200911591 九、發明說明 【發明所屬之技術領域】 本發明相關於輸運乘客之軌道車輛，且更明確地說， 係相關於可就乘客容量及就極大速率而言被調整的軌道車 輛。 【先前技術】 列車（train)或軌道車輛（railcar)的架構的差別是 根據其係具有集中式或分佈式機動化、根據組成列車或軌 道車輛的車廂是以活節（articulated)或非活節方式連接 、根據馬達及承載台車（bogie)的配置及數目、及根據 其係爲單層或雙層。 爲清楚起見，這些不同的槪念會在以下的段落中定義 列車或軌道車輛 軌道車輛包含至少一個機動化車廂，也就是說包含至 少一個乘客隔室（compartment )及至少一個牽引驅動器 (traction drive)。因此，軌道車輛可只包含機動化車廂 ，或是包含非機動化車廂及至少一個機動化車廂。 列車是由一或多個機動車（motor car)及特定數目的 乘客車廂組成。機動車不對乘客開放且包含牽引驅動器以 及其他設備。 200911591 集中式或分佈式機動化 牽引驅動器包含不是電氣組件就是電子動力及控制組 件的多項設備’其可從牽引源（例如鏈懸線（catenary line ))獲取電能、轉換電能、及將電能轉變成爲供應馬 達台車的電馬達的電訊號，以驅動列車或軌道車輛。 當牽引驅動器的所有組件均被群聚於單一位置例如列 車的機動車中時，機動化被稱爲集中式。當牽引驅動器的 組件在車廂的底盤下方或天花板中被分佈於多個車廂時， 機動化被稱爲分佈式。 活節連接車廂或非活節連接車廂 台車傳統上包含置靠在兩個軸上的台車底盤。術語「 軸」是用來槪括地指稱置靠在軌道的軌條上的一對同軸車 輪。 馬達台車包含至少一個電馬達，用來驅動馬達台車的 兩個軸中的至少一個（被稱爲馬達軸）的車輪。相較之下 ’非機動化台車被稱爲承載台車。 當第一車廂以其端部中的一個被支撐在台車上且第二 車廂面向第一車廂的端部置靠在第一車廂的該端部上時’ 兩個相鄰車廂被稱爲「活節連接」（或處於活節連接狀態 )。因此’台車跨越在兩個相鄰車廂的端部的下方。因此 ’由兩個活節連接車廂組成的軌道車輛包含三個台車，因 爲兩個車廂的自由端部各自置靠在一台車上。 相較之下，兩個非活節連接的相鄰車廂在其端部的每 200911591 一個處並非被支撐在共同的台車上’而是每一個車廂置靠 在兩個台車上。因此，由兩個非活節連接車廂組成的軌道 車輛包含四個台車。 單層或雙層車廂 當車廂具有在單一樓層上的乘客隔室時，車廂被稱爲 單層車廂，而當車廂包含一個疊置在另一個上方的成爲兩 層的兩個乘客隔室時’車廂被稱爲雙層車廂。 已有非活節連接且具有集中在一或兩個馬達車中的機 動化的單層列車。由於非活節連接，因此此架構具有有大 量台車的不利點，因爲其增加軌道車輛向前移動的阻力且 因此增加能量消耗。大量的台車也必須有極多的維修操作 〇 也有若干非活節連接且具有分佈式機動化的高速單層 軌道車輛，其根據架構而有不同的牽引設備在車廂中的分 佈、及不同的馬達台車或馬達軸位置。這些軌道車輛包含 多個機動化車廂，而每一個置靠在兩個台車上。 此類型的機動化必須有延伸通過每一項牽引設備的一 大團的有電力的纜線，用以將能量獲取裝置連接於馬達， 而這些纜線因此在配備有獲取裝置或牽引裝置的一項設備 的所有車廂或馬達台車之間延伸。 也有具有混合式連接及集中式機動化的單層或雙層列 車。乘客車廂置靠在承載台車上，且由在列車的每一個端 部處置靠在馬達台車上的兩個馬達車包圍。此列車的連接 -6 - 200911591 被稱爲「混合式」是因爲不同類型的連接被用來連接車廂 與馬達車。車廂是藉著活節連接而彼此連接，而車廂是藉 著非活節連接而連接於馬達車。 此架構與具有相同長度的軌道車輛相比具有減小的乘 客容量，因爲馬達車不供乘客使用。 這些交通工具的效率位準與其架構相關聯。可以使低 速列車以較高速率行進，但是必須犧牲乘客容量，因爲牽 引驅動器的質量無法減少。不可能使交通工具以比其極大 速率高的速率行進，因爲根本無法添加牽引驅動器或馬達 。因此，製造者必須設§十適合於每一種速率範圍/乘客容 量的交通工具。 【發明內容】 因此，本發明的目的爲提供不具有習知技術的架構的 不利點的軌道車輛。 爲此目的，本發明提出一種輸運乘客之軌道車輛，其 包含兩個驅動車廂及多個中間車廂；多個承載台車；多個 馬達台車，其包含至少一個馬達軸；其中車廂全部均成對 地互相活節連接；軌道車輛包含三個或四個牽引驅動器， 每一個驅動車廂配置有一個牽引驅動器，且至少一個牽引 驅動器被配置於單一個中間車廂；驅動車廂的兩個端部中 的至少一個的下方配置有一個馬達台車；包含至少一個牽 引驅動器的中間車廂的兩個端部中的至少一個的下方配置 有一個馬達台車。 200911591 此軌道車輛包含根據任何在技術上可能的組合所得的 以下特徵中的一或多個： -每一個牽引驅動器驅動配置在配置有牽引驅動器的每一 個車廂的一個端部下方或兩個端部下方的馬達台車的至少 一個馬達軸； -軌道車輛在包含至少一個牽引驅動器的中間車廂與驅動 車廂的每一個之間包含至少一個不具有牽引驅動器的中間 車廂； -至少一個不具有牽引驅動器的中間車廂至少在其兩個端 部中的一個處由承載台車支撐。 -車廂爲雙層。 此軌道車輛完全活節連接’也就是說車廂全部均成對 地互相活節連接。台車以跨越的方式被配置在兩個相鄰車: 廂的兩個相鄰端部的下方’而驅動車廂的自由端部置靠在 單一台車上。 軌道車輛包含三個或四個牽引驅動器，每一個驅動車 廂配置有一個牽引驅動器’且至少一個（一或兩個）牽引 驅動器被配置於單一個中間車廂。因此，此中間車廂會被 稱爲機動化中間車廂。因此’軌道車輛具有集中式機動化 ，而不論是有三個或四個牽引驅動器’此集中是於三個車 廂來執行。 兩個驅動車廂及包含牽引驅動器的機動化中間車廂的 兩個端部中的至少一個的下方配置有一個馬達台車。換句 話說，每一個包含牽引驅動器的車廂在其兩個端部處不是 -8- 200911591 由一個馬達台車及一個承載台車支撐，就是由兩個馬達台 車支撐。 軌道車輛在機動化中間車廂與驅動車廂的每一個之間 包含至少一個不具有牽引驅動器的中間車廂。因爲此中間 車廂不包含牽引驅動器，所以被稱爲拖車。 拖車至少在其兩個端部中的一個處由承載台車支撐。 因此，拖車在其端部處不是由一個承載台車及一個馬達台 車支撐，就是由兩個承載台車支撐。 因此，根據本發明的軌道車輛遵從將包含牽引驅動器 與不包含牽引驅動器的車廂交替的規範，以及將馬達台車 與承載台車交替以遵從極大軸負荷的規範。 的確，所有的軌道交通工具必須遵從軸負荷的限制， 而軸負荷的限制値是由基礎公共設施（infrastructure )或 由與供這些交通工具行進的軌道相關的標準設定。 根據本發明的軌道車輛的軸負荷被保持在可容許的極 大負荷以下，因爲： -每一個驅動車廂被支撐在一個專用的台車及與另一車廂 共用的台車上，且因此其負荷與中間車廂相比被分佈於較 大數目的軸上。因此，驅動車廂與其他車廂相比可在不超 過極大軸負荷之下支撐較大的質量。因此，每一個驅動車 廂接收乘客、牽引驅動器、及產生能量用的（電動及氣動 )設備的所有或一些輔助項目； -與驅動車廂及機動化車廂相比，不具有牽引驅動器的拖 車具有較低的淨空重量； -9- 200911591 -中間機動化車廂接收乘客及至少 項目。在機動化車廂的每一個端部 支撐機動化中間車廂的質量的一半 一半，因爲至少一個拖車被設置在 車廂之間。因爲拖車比機動化中間 式配置在機動化中間車廂的端部之 部下方的每一個馬達台車支撐維持 低的平均質量。 在每一個承載台車及馬達台車 軌道車輛的牽引設備或輔助設備的 的內部裝備的分佈的最佳化而獲得 係根據所想要的舒適度而不同（根 類型及數目的座椅）。 機動化中間車廂的內部裝備特 的質量，而牽引驅動器本身是根據 位準（多電壓牽引、極大速率等） 牽引設備的項目的質量高，則機動 的重量會被減小，且會形成爲餐車 與拖車的容量相比具有減小的乘客 每一個牽引驅動器驅動配置在 動器的車廂的一個端部或兩個端部 一個馬達軸。如此，根據每一個驅 廂是由一或二個本身包含一或二個 ，軌道車輛可包含三個至十二個馬 一個牽引驅動器的設備 處的馬達台車的每一個 以及相鄰拖車的質量的 驅動車廂與機動化中間 車廂輕，所以以跨越方 一下方及相鄰拖車的端 於比每個軸的極大負荷 上的質量的平衡也藉著 各種不同項目以及車廂 ，其中車廂的內部裝備 據車廂的等級而有不同 別是取決於牽引驅動器 軌道車輛所想要的性能 。例如，如果所安裝的 化中間車廂的內部裝備 、提供服務的車廂、或 容量的車廂。 配置有一或多個牽引驅 下方的馬達台車的至少 動車廂及機動化中間車 馬達軸的馬達台車支撐 達軸。 -10- 200911591 完全活節連接的架構的一個有利點爲軌道車輛在出軌 事件中較爲穩定。因爲有活節連接的架構，所以向前移動 的阻力且因此驅動交通工具所需的能量消耗由於有較少的 台車而與相同長度的非活節連接軌道車輛相比維持於有限 的程度。維修操作也減少。