RU2777145C1 - High speed train, double traction train and high speed train applications - Google Patents

Abstract

FIELD: electric trains.

SUBSTANCE: inventions group relates to electric trains. A high-speed train with a restrictive profile, designed to travel at a speed of at least 280 km/h, contains two last cars and intermediate cars located between the last cars. In this case, a maximum of four intermediate cars are provided, and two intermediate cars of the high-speed train form a train of cars. Wherein one car of the train of cars is a motor car, and the other car of the train of cars contains a transformer for power supply of this engine car. Also claimed is a dual traction train with two cuts, where one of the cuts is a high-speed train, and the use of a high-speed train as a base for a variable high-speed train.

EFFECT: providing variability in the length of high-speed trains, using an improved high-speed train as a base for a variable high-speed train.

14 cl, 7 dwg

Description

The invention relates to a high-speed train with a restrictive profile according to the TSI standard, designed for speeds of at least 280 km/h.

At present, high-speed trains with a TSI restriction profile designed for speeds of at least 280 km/h or even for speeds of at least 300 km/h are designed as one-piece trains in which no wagon cannot be easily removed. These trains are also not adapted to add further cars. An example in this case can be called “Velaro”.

However, there is a desire for greater variability in the length of high-speed trains.

The object of the invention is to provide an improved high speed train that can be used as a base for a variable high speed train.

The problem is solved with a high-speed train with a restrictive profile according to the TSI standard, suitable for speeds of at least 280 km/h, with two last cars and a maximum of four intermediate cars located between the last cars.

This means that the high-speed train according to the invention (short: train) can contain a maximum of six cars, that is, it is six-section.

Thus, a maximum six-section high-speed train can be proposed, which can be used as a base for a variable high-speed train. In addition, the high-speed train can be used as a base for a variable train with dual traction and two cuts.

Preferably, the high-speed train contains at least four cars. Those. preferably, if the high-speed train contains at least two intermediate cars. For example, a high-speed train may contain exactly three or exactly four intermediate cars.

The TSI norm is a norm that regulates the technical specifications for intermediate compatibility. The standard DIN EN 15273 (as of 2016) can be considered as a TSI standard, in particular all parts of the DIN EN 15273 standard.

The high speed train is designed for speeds of at least 280 km/h. In particular, a high speed train may be designed for speeds of at least 280 km/h. Those. A high-speed train can move - in particular on suitable sections - at a speed of at least 280 km/h.

Preferably, the high-speed train is designed, in particular, for speeds of at least 300 km/h.

Two cars, in particular two intermediate cars of a high-speed train, preferably form a train of cars. Expediently, one car of the train of cars is a motor car. Preferably, the other car of the train of cars contains a transformer for powering this motor car.

The motor car expediently comprises a traction current rectifier. Further, the motor car expediently comprises at least one motor bogie, preferably two motor bogies.

Preferably, the wagons of a train of wagons adjoin each other. This means that the wagons of a train of wagons are preferably located next to each other.

Preferably, the high-speed train contains exactly four intermediate cars, forming exactly two such trains of cars. Preferably, each of the trains of wagons adjoins, respectively, one of the last wagons.

Preferably, if respectively the motor car of the respective train of cars adjoins, respectively, one of the last cars. In principle, however, a wagon containing a transformer of a corresponding train of wagons could also adjoin respectively one of the last wagons.

In another implementation of the high speed train, the three intermediate cars of the high speed train form a trio of cars. Expediently, the two cars of the trio of cars are respectively motor cars. Further, it is expedient if the third car of the trio of cars contains a transformer for supplying power to these motor cars. The car with the transformer can be located, for example, between both motor cars of the trio of cars.

Preferably, the high-speed train with three cars contains exactly three intermediate cars, namely the intermediate cars forming the trio of cars.

Preferably, the last wagons contain only runner cars. This means that the last cars preferably do not contain motor bogies. Those. the last cars are preferably not motor cars.

The length of the high-speed train is expediently less than 200 m for the length of at least one car.

The length of the wagon is preferably at least 24 m, in particular at least 26 m. Further, preferably, if the length of the wagon is max. 30 m, in particular max. 28 m

Preferably, if the length of the high-speed train is max. 180 m, in particular, max. 175 m

If the high speed train contains exactly four intermediate cars, then the length of the high speed train is preferably at least 165 m, in particular at least 170 m.

