WO2015018934A1 - Train automoteur à boggies entraînés - Google Patents

Train automoteur à boggies entraînés Download PDF

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Publication number
WO2015018934A1
WO2015018934A1 PCT/EP2014/067117 EP2014067117W WO2015018934A1 WO 2015018934 A1 WO2015018934 A1 WO 2015018934A1 EP 2014067117 W EP2014067117 W EP 2014067117W WO 2015018934 A1 WO2015018934 A1 WO 2015018934A1
Authority
WO
WIPO (PCT)
Prior art keywords
bogie
drive
bogies
multiple unit
driven
Prior art date
Application number
PCT/EP2014/067117
Other languages
German (de)
English (en)
Inventor
Peter Heidrich
Thomas KÜNZEL
Hans-Joachim KIRCHNER
Original Assignee
Bombardier Transportation Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=51300761&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO2015018934(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Bombardier Transportation Gmbh filed Critical Bombardier Transportation Gmbh
Priority to EP14749837.2A priority Critical patent/EP3030469B1/fr
Publication of WO2015018934A1 publication Critical patent/WO2015018934A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars

Definitions

  • the invention is in the field of vehicle technology and in particular the rail vehicle technology and relates to a multiple unit with driven bogies. Furthermore, the invention relates to the distribution of drives in a trainset.
  • the coupling between the car In vehicle construction, especially in rail vehicle construction, the coupling between the car must be carefully designed in the design of vehicles.
  • the coupling which connects two carriages, must be able to absorb strongly fluctuating forces during operation.
  • the wagon may exert heavily fluctuating forces on the middle wagon in front of or behind the middle wagon due to sliding and skidding processes, depending on the track conditions. These fluctuating forces can damage the coupling between the individual cars.
  • the damage can be felt for example in the form of knocked couplings.
  • an increased bucking may occur, which impairs both the ride comfort and the life of clutches, and thus also the operational safety.
  • DE 10 2009 009 116 AI describes a trainset in which at least one car is designed as a motor car and at least one car as a non-powered auxiliary car.
  • drive modules are formed by coupling a motor vehicle and a power supply car. The drive modules are coupled to the non-powered additional wagons.
  • the carriage unit comprises a carriage with driven bogies and a carriage with pure running bogies.
  • the car unit can be added depending on the desired capacity of the railcar to a train or removed from the train.
  • a multiple unit is provided with at least two carriages connected by couplings.
  • the cars each include two own bogies, the trainset in the direction along the train a first bogie and a last bogie includes. In the train all bogies of the trainset except the first bogie and the last bogie are driven.
  • Another advantage is that the influence of the tensile and braking forces by an adaptation of the driving style to the weather conditions in the arrangements according to embodiments described herein is no longer necessary to the extent necessary for multiple units without the inventive arrangement of the drives. Furthermore, you get again a higher timeline loyalty to weather conditions that favor, for example, in autumn and winter, the slip of the wheels.
  • the multiple unit is equipped with a bogie-selective drive
  • the driven bogies of the trainset are each equipped with its own drive. This allows a uniform distribution of forces on the couplings and at the same time a high tensile force by a single drive per bogie.
  • each drive a bogie is assigned an inverter. This promotes a uniform weight distribution over the train, since the inverters can be dimensioned according to the number of inverters and then assigned to each driven bogie. Accordingly, each drive a bogie can be assigned their own regulation.
  • each case two of the driven bogies, which are arranged adjacent to the drive train adjacent to and after a coupling connecting two cars, combined to form a drive group, wherein optionally the two combined into a drive group bogies a common inverter assigned.
  • This arrangement allows low tensile forces to be transmitted through the clutches during operation, and especially during operating conditions that cause slippage. Even if one of the drives fails, the forces to be transmitted through the clutches are still within an acceptable range, i. the clutches are not stressed too much.