由於此軌道車輛的組成，因此 交通工具提供大的容量，因爲交通工具的整個長度被用來 接收乘客。 將牽引驅動器集中於驅動車廂及於單一機動化中間車 廂的一個有利點爲’藉著將牽引驅動器在實體上彼此分開 以及藉著將牽引驅動器在實體上與乘客隔室分開，可容許 對起火有較佳的保護及控制。 從硏讀以下純粹以舉例方式所給的敘述及參考所附圖 式，可對本發明及其他有利點有更佳的瞭解。 傳統上，馬達軸的車輪在圖式中以黑色表示。 【實施方式】 第一實施例 如圖1所不，軌道車輛A包含配置在兩個驅動車廂2 之間的七個拖車3及機動化中間車廂4。 第一驅動車廂2位在軌道車輛A的第一端部處（圖中 的左手側）。第一驅動車廂2具有自由端部，而駕駛室9 位在此自由端部處且置靠在包含兩個馬達軸5的馬達台車 6上。第一牽引驅動器8被配置在此第一驅動車廂2的乘 客隔室1〇的下方。在相反端部處，驅動車廂2活節連接 -11 - 200911591 於第一拖車3。車廂2及3面向彼此的兩個端部置靠在包 含兩個馬達軸5的單一馬達台車6上。 因此’第一拖車3在其第一端部處與驅動車廂2共用 馬達台車6’而在其另一端部處與第二相鄰拖車3共用承 載台車7。 第二拖車3活節連接於第一拖車3及第三拖車3。第 二拖車3與第一及第三拖車3分別共用承載台車7。第三 拖車3活節連接於在此實施例的軌道車輛中位於從左手側 起第五個位置處的機動化中間車廂4。 前三個拖車3均未接收牽引驅動器8。 機動化中間車廂4在其每一個端部處與相鄰拖車共用 馬達台車6。兩個牽引驅動器8被配置在乘客隔室1〇的下 方’且供應位在機動化中間車廂4的每一個端部處的每一 個包含兩個馬達軸的馬達台車的馬達。 隨後的四個拖車3也活節連接且置靠在承載台車7上 ’除了活節連接於機動化中間車廂4或驅動車廂2的拖車 3的端部係置靠在馬達台車6上。第二驅動車廂2與第一 驅動車廂相同。 軌道車輛A的所有車廂2、3、4均具有乘客隔室10 。車廂2、3、4的每一個藉著通道η而與各相鄰車廂連 通。因爲車輛完全活節連接，所以圖丨的軌道車輛Α於大 約2 00m (公尺）的長度具有十—個台車，包括六個馬達 台車6及五個承載台車7。在此實施例中，所有的馬達台 車的軸均機動化。此類型的軌道車輛可以用至少3 3 0km/h -12- 200911591 (公里/小時）的商用速率（commercial speed)輸運至少 5 5 0個乘客。 在驅動車廂2及機動化中間車廂4的每一個中，牽引 驅動器8被配置在乘客隔室1 〇的地板下方，以保持乘客 隔室10的長度。圖1槪略地顯示在車廂2及4的乘客隔 室1〇的整個長度的下方的牽引驅動器8的位置，但是取 決於牽引驅動器8的各種不同組件的實際空間要求，牽引 驅動器8的位置可能延伸於乘客隔室1 〇的整個地板下方 或其一部份。 在一種變化態樣中，驅動車廂2的牽引驅動器8可被 配置在駕駛室9與乘客隔室1 0之間的中間隔室內。 驅動車廂2的每一個以傳統方式設置有導電弓架（ pantograph ) 1 2，以在鏈懸線（未顯示）上獲取電能。 高電壓纜線1 3將由每一個導電弓架1 2獲取的電能分 佈至位在機動化中間車廂4中的牽引驅動器8。在圖式中 爲清晰起見，纜線13以點劃線（dot-dash line )顯示在車 廂的外部。在實務上，這些纜線係在例如天花板內延伸。 將牽引驅動器8及馬達台車6集中於數目非常有限的 車廂容許必要纜線的質量很有限，因爲只有高電壓纜線1 3 在驅動車廂2與機動化中間車廂4的牽引驅動器8之間延 伸。這些纜線具有比習知技術的軌道車輛的架構的電力纜 線的質量低的質量。纜線配置的複雜性也大幅降低。 第一實施例的變化態樣 -13- 200911591 圖2以表的形式顯示以舉例方式給予的根據第一實施 例的軌道車輛的兩種可能組態。只有驅動車廂2、機動化 車廂4、牽引驅動器8、馬達台車6、馬達軸5、承載台車 7、乘客容量、及可能的操作速率被標示。 由包含兩個驅動車廂2、四個拖車3、及一個機動化 中間車廂4的七個車廂及四個馬達軸5組成的軌道車輛只 需要二個牽引驅動器8。因此，相較於第一實施例，只有 單一個牽引驅動器8被配置在機動化中間車廂4中。在此 變化態樣中，兩個馬達台車6支撐機動化車廂4的兩個端 部，但是每一個只具有單一馬達軸5。第二個牽引驅動器 所釋放的空間可被用來安裝輔助設備，或是所釋放的質量 可被用來在機動化中間車廂4的隔室10中安裝更多的座 椅。在此變化態樣中，只有在驅動車廂2的自由端部下方 的台車被機動化，且這些台車的每一個包含兩個馬達軸5 。因此，具有七個車廂的此變化態樣包含四個馬達台車6 ，但是包含六個馬達軸5。此軌道車輛可輸運350個至 4 00個乘客（取決於內部裝備），且至少以3 00km/h行進 〇 根據本發明的軌道車輛的具有十個車廂的第二變化態 樣與包含七個車廂的變化態樣相同，除了第二變化態樣包 含三個額外的拖車。此軌道車輛可藉著在軸處增加動力而 具有與第一實施例的軌道車輛A相同的性能位準。 以此方式，根據本發明的軌道車輛就乘客容量及速率 而言完全可被調整，因爲軌道車輛可包含七個至十一個車 -14- 200911591 廂、三個或四個牽引驅動器8、及分佈於三個至六個馬達 台車6的三個至十二個馬達軸5，且可達到在1 40km/h與 3 5 0km/h之間的極大速率。 此可調整性是藉著在應用將拖車與接收牽引驅動器8 的車廂交替的規範及將馬達台車6與承載台車7交替的規 範以遵從極大軸負荷之下，簡化車廂類型（驅動車廂2、 拖車3、及機動化車廂4)而達成。 第二實施例 如圖1所示，軌道車輛A只包含單層車廂。在一變化 態樣中，驅動車廂2及中間車廂3、4爲雙層，如圖3所 示。 有利地，在具有雙層車廂的軌道車輛B中，驅動車廂 2及接收牽引驅動器8的機動化中間車廂4的下層被用來 容納牽引驅動器8，而另一層則供乘客使用。 通道π被放置在上層以從一個拖車3移動至另一個 拖車3。相較之下，驅動車廂2與相鄰拖車3之間的通道 形成在下層。配置在驅動車廂2及拖車3中的樓梯（未顯 示）容許從車廂2、3、4的出入門（未顯示）到達上層。 第三實施例 對於在從12G至160公尺的等級的短軌道車輛，可有 利地藉著移除接收牽引驅動器8的機動化中間車廂4及移 除相關聯的馬達台車6而減少馬達台車的數目。 -15- 200911591 以此方式，在圖4所示的其中維持類似於圖丨的元件 的元件參考數字的變化態樣中，軌道車輛C與先前實施例 的區別在於軌道車輛C只包含不具有牽引驅動器8的拖車 3。因此’軌道車輛C不具有接收牽引驅動器8的機動化 中間車廂4。 軌道車輛C包含配置在驅動車廂2的自由端部下方以 及以跨越的方式配置在驅動車廂2的端部與相鄰拖車3的 端部下方的馬達台車6。根據所想要的動力/質量比，四至 八個軸可被機動化，而每一個馬達台車6具有至少一個馬 達軸5。 由於移除機動化中間車廂4，因此短軌道車輛的動力/ 質量比維持於對於軌道車輛而言充分地高，以用高速率行 進’而同時在將其用途列入考慮之下具有最佳化的牽引動 力。此調適（adapting )牽引動力的可能性在列車上是不 可能的’因爲馬達車具有大小被定爲用於極大數目的要被 拉動的車廂的牽引動力，所以如果中間車廂被移去，則動 力會成爲不必要地過大。牽引動力的調適在具有分佈式機 動化的軌道車輛上無法輕易地執行，因爲移除車廂等於是 移除牽引驅動器的元件。 【圖式簡單說明】 圖1爲根據本發明的實施例的軌道車輛的槪略側視圖 圖2爲槪略地顯示根據組成軌道車輛的車廂的數目的 -16- 200911591 馬達軸的位置的表。 圖3爲根據本發明的實施例的軌道車輛的槪略側視圖 〇 圖4爲根據本發明的實施例的軌道車輛的槪略側視圖 【主要元件符號說明】 2 :驅動車厢 3 :拖車，車廂 4 :機動化中間車廂 5 :馬達軸 6 :馬達台車 7 :承載台車 8 :牽引驅動器 9 :駕駛室 10 :乘客隔室 11 :通道 12 :導電弓架 1 3 :高電壓纜線 A :軌道車輛 B :軌道車輛 C :軌道車輛 -17-BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to rail vehicles that transport passengers and, more particularly, to rail vehicles that are adjustable in terms of passenger capacity and in terms of maximum speed. [Prior Art] The difference in the architecture of a train or a railcar is that it has a centralized or distributed motorization, and the car according to the train or rail vehicle is articulated or alive. The