For example, a high-speed train might be exactly 173 meters long.

Preferably, in one of the intermediate cars there is a change of sides of the cable.

In the intermediate car in which the cable sides change, cable entries are located at one end of the car on the right side and at the other end of the car on the left side.

In addition, the invention relates to a dual traction train with two cuts, at least one of the cuts being the previously named high-speed train and/or one of its improvements.

The dual traction train is designed, in particular, expediently designed for speeds of at least 280 km/h. Preferably, the dual traction train is designed in particular for speeds of at least 300 km/h, in particular at least 330 km/h.

Suitably, the dual traction train comprises a TSI restrictive profile.

The uncoupler designed as a high-speed train may contain, for example, exactly two intermediate cars, which form a train of cars. Preferably one wagon of the wagon train is a motor wagon. Further, it is preferable if the other car of the train of cars contains a transformer for powering this motor car.

The uncoupler designed as a high-speed train may alternatively contain exactly three or exactly four intermediate cars.

In addition, the invention relates to the use of the previously named high-speed train and/or one of its improvements as the base for a variable dual-draft train with two cuts.

When used as part of a high-speed train, at least one next intermediate car is used so that the resulting high-speed train is extended/lengthen compared to its original length.

In this way, the length of the high-speed train can be changed. It is thus possible to create a variable high-speed train and/or a variable dual-traction train with two cuts, wherein at least one of both cuts is a variable high-speed train.

Preferably, there is no need to coordinate the old wagons with increased length.

In other words:

The invention also relates to a method for changing the length of the previously mentioned high-speed train, wherein at least one next intermediate car is used in the above-mentioned high-speed train, as a result of which the resulting high-speed train is extended / lengthened compared to its original length.

The length of the next intermediate car is expediently equal to the length of the car, in particular the length of the car mentioned earlier.

A traction current network can/can be installed through the next intermediate car.

The traction current network is preferably intended to supply the traction current rectifier of a high-speed train. For example, the traction current network may connect at least one power consumer of a high speed train to all of the high speed train's traction current rectifiers to supply it with electrical power.

Further, at least one/one on-board electrical network of a high-speed train can be/may be laid/may be laid through the next intermediate car.

The on-board electrical network preferably serves to supply the components of the on-board electrical network of a high-speed train. For example, the onboard electrical network may be configured to power electrical devices, braking devices, fuses and/or safety switches of a high speed train.

Preferably, the next intermediate car does not contain an operating transformer.

In addition, it is possible that the next intermediate car does not contain an operated consumer of electricity. It is possible, moreover, that the next intermediate car does not contain an operated traction current rectifier. Further, it is possible that the next intermediate car does not have an auxiliary current converter in operation.

If the next intermediate car does not contain either an electrical consumer, or a transformer, or a traction current converter, or an auxiliary current converter, then the manufacturing costs can be reduced. In addition, the weight of this wagon and thus the weight of the train can be reduced in this way. In this way, the amount of energy required to operate the train can be reduced.

Further, preferably, if the next intermediate car contains two runner trucks. This means that the next intermediate car does not contain a driven motor bogie, in particular a motor bogie.

The above description of the preferred embodiments of the invention contains numerous features, which are reproduced in separate additional paragraphs in part as a generalization of several features. These characteristics can, however, also be considered individually and generalized to the form of expedient combinations. In particular, these features can be combined respectively individually and in any suitable combination with the high-speed train according to the invention, the dual traction train according to the invention and the use according to the invention.

Even if in the description or in the claims some terms are used respectively in the plural or in conjunction with the numeral, the scope of the invention for these concepts should not be limited by the plural or the corresponding numeral.

The above-described characteristics, features and advantages of the present invention, as well as the way to achieve them, become clearer and more understandable in conjunction with the following description of embodiments, which are explained in more detail in conjunction with the drawings. The examples of execution serve to explain the invention and do not limit the invention to the combination of features given therein, as well as in relation to functional features. In addition, suitable features of each embodiment can also be considered explicitly in isolation, removed from the embodiment, introduced into another embodiment to supplement it, and combined with any of the claims.

