8.

Motor car C contains four motor trolleys 6 located under the free ends of the driving cars 2 and the top under the end of the driving car 2 and the end of an adjacent trailer car 3. In accordance with the power / required weight ratio, four to eight axles can be equipped with individual engines, moreover each motor carriage 6 will be equipped with at least one motor axis 5.

Due to the abolition of the intermediate motor car 4, the power / required mass ratio of the short carriage remains sufficiently high, which will allow the carriage to move at high speed, provided that it maintains optimal traction power.

This possibility of adapting the traction power is not feasible on trains, since car trailers have such traction power that is designed to provide the maximum number of trailed cars: if intermediate cars are canceled, the calculated traction power will be uselessly overstated. Adaptation of traction power is difficult to ensure on a motor-train with distributed traction ratio, since the abolition of one car will entail the elimination of the traction chain.

Claims (7)

1. Motor car for transporting passengers, including: two driving cars (2) and intermediate cars (3, 4), carrying trolleys (7), motor trolleys (6), including at least one motor axis ( 5), characterized in that all the wagons (2 3, 4) are pivotally interconnected in pairs, the auto-track contains three or four traction chains (8), of which one is located in each driving wagon (2) and at least one the traction chain is located in one single intermediate carriage (4), one motor carriage (6) is located at least under one them from leading ends of said two carriages (2), a carriage motor (6) is located, at least under one of the two ends of said intermediate carriage (4) comprising at least one thrust chain (8). 2. Motor car according to claim 1, characterized in that each traction chain (8) sets in motion at least one motor axis (5) of one or more motor bogies (6) located under one or two ends of each car ( 2, 4), in which the above traction chain (8) is located. 3. Motor car according to claim 1 or 2, characterized in that it includes in the space between the intermediate carriage (4) containing at least one traction chain (8) and each of the leading cars (2), at least at least one intermediate carriage (3) without a traction chain (8). 4. Motor car according to claim 1 or 2, characterized in that at least one intermediate carriage (3), without a traction chain (8), is placed on at least one of the two ends of the carrier trolley (7). 5. Motor car according to claim 1 or 2, characterized in that the cars (2, 3, 4) are two-level. 6. Motor car according to claim 3, characterized in that the cars (2, 3, 4) are two-level. 7. Motor car according to claim 4, characterized in that the cars (2, 3, 4) are two-level.

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