mode connection, according to the configuration and the number of the motor and the carrying bogie, and the single layer or double layer according to the system. For the sake of clarity, these different complications will define in the following paragraphs that the train or rail vehicle rail vehicle comprises at least one motorized compartment, that is to say comprises at least one passenger compartment and at least one traction drive (traction drive) ). Thus, the rail vehicle may comprise only a motorized car or a non-motorized car and at least one motorized car. The train consists of one or more motor cars and a specific number of passenger cars. Motor vehicles are not open to passengers and include traction drives and other equipment. 200911591 Centralized or distributed motorized traction drives contain multiple devices that are not electrical components or electronic power and control components. They can extract electrical energy from a traction source (such as a catenary line), convert electrical energy, and convert electrical energy into The electrical signal of the electric motor of the motor trolley is supplied to drive the train or rail vehicle. Motorization is referred to as centralized when all components of the traction drive are clustered in a single location, such as a motor vehicle. Motorization is referred to as distributed when the components of the traction drive are distributed among multiple compartments under the chassis of the cabin or in the ceiling. Linked carriages or non-jointly connected carriages Trays have traditionally included trolley chassis that rest on two axles. The term "axis" is used to refer to a pair of coaxial wheels that are placed against the rails of the track. The motor trolley includes at least one electric motor for driving the wheels of at least one of the two shafts of the motor trolley (referred to as a motor shaft). In contrast, 'non-motorized trolleys are called carrying trolleys. When the first car is supported on the trolley with one of its ends and the end of the second car facing the first car is seated on the end of the first car, two adjacent cars are called "live" Section connection" (or in a live connection state). Thus the trolley rides over the ends of two adjacent cars. Therefore, the rail vehicle consisting of two articulated compartments contains three trolleys, since the free ends of the two compartments are each placed on a single vehicle. In contrast, two adjacent cars that are connected by non-joint joints are not supported on a common trolley at every end of 200911591 at their ends, but each car is placed on two trolleys. Therefore, a rail vehicle consisting of two non-jointly connected cars contains four trolleys. Single or double deck car When the car has a passenger compartment on a single floor, the car is called a single storey car, and when the car contains two passenger compartments that are stacked on top of one another and are two floors. The car is called a double-deck car. There are already non-joint joints and have a single-layer train that is centralized in one or two motor vehicles. Due to the abridged connection, this architecture has the disadvantage of having a large number of trolleys because it increases the resistance of the rail vehicle to move forward and thus increases energy consumption. A large number of trolleys must also have a large number of maintenance operations. There are also a number of non-joint-connected, high-speed single-story rail vehicles with distributed motorization. Depending on the architecture, there are different traction devices in the cabin, and different motors. Trolley or motor shaft position. These rail vehicles contain multiple motorized cars, each nested on two trolleys. This type of motorization