The drawings show the following:

Fig. 1 shows a six-section high-speed train with a traction current network and a network with an intermediate electrical circuit shown,

Fig. 2 contains a five-section high-speed train with a traction current network and a network with an intermediate electrical circuit shown,

Fig. 3 shows a high speed train extended from its original length based on the six section high speed train of FIG. 1, with a traction current network and a network with an intermediate electrical circuit shown,

Fig. 4 shows the high speed train of FIG. 3 with the onboard electrical network shown,

Fig. 5 shows the next high speed train extended from its original length based on the six section high speed train of FIG. one,

Fig. 6 shows a dual traction train with two cuts, each of which is respectively the high speed train of FIG. 3, and

Fig. 7 shows a dual traction train with two cuts, one of which is the high speed train of FIG. 3, and the other of the cuts is a four-section high-speed train.

Fig. 1 shows a high speed train 56 with a TSI restrictive profile.

High speed train 56 is suitable for speeds of at least 280 km/h, in particular at least 300 km/h, particularly preferably at least 330 km/h.

High-speed train 56 contains two last cars 4 and four intermediate cars 6 located between the last cars 4. This means that high-speed train 56 contains exactly six cars 4, 6, that is, it is six-section.

For a better understanding, cars 4, 6 are labeled from right to left with the letters of the alphabet A, B, C, E, F, G. Car A is in first place on high-speed train 56, car B is in second place, and so on.

The carriages of the high speed train 56 of FIG. arranged in the sequence A - B - C - E - F - G.

Cars A and G are made, respectively, in the form of the last cars 4. The remaining cars B, C, E, F are made, respectively, in the form of intermediate cars.

In this exemplary embodiment, the cars B and C arranged next to each other, made in the form of intermediate cars 6, form a train 8 cars. In addition, next to each other, made in the form of intermediate cars 6 cars E and F form a train 8 cars.

Accordingly, one wagon 6 of a train of 8 wagons is a motor wagon 10. In this example, wagons B and F are respectively motor wagons 10.

The motor cars 10 respectively comprise a traction current rectifier 12 and at least one, preferably, as in this case, two motor bogies 14. The respective motor bogie 14 comprises at least one traction motor (not shown) for driving the wheels 16 corresponding motor bogie 14. For better clarity, only some of the wheels 16 of the high-speed train 56 are provided with reference symbols.

The cars 4, 6, which are not made in the form of motor cars - in this case cars A, C, E, G - on the contrary, contain runner cars 18. This means that the cars A, C, E and G are not independently driven.

Correspondingly, the other car 6 of the train 8 of cars contains a transformer 20 for powering the drive car 10 of the corresponding train of cars 8. In this example, cars C and E respectively contain a transformer 20.

Further, at least one of these other cars 6 of the train 8 cars, in this case, at least one of the cars C and E, contains the consumer 22 of electricity. In this example, both cars, car C and car E, respectively contain one consumer 22 of electricity, and usually only one of the consumers 22 of electricity is in operation.

Each of the trains of 8 wagons (car coupler B + C, wagon coupler E + F) borders, respectively, with one of the last wagons 4.

The high speed train 56 contains a traction current network 24 . The traction current network 24 is indicated by dashed lines. The traction current network 24 comprises electrical wiring lines 26 extending from the electricity consumer 22 to the transformers 20 (inside the same car 6). In addition, the traction current network 24 contains a wiring line 26 connecting both electricity consumers 22 (different cars 6). Thus, only one consumer 22 of electricity should be in operation.

Further, the traction current network 24 comprises the following wiring lines 28 extending from the transformers 20 (in cars C and E) to the traction current rectifiers 12 (in cars B and F).

The traction current network 24 is grounded through the wheels 16 of the high-speed train. To do this, each of the transformers 20 is connected by a ground cable 30 to the wheels 16 of the same car 6.

The primary voltage removed by the active consumer 22 from a contact wire (not shown) is supplied according to the invention to the lines 26 of the electrical wiring of the traction current network 24 to the transformers 20. The transformers 20 convert the primary voltage into a secondary voltage. This secondary voltage is then fed through the following wiring lines 28 of the traction current network 24 to the traction current rectifiers 12 . The traction current rectifiers 12 in turn supply the motor bogies 14 located in the corresponding car 6 (the power supply and the lines are not shown specifically).

Some cars 4, 6 of the high speed train 56 include an auxiliary current converter 32. In this example, cars A, E and G each contain one or two auxiliary current converters 32, respectively.