  • the multiple unit comprises three cars. In an arrangement with exactly three cars, wherein the first and the last bogie are not driven, the distribution of forces through the couplings is uniform and therefore particularly advantageous.
  • the bogies each comprise two axes and the driven bogies each comprise two driven axles. This arrangement ensures that the force provided by the drive is evenly distributed to the wheels.
  • the clutches of the trainset designed such that the multiple unit in case of failure a drive or a drive group can continue. Due to the uniform distribution of the tensile forces on the couplings is not brought about by the failure of a drive or a drive group, no situation that stops the operation of the multiple unit prematurely. Rather, the trainset can continue its journey, and a repair take place at an appropriate time, without any major damage to the clutches is to be feared.
  • each rail vehicle preferably in multiple units without Jacob bogies, with at least two or at least three cars.
  • Figures la to lf show schematic views of a trainset in various operating conditions according to embodiments of the invention.
  • Figures 2a to 2c show schematic views of a multiple unit in various operating states according to embodiments of the invention.
  • Figures 3a to 3c show schematic views of a trainset as a comparative example.
  • each bogie comprises two axles.
  • two axes 135 and 136 of bogie 132 are shown in FIG. 1a.
  • the trainset s on a first bogie and a last bogie along the trainset on.
  • the first bogie is the bogie 111
  • the first bogie is the bogie 211
  • the last bogie is denoted in Figures la to lf bogie 132 and in Figures 2a to 2c is the last bogie with Bogie 232 referred to.
  • the first and last bogies are not powered while all other intermediate bogies are powered.
  • driven bogies are marked with black circles.
  • Non-driven bogies are marked with white filled circles.
  • each driven bogie in the railcar is assigned a drive unit, which may include, for example, a motor and a control unit ,
  • a separate inverter is assigned to each driven bogie in a bogie-selective drive.
  • both bogies of the center car 120 and the respective middle bogie 112 and 131 of the end cars 110 and 130 are driven.
  • several failure scenarios are considered, whereby the failure of three and more drive bogies is not considered.
  • the driven bogie 112 exerts a force F
  • the driven bogie 121 a force F 2 i
  • the driven bogie 122 a force F 22
  • the driven bogie 131 a force F 3i .
  • Figure la shows a situation of the railcar, in which all drives are ready for use. If all drives are available, then 100% of the drive torque or the tractive force, in each case related to the entire vehicle, are available. About the carriage transition clutches K a and K b in each case a tensile force of 8.33% of the total tensile force is transmitted. This is because each car 110, 120, 130 has a traction of 33.33% of the total traction, but the two outer trays (first and third carriages) 110 and 130 only contribute 25% of the total traction. Therefore, the car transfer clutches K a and K b transferred from the middle car (second car) 120 to the two outer car 110, 130 each have a tensile force of 8.33%.
  • Figure lb shows the situation in which the drive of the bogie 112 fails, which is represented by the crossed-out wheels and the crossed-out force arrow F. If the drive of the bogie 112 fails, the carriage 110 will no longer be driven. About the car transition clutch K a 25% of the original drive torque or the total traction to be transmitted, via wagon transfer clutch K b is no tensile force transmission. Because there are now only 75% of the total traction available, which must be evenly distributed to the three cars 110, 120, 130.
  • Figure lc shows a situation in which the drive of the bogie 131 fails, which is represented by crossed-out wheels and the crossed-out power arrow F 3 i. If the drive of the bogie 131 fails, then carriage 130 is no longer driven. About the car transition clutch K b 25% of the original drive torque or the tensile force to be transmitted to the car transfer clutch K a no tensile force transmission.