must have a large mass of power cables extending through each of the traction devices to connect the energy harvesting devices to the motor, and such cables are therefore equipped with an acquisition device or a traction device. The extension of all the compartments or motor trolleys of the item. There are also single or double deck cars with hybrid connections and centralized motorization. The passenger compartment rests on the carrying trolley and is surrounded by two motor vehicles that are placed against the motor trolley at each end of the train. The connection of this train -6 - 200911591 is called "hybrid" because different types of connections are used to connect the car to the motor car. The cars are connected to each other by a joint connection, and the cars are connected to the motor car by a non-joint connection. This architecture has a reduced passenger capacity compared to a rail vehicle of the same length because the motor car is not for passenger use. The efficiency levels of these vehicles are related to their architecture. It is possible to make the low speed train travel at a higher rate, but the passenger capacity must be sacrificed because the quality of the traction drive cannot be reduced. It is not possible to have the vehicle travel at a higher rate than its maximum rate because it is impossible to add a traction drive or motor at all. Therefore, the manufacturer must have § 10 vehicles suitable for each rate range/passenger capacity. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a rail vehicle that does not have the disadvantages of the prior art architecture. To this end, the present invention provides a rail vehicle for transporting passengers, comprising two drive cars and a plurality of intermediate cars; a plurality of load vehicles; a plurality of motor vehicles including at least one motor shaft; wherein the cars are all paired Connected to each other; the rail vehicle includes three or four traction drives, each of which is provided with a traction drive, and at least one traction drive is disposed in a single intermediate compartment; at least one of the two ends of the drive compartment A motor trolley is disposed below the one; a motor trolley is disposed below at least one of the two ends of the intermediate compartment including the at least one traction drive. 200911591 This rail vehicle comprises one or more of the following features according to any technically possible combination: - each traction drive drive configuration is below one end or both ends of each carriage provided with a traction drive At least one motor shaft of the square motor trolley; - the rail vehicle comprises at least one intermediate carriage without a traction drive between each of the intermediate compartment containing the at least one traction drive and each of the drive carriages; - at least one intermediate without the traction drive The carriage is supported by the load trolley at least at one of its two ends. - The cabin is double decked. The rail vehicle is fully articulated ‘that is, the cars are all connected to each other in pairs. The trolley is placed in a spanning manner between two adjacent cars: below the two adjacent ends of the car, and the free end of the drive car rests on a single trolley. The rail vehicle includes three or four traction drives, each of which is equipped with a traction drive' and at least one (one or two) traction drive is configured for a single intermediate car. Therefore, this intermediate car will be referred to as a motorized intermediate car. Therefore, the 'rail vehicle has centralized motorization, regardless of whether there are three or four traction drives'. This concentration is performed in three cars. A motor trolley is disposed below at least