The high speed train 56 includes a network 34 with an intermediate electrical circuit. Network 34 with an intermediate electrical circuit is shown in dash-dotted line. The intermediate circuit network 34 comprises intermediate circuit lines 36 that run from the traction current rectifiers 12 (in cars B and F) to auxiliary current converters 32 located in other cars (in this case cars A, E and G).

The power supply of the auxiliary current converters 32 is carried out from the traction current rectifiers 12 through the network 34 with an intermediate electrical circuit.

In this example, the auxiliary current converters 32 of car G are supplied from the traction current rectifiers 12 of car F. Further, the auxiliary current converters 32 of car A are powered from the traction current rectifier 12 of car B. The auxiliary current converter 32 of car E can be powered from the rectifier 12 traction current of the car B and / or from the rectifier 12 of the traction current of the car F.

Each of the cars 4, 6 contains the first end 38 of the car and the second end 40 of the car, located opposite the first end of the car.

Cars A, B and C are located in such a way that the corresponding first end 38 of the car points, in accordance with the drawing, respectively to the right, i.e. towards the end 42 of the high-speed train 56 on car A, made as the last car 4.

The cars E, F and G are arranged in such a way that the respective first end 38 of the car points, according to the drawing, respectively to the left, i.e. to the end 42 of the high-speed train 56 on the car G, made as the last car 4.

The high speed train 56 is at least substantially mirror symmetrical in design.

Thus, the second end 40 of car C is adjacent to the second end 40 of car E.

To ensure the possibility of continuous laying of cables in car C, the sides of the cables are changed.

The high-speed train 56 also contains an on-board electrical network 44 (not shown, similar to FIG. 4). Through the on-board electrical network 44, the components 46 of the on-board electrical network (cf. Fig. 4) of the high-speed train 56 are supplied with power using auxiliary current converters 32.

The onboard electrical network 44 is or is routed through all intermediate cars 6 of the high speed train 56. Thus, the onboard electrical network 44 extends from the last car 4 to the other last car 4 of the high speed train 56.

The length of high speed train 56 is at least one car length less than 200 m. In this example, the length of high speed train 56 is less than 200 m approximately one car length.

In particular, the length of the high-speed train 56 is max. 180 m, in particular, max. 175 m. Further, the length of the high speed train 56 is at least 165 m, in particular at least 170 m.

For example, the length of high speed train 56 could be exactly 173 m.

High speed train 56 can be used as a base for a variable high speed train (see FIG. 3, FIG. 5). In addition, high speed train 56 can be used as a cutaway in a dual traction train (not shown).

Fig. 2 shows a high speed train 58 with a TSI restrictive profile.

High speed train 58 is suitable for speeds of at least 280 km/h, in particular at least 300 km/h, particularly preferably at least 330 km/h.

The high-speed train 58 contains two last cars 4 and three intermediate cars 6 located between the last cars 4. This means that the high-speed train 58 contains exactly five cars 4, 6, i.e. is five-section.

The following description is mainly limited to differences from the embodiment of FIG. 1, which are referred to with respect to remaining unchanged features and functions. The elements that remain essentially unchanged are designated in principle by the same reference designations, and the features not mentioned are taken into the following embodiments without being re-described.

The carriages of high speed train 58 in FIG. 2 are arranged in the order A-B-C-F-G.

The three middle cars 6 of the high-speed train 58 form a trinity of cars 59. Two wagons 6 of wagon train 59 - namely wagons B and F - are motor cars 10, respectively. in this case, car C (with transformer 20) is located between 10 cars B and A of the trio 59 cars made as motor cars.

In particular, car C containing transformer 20 is connected via traction electrical network 24 to all motor cars 10 of high-speed train 58. In this way, all motor cars 10, in this case cars b and F, can be supplied with power from transformer 20 in car C.

Since the high speed train 58 comprises, compared to the high speed train 56 of FIG. 1, one less transformer 20, depending on the design of the transformer 20 of the high-speed train 58, it is possible that the high-speed train 58 of FIG. 2 may consume less than the high speed train 56 of FIG. 1 power.

The length of high-speed train 58 is approximately two car lengths less than 200 m.

In particular, the length of the high-speed train 58 is max. 160 m, in particular, max. 150 m. Further, the length of the high-speed train 58 may be at least 130 m, in particular at least 140 m.

High speed train 58 can be used as a base for a variable high speed train (not shown). In addition, the high speed train 58 can be used as a cutaway in a dual traction train (not shown).

Fig. 3 shows the application of the high speed train 56 of FIG. 1 as a base for variable high speed train 2.

In the high speed train 56 of FIG. 1, the next intermediate car 6 was used - in this case designated as car D), so that the one shown in FIG. 3, the high-speed train 2 is/are lengthened compared to the original length (cf. FIG. 1).

The following description is mainly limited to differences from the embodiment of FIG. 1, to which reference is made with respect to remaining unchanged features and functions. The remaining mostly unchanged elements are provided with fundamentally the same reference designations, and the features not mentioned are included in the following embodiment without repeating their description.

The length shown in Fig. 3 of the high-speed train 2 is about 200 m, in particular exactly 200 m. By "about 200 m" can be understood a range from 190 m to 210 m.

The high speed train 2 is suitable for speeds of at least 280 km/h, in particular at least 300 km/h.

The high speed train 2 in FIG. 3 has a sequence of cars A - B - C - D - E - F - G. High-speed train 2 thus contains exactly seven cars 4, 6.

The next intermediate car 6 (car D) is located between both trains 8 cars. In principle, the next intermediate car could also be located, however, in a different position in the high-speed train 2.

The next intermediate car 6 (car D) does not contain an operating transformer. In addition, it is possible that the next intermediate car 6 (car D) does not contain either an operated power consumer or an operated auxiliary current converter.

The traction current network 24 is routed through the next intermediate car 6 (car D). In particular, the wiring line 26, which connects both consumers 22 of electricity of cars C and E, is laid through car D.

The auxiliary current converter 32 of car E can be supplied from car B and/or from the traction current rectifier 12 of car F. 34 with an intermediate electrical circuit is laid through car D.

The car D is located in such a way that the first end 38 of the car, according to the drawing, points to the left, i.e. to the end 42 of high-speed train 2 on car G, made as the last car 4.

The high speed train 2 has at least a substantially mirror-symmetric structure.

Thus, the second end 40 of car C is adjacent to the second end 40 of car D.

The high-speed train 2 also contains an on-board electrical network 44 (cf. FIG. 4). Through the on-board electrical network 44, the components 46 of the on-board electrical network (cf. Fig. 4) of the high-speed train 2 are supplied with power using an auxiliary current converter 32.

The onboard (onboard) electrical (electrical) network is/are laid through all the intermediate cars 6 of the high-speed train 2 (cf. FIG. 4). Thus, the onboard electrical network 44 extends from the last car 4 to the other last car 4 of the high speed train 2.

Fig. 4 shows the high speed train 2 of FIG. 3 with the onboard electrical network 44, as well as its components 46 of the onboard electrical network.

For better clarity, the onboard electrical network 44 is shown in a separate figure separately from the traction current network 24 and the network 34 with an intermediate electrical circuit.

Auxiliary current rectifiers 32 are connected through the on-board electrical network 44 to the components 46 of the on-board electrical network of the high-speed train 2. The components 46 of the on-board electrical network include: electrical and braking devices 48, car fuses 50 and linear protective switches 52, as well as other components of the on-board electrical network (indicated only by the reference symbol 46). The power supply of the components 46 of the onboard electrical network is carried out from the auxiliary current converters 32 through the onboard electrical network 44.

In addition, each last car 4 contains a battery 54 for emergency power supply, which is connected via the on-board network 44, respectively, to one of the auxiliary current converters 32, and which is charged, respectively, through the on-board electrical network 44.

On-board (on-board) electrical network 44 is/are laid through the following intermediate cars 6 (cars D). Thus, the on-board (on-board) electrical (electrical) network 44 can/can be laid through all intermediate cars 6 of high-speed train 2.

Fig. 5 also shows the application of the high speed train 56 of FIG. 1 as a base for the Variable High Speed Train 60.

In the high speed train 56 of FIG. 1, two further intermediate cars 6 - in this case designated as cars D) - have been used, so that the resulting high-speed train 60 is/are extended relative to its original length (cf. FIG. 1).

For better clarity, the resulting high-speed train 60 is shown in two parts, which are located in FIG. 5 obliquely under each other. If the high-speed train 60 were to be depicted in an interconnected manner, the cars 4, 6 would have to be shown very small, which was abandoned for the sake of better visibility.