one of the two end portions of the two drive cars and the motorized intermediate car including the traction drive. In other words, each carriage containing a traction drive is not at its two ends. -8- 200911591 is supported by a motor trolley and a carrying trolley, which is supported by two motor trolleys. The rail vehicle includes at least one intermediate compartment that does not have a traction drive between each of the motorized intermediate compartment and the drive compartment. Because this intermediate car does not contain a traction drive, it is called a trailer. The trailer is supported by the carrier trolley at least at one of its two ends. Therefore, the trailer is not supported at its end by a carrying trolley and a motor trolley, or by two carrying trolleys. Accordingly, a rail vehicle in accordance with the present invention complies with specifications that alternate between a traction drive and a carriage that does not include a traction drive, and a specification that alternates the motor carriage with the load carriage to comply with extreme axle loads. Indeed, all rail vehicles must comply with axle load limits, which are set by the underlying infrastructure or by standards associated with the rails that are used to travel these vehicles. The axle load of the rail vehicle according to the present invention is maintained below an allowable maximum load because: - each drive carriage is supported on a dedicated trolley and a trolley shared with another compartment, and thus its load and intermediate compartment The comparison is distributed over a larger number of axes. Therefore, the drive car can support a larger mass than the other cars without exceeding the maximum axle load. Thus, each drive car receives all or some of the auxiliary items of the passenger, traction drive, and energy generating (electrical and pneumatic) equipment; - the trailer without the traction drive has a lower rating than the drive car and the motorized car Clearance; -9- 200911591 - Intermediate motorized carriage receives passengers and at least items. At each end of the motorized car, half of the mass of the motorized intermediate car is supported because at least one trailer is placed between the cars. Because the trailer maintains a lower average quality than the motorized intermediate configuration of each of the motor trolley supports below the end of the motorized intermediate compartment. The optimization of the distribution of the internal equipment of each of the traction equipment or the auxiliary equipment that carries the trolley and the motor trolley rail vehicle is different depending on the desired comfort (the type and number of seats). The interior of the motorized intermediate car is equipped with special quality, while the traction drive itself is of high quality according to the level (multi-voltage traction, maximum speed, etc.) traction equipment, the weight of the maneuver will be reduced, and it will be formed into a dining car. Each of the traction drive drives a motor shaft that is configured at one end or both ends of the carriage of the vehicle as compared to the capacity of the trailer. Thus, according to the fact that each of the drive cars is comprised of one or two of itself, the rail vehicle can contain three to twelve horses, one traction drive at each of the motor trolleys and the quality of the adjacent trailers. The drive car is lighter than the motorized intermediate car, so the balance of the mass across the maximum load of each of the lower and adjacent trailers is also through various items and cars, wherein the interior of the car is based on the car. The grades vary, depending on the desired performance of the traction drive rail vehicle. For example, if the installed intermediate car is equipped with internal equipment, a serviced car, or a capacity car. At least one of the motor trolleys of the motor trolley below the one or more traction vehicles and the motorized trolley of the motorized intermediate motor shaft are supported to reach the shaft. -10- 200911591 One of the advantages of a fully articulated architecture is that rail vehicles are more stable in derailment events. Because of the articulated structure, the resistance to forward movement and therefore the energy consumption required to drive the vehicle is maintained to a limited extent compared to the same length of non-jointly connected rail vehicles due to fewer trolleys. Maintenance operations are also reduced. Due to the composition of this rail vehicle, the vehicle provides a large capacity because the entire length of the vehicle is used to receive passengers. One advantageous point of concentrating the traction drive in the drive car and in the single motorized intermediate car is that by physically separating the traction drives from each other and by physically separating the traction drive from the passenger compartment, the fire can be tolerated. Better protection and control. The invention and other advantages are best understood from the following description, taken in conjunction with the accompanying drawings. Traditionally, the wheels of the motor shaft are shown in black in the drawings. [Embodiment] First Embodiment As shown in Fig. 1, a rail vehicle A includes seven trailers 3 and a motorized intermediate compartment 4 disposed between two drive cars 2. The first drive car 2 is at the first end of the rail vehicle A (left hand side in the figure). The first drive carriage 2 has a free end, and the cab 9 is at this free end and rests on a motor trolley 6 comprising two motor shafts 5. The first traction drive 8 is disposed below the passenger compartment 1 of the first drive car 2. At the opposite end, the drive compartment 2 is articulated -11 - 200911591 on the first trailer 3. The two ends of the carriages 2 and 3 facing each other rest on a single motor carriage 6 comprising two motor shafts 5. Thus, the first trailer 3 shares the motor carriage 6' with the drive car 2 at its first end and the load carriage 7 with the second adjacent trailer 3 at its other end. The second trailer 3 is connected to the first trailer 3 and the third trailer 3. The second trailer 3 shares the carrying trolley 7 with the first and third trailers 3, respectively. The third trailer 3 is connected to the motorized intermediate compartment 4 at a fifth position from the left hand side in the rail vehicle of this embodiment. None of the first three trailers 3 receives the traction drive 8. The motorized intermediate car 4 shares the motor trolley 6 with the adjacent trailer at each of its ends. Two traction drives 8 are disposed below the passenger compartment 1' and supply a motor of each of the motor trolleys containing two motor shafts at each end of the motorized intermediate compartment 4. The subsequent four trailers 3 are also articulated and placed against the carrier trolley 7 in addition to the end of the trailer 3, which is connected to the motorized intermediate compartment 4 or the drive compartment 2, is attached to the motor trolley 6. The second drive car 2 is identical to the first drive car. All of the cars 2, 3, 4 of the rail vehicle A have a passenger compartment 10. Each of the cars 2, 3, 4 is connected to each adjacent car by a passage η. Because the vehicle is fully articulated, the rail vehicle of Tutu has ten trains, including six motor trolleys 6 and five carrying trolleys 7, at a length of approximately 200 m (meter). In this embodiment, the axes of all of the motor vehicles are motorized. This type