The following description is mainly limited to differences from the embodiment of FIG. 3 and FIG. 4, which are referred to with respect to remaining unchanged features and functions. The elements and functions that remain essentially unchanged are provided with essentially the same reference designations, and the features not mentioned have been transferred to the following embodiment without being re-described.

The high speed train 60 includes two further intermediate cars (cars D). Each of the two following intermediate cars 6 (cars D) is located between both trains 8 cars.

High speed train 60 in FIG. 1 is extended from a length of 200 m. In particular, a high-speed train 60 can be extended with respect to 200 m per car length.

The carriages of high-grade train 60 in FIG. 5 are arranged in the sequence A - B - C - D - D - E - F - G. Thus, high-speed train 60 contains exactly eight cars 4, 6.

The car couplers 8 (with their transformers 20, traction rectifiers 12 and motor bogies 14) are designed such that the high speed train 60 in FIG. 5 is suitable for speeds of at least 280 km/h.

Fig. 6 shows the use of the high speed train 56 of FIG. 1 as a base for a variable double traction train 62 with two cuts 64.

In the high speed train 56 of FIG. 1, the next intermediate car 6 (car D) is used, so that the high-speed train 2 of FIG. 3 which is/are extended relative to its original length (cf. FIG. 1).

In FIG. 6 shows a dual traction train 62 with two cuts 64, each cut 64 being respectively the high speed train 2 of FIG. 3.

This means that two high-speed trains 2 of FIG. 3 form the dual traction train 62 of FIG. 6.

The following description is mainly limited to differences from the embodiment of FIG. 3, to which reference is made with respect to remaining unchanged features and functions. The elements and functions that remain essentially unchanged are provided with essentially the same reference designations, and the features not mentioned have been transferred to the following embodiment without being re-described.

The dual traction train 62 is suitable for speeds of at least 280 km/h, preferably at least 300 km/h, in particular at least 330 km/h.

In this example, both cuts 64 each have a length of about 200 m. This means that the double-haul train 64 has a length of about 400 m, in particular exactly 400 m.

The cars of train 62 with dual traction are located in the sequence A - B - C - D - E - F - G - A - B - C - D - E - F - G. Cars 4, 6 of one of the cuts 63 can also be located in opposite sequence. For example, dual traction train 62 could also be arranged in the sequence A - B - C - D - E - F - G - G - F - E - D - C - B - A.

Train 62 with double traction contains exactly 14 cars 4, 6.

Both ends 38 pointing in the direction of each other of both cuts 64 are made in the form of vestibules. Thus, the dual traction train 62 can be passed through without having to leave the vehicle.

The last cars of both cuts 64 pointing in the direction of each other serve in this example of execution, thus, respectively, intermediate cars of the train 62 with double traction.

In principle, the ends 38 of both cutters 64 pointing in the direction of each other can also contain, respectively - instead of a transitional vestibule - the driver's cabin.

Fig. 7 shows a double traction train 66 with two cuts 64.

The following description is mainly limited to differences from the embodiment of FIG. 6, which is referred to with respect to features and functions remaining unchanged. The elements and functions that remain essentially unchanged are provided with essentially the same reference designations, and the features not mentioned have been transferred to the following embodiment without being re-described.

One of the cuts 64, in this case the top cut 64 according to the drawing, is the one shown in FIG. 3 high speed train 2.

The other cutter 64, in this case the lower one according to the drawing of the cutter 64, is a high-speed train 68 with a TSI restrictive profile, suitable for speeds of at least 280 km/h, with two last cars 4 and exactly two intermediate cars 6 located between the last cars 4.

The last cars 4 of both cuts 64 pointing in the direction of each other can - as shown in this embodiment - serve as intermediate cars of a train 62 with double traction.

The length of the high-speed train 68 (i.e., the lower cut 64 according to the drawing) is preferably three car lengths shorter than 200 m.

Two intermediate cars 6 of the high-speed train 68 (ie, the lower cutter 64 according to the drawing) form a train of 8 cars. One car 6 of an 8-car train (in this case car B) is a motor car 10. The other car 6 of a train of 8 cars (in this case car C) contains a transformer for powering this motor car 10 (car B).