of rail vehicle can transport at least 550 passengers with a commercial speed of at least 3 3 0km/h -12- 200911591 (km/h). In each of the drive car 2 and the motorized intermediate car 4, the traction drive 8 is disposed below the floor of the passenger compartment 1 以 to maintain the length of the passenger compartment 10. Figure 1 shows schematically the position of the traction drive 8 below the entire length of the passenger compartment 1 of the carriages 2 and 4, but depending on the actual space requirements of the various components of the traction drive 8, the position of the traction drive 8 may be Extends below the entire floor of the passenger compartment 1 或其 or a portion thereof. In a variant, the traction drive 8 driving the carriage 2 can be arranged in the intermediate compartment between the cab 9 and the passenger compartment 10. Each of the drive cars 2 is conventionally provided with a pantograph 12 to obtain electrical energy on a chain suspension (not shown). The high voltage cable 13 distributes the electrical energy obtained by each of the pantographs 12 into the traction drive 8 in the motorized intermediate car 4. In the drawings, for the sake of clarity, the cable 13 is displayed on the outside of the vehicle with a dot-dash line. In practice, these cables extend, for example, within the ceiling. Concentrating the traction drive 8 and the motor trolley 6 in a very limited number of cars allows the quality of the necessary cables to be limited since only the high voltage cable 13 extends between the drive car 2 and the traction drive 8 of the motorized intermediate car 4. These cables have a lower quality than the power cables of the architecture of conventional rail vehicles. The complexity of the cable configuration is also greatly reduced. Variations of the first embodiment - 13 - 200911591 Figure 2 shows, in tabular form, two possible configurations of a rail vehicle according to the first embodiment given by way of example. Only the drive car 2, the motorized car 4, the traction drive 8, the motor trolley 6, the motor shaft 5, the load trolley 7, passenger capacity, and possible operating rates are indicated. A rail vehicle consisting of seven cars and four motor axles 5 comprising two drive cars 2, four trailers 3, and one motorized intermediate car 4 requires only two traction drives 8. Therefore, compared to the first embodiment, only a single traction drive 8 is disposed in the motorized intermediate compartment 4. In this variant, two motor trolleys 6 support the two ends of the motorized compartment 4, but each has only a single motor shaft 5. The space released by the second traction drive can be used to mount the auxiliary equipment, or the mass released can be used to install more seats in the compartment 10 of the motorized intermediate compartment 4. In this variant, only the trolleys below the free end of the drive car 2 are motorized, and each of these trolleys contains two motor shafts 5. Thus, this variation with seven cars contains four motor trolleys 6, but contains six motor shafts 5. This rail vehicle can transport 350 to 400 passengers (depending on internal equipment) and travels at least 300 km/h. The second variant of the rail vehicle according to the invention with ten compartments contains seven The car changes in the same way, except for the second variant that contains three additional trailers. This rail vehicle can have the same performance level as the rail vehicle A of the first embodiment by adding power at the shaft. In this way, the rail vehicle according to the present invention can be fully adjusted in terms of passenger capacity and speed, since the rail vehicle can include seven to eleven vehicles-14-200911591, three or four traction drives 8, and