The dual traction cars of train 66 in FIG. 7 are arranged in the sequence A - B - C - G - A - B - C - D - E - F - G. Cars 4, 6 of one or both cuts 64 can also be arranged in reverse order. For example, dual-traction train 66 could also be arranged in the sequence A - B - C - D - E - F - G - G - C - B - A.

Train 66 with double traction contains exactly 11 cars 4, 6.

In this way, a double traction train 66 shortened in relation to 400 m is created, which has a particularly favorable ratio of 8 car trains to the weight of the double traction train 66.

The dual traction train 66 is suitable for speeds of at least 280 km/h, in particular at least 300 km/h, particularly preferably at least 330 km/h.

Instead of a high-speed train 68 (i.e., the lower cutter 64 according to the drawing), it is also possible in principle to use the train shown in FIG. 1 or fig. 2 high speed train 56, 58.

Further, instead of the high-speed train 2 shown in FIG. 3, upper in accordance with the drawing of the cutter 64, in principle it is also possible to use the one shown in FIG. 5 high speed train 60, or one of those shown in FIG. 1 or fig. 2 high speed trains 56, 58.

On the basis of a suitable combination of the embodiments described, high-speed trains and/or dual traction trains with different numbers of cars are also possible.

While the invention has been described and illustrated in more detail on the basis of preferred embodiments, the invention is not limited to the disclosed examples and other variations may be derived from them without departing from the scope of the invention.

Claims (14)

1. High-speed train (56, 58, 68) with a restrictive profile, designed to travel at a speed of at least 280 km / h, with the last two cars (4) and intermediate cars (6) located between the last cars (4 ), characterized in that a maximum of four intermediate cars (6) are provided, and two intermediate cars (6) of a high-speed train (56, 68) form a train (8) of cars, and one car (6) of the train (8) of cars is a motor car (10), and the other car (6) of the train (8) cars contains a transformer (20) for power supply of this motor car (10). 2. High-speed train (56, 68) according to claim 1, characterized in that the cars (4, 6) of the train (8) of the cars adjoin each other. 3. High-speed train (56) according to claim 1 or 2, characterized in that four intermediate cars (6) form two trains (8) of cars. 4. High-speed train (58) according to claim 1, characterized in that three intermediate cars (6) of a high-speed train (58) form a triple (59) of cars, and two cars (6) of a triple (59) of cars are respectively motor cars (10), and the third car (6) of the trio (59) of cars contains a transformer (20) for power supply of said motor cars (10). 5. High-speed train (56, 58, 68) according to any one of paragraphs. 1-4, characterized in that the last cars (4) contain only runner trucks (18). 6. High-speed train (56, 58, 68) according to any one of paragraphs. 1-5, characterized in that the length of the high-speed train (56, 58, 68) is shorter than 200 m by the length of at least one car. 7. High-speed train (56, 58, 68) according to any one of paragraphs. 1-6, characterized in that the length of the high-speed train (56, 58, 68) is a maximum of 180 m, in particular a maximum of 175 m. 8. High-speed train (56) according to any one of paragraphs. 1-7, characterized in that if the high-speed train (56) contains four intermediate cars (6), the length of the high-speed train (56) is at least 165 m, in particular, at least 170 m. 9. Train (66) with double thrust with two cuts (64), and at least one of the cuts (64) is a high-speed train (56, 58, 68) according to any one of paragraphs. 1-8. 10. Train (66) with double traction according to claim 9, designed to move at a speed of at least 280 km/h. 11. Train (66) with double traction according to claim 9 or 10, characterized in that the cut (64), made as a high-speed train (68), contains exactly two intermediate cars (6), which form a train (8) of cars , wherein one car (6) of the train (8) cars is a motor car (10), and the other car (6) of the train (8) cars contains a transformer (20) for supplying power to said motor car (10). 12. The use of high-speed train (56) according to any one of paragraphs. 1-8 as a base for a variable high speed train (2, 60) or as a base for a variable high speed train (62, 66) with two cuts (64), wherein the high speed train (56) has at least one next an intermediate car (6, D), while the formed high-speed train (2, 60) is/are extended relative to its original length. 13. Application according to claim 12, characterized in that at least one traction current network (24) and/or at least one high-speed on-board electrical network (44) is laid through the next intermediate car (6, D). trains (2, 60). 14. Application according to claim 12 or 13, characterized in that the next intermediate car (6, D) does not contain an operating transformer.

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