Three to twelve motor shafts 5 are distributed over three to six motor trolleys 6 and can reach an extremely high speed between 1 40 km/h and 305 km/h. This adjustability is simplified by the specification of the application of the trailer to alternate the carriage of the traction drive 8 and the specification of the motor trolley 6 and the carriage 7 to comply with the maximum axle load, simplifying the carriage type (drive compartment 2, trailer) 3, and motorized car 4) to achieve. Second Embodiment As shown in Fig. 1, the rail vehicle A includes only a single-story car. In a variant, the drive car 2 and the intermediate car 3, 4 are double-layered, as shown in Figure 3. Advantageously, in a rail vehicle B having a double-deck car, the lower layer of the motorized intermediate car 4 that drives the car 2 and receives the traction drive 8 is used to accommodate the traction drive 8 while the other layer is for passenger use. The channel π is placed on the upper layer to move from one trailer 3 to another trailer 3. In contrast, the passage between the drive car 2 and the adjacent trailer 3 is formed in the lower layer. Stairs (not shown) disposed in the drive car 2 and the trailer 3 allow access to the upper deck from the access doors (not shown) of the cars 2, 3, 4. Third Embodiment For a short-track vehicle of a grade from 12G to 160 meters, it may be advantageous to reduce the motor trolley by removing the motorized intermediate compartment 4 that receives the traction drive 8 and removing the associated motor trolley 6. number. -15- 200911591 In this manner, in the variation of the component reference numerals shown in FIG. 4 in which elements similar to those of FIG. 2 are maintained, the rail vehicle C differs from the previous embodiment in that the rail vehicle C only contains no traction. Trailer 3 of the drive 8. Therefore, the rail vehicle C does not have the motorized intermediate compartment 4 that receives the traction drive 8. The rail vehicle C includes a motor bogie 6 disposed below the free end of the drive car 2 and disposed across the end of the drive car 2 and below the end of the adjacent trailer 3 in a spanning manner. Four to eight axes can be motorized depending on the desired power/mass ratio, and each motor trolley 6 has at least one motor shaft 5. Since the motorized intermediate car 4 is removed, the power/mass ratio of the short-track vehicle is maintained to be sufficiently high for the rail vehicle to travel at a high rate while optimizing for its use. Traction power. This possibility of adapting traction power is not possible on the train 'because the motor car has a traction force that is sized for a very large number of cars to be pulled, so if the intermediate car is removed, then the power Will become unnecessarily too big. The adaptation of the traction power cannot be easily performed on a rail vehicle with distributed mobility, since removing the carriage is equivalent to removing the components of the traction drive. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic side view of a rail vehicle according to an embodiment of the present invention. Fig. 2 is a table schematically showing the position of a motor shaft according to the number of cars constituting the rail vehicle. 3 is a schematic side view of a rail vehicle according to an embodiment of the present invention. FIG. 4 is a schematic side view of a rail vehicle according to an embodiment of the present invention. [Main Symbol Description] 2: Drive Cab 3: Trailer, Carriage 4: Motorized intermediate car 5: Motor shaft 6: Motor trolley 7: Carrying trolley 8: Traction drive 9: Cab 10: Passenger compartment 11: Channel 12: Conductor bracket 1 3: High voltage cable A: Track Vehicle B: Rail Vehicle C: Rail Vehicle-17-