  • Figure ld shows a situation in which either the drive of the bogie 121 or the bogie 122 fails, which is represented by crossed-out wheels and the crossed-out power arrow F 2 i, or the dotted crossed power arrow F 22 . If the drive of the bogies 121 or 122 fails, ie only one bogie fails , no tensile forces are transmitted via the wagon transfer clutches K a and K b . Because in this case are per wagon 110, 120, 130 a powered bogie available.
  • Figures 2a to 2c show a trainset 200, in which both bogies 221 and 222 of the medium wagon 220 and the respective middle bogie 212 and 231 of the end cars 210 and 230, i. the bogie located at the coupled end to be driven.
  • the drives of each two adjacent bogies are combined to form a drive group.
  • bogies 212 and 221 are grouped together; a drive group extends over a carriage transition clutch.
  • a drive group may include a single control unit.
  • the motors of a drive group may be operated in parallel with an inverter.
  • Figure 2a shows a situation of the railcar, in which all drives are ready for use. If all drives are in operation, then 100% of the drive torque or the traction, in each case related to the entire vehicle available. About the carriage transition clutches K a and K b in each case a tensile force of 8.33% is transmitted.
  • Figure 2b shows an example in which the drive for the bogies 212 and 221 fails, as indicated by crossed-out wheels and the crossed-out force arrows F i2 and F 2 i. If this first group drive fails to drive the two bogies 212 and 221, carriage 210 will not be driven. About the car transition clutch K a 16.67% of the drive torque to be transmitted. About the car transition clutch K b 8.33% of the drive torque are transmitted. This results from the fact that now only 50% of the original total traction available, which must be evenly distributed to each car.
  • Figure 2c shows an example in which the drive group for the bogies 222 and 231 fails, as indicated by crossed-out wheels and the crossed-out force arrows F 22 and F 3 i. If the drive system fails, both bogies 222 and 231 drives, so reverse the force relationships with respect to the explained with reference to Figure 2b failure of the drive system, which drives the bogies 212 and 221.
  • FIGS. 3a to 3c The comparative example to illustrate the effect that can be achieved by embodiments of the invention is shown in Figures 3a to 3c.
  • both bogies 311, 312 and 331, 332 of each endcar 310 and 330 are driven.
  • the drives are switched as group drive, i. two adjacent bogies each are combined in one drive group.
  • engines of a end car are operated in parallel on an inverter.
  • the bogies 311, 312 and the bogies 331, 332 are combined into a drive group.
  • FIG. 3a shows the comparative example when all drives are ready for operation.
  • the drive systems of each endcar must provide 50% of the total traction. Since all cars have an identical mass, each car requires a fictitious identical pulling force, which is 33.33% of the total traction. Thus, the car transfer clutches K a and K b each have to transmit a tensile force of 16.67%.
  • the embodiment of the figures la to lf has the advantage that in a failure situation only one bogie fails (and not, as in the embodiment of Figures 2a to 2c an entire drive group), whereby a more accurate control is possible.
  • driving left and right of the clutch may reduce the load on the clutches. For example, in a situation in which slip occurs, which corresponds to a torque demolition, the sudden load on the clutches is smaller, as explained above.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un train automoteur (100; 200) comprenant au moins deux voitures (110,120, 130; 210, 220, 230) qui sont reliées par un accouplement et qui présentent chacune deux boggies (111, 112; 121, 122; 131, 132; 211, 212; 221, 222; 231, 232). Le train automoteur présente dans la direction le long du train automoteur un premier boggie (111; 211) et un dernier boggie (132; 232), tous les boggies du train automoteur étant entraînés à l'exception du premier boggie (111; 211) et du dernier boggie (132; 232).
PCT/EP2014/067117 2013-08-08 2014-08-08 Train automoteur à boggies entraînés WO2015018934A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14749837.2A EP3030469B1 (fr) 2013-08-08 2014-08-08 Train automoteur à boggies entraînés

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013108588.1 2013-08-08
DE102013108588.1A DE102013108588A1 (de) 2013-08-08 2013-08-08 Triebzug mit angetriebenen Drehgestellen

Publications (1)

Publication Number Publication Date
WO2015018934A1 true WO2015018934A1 (fr) 2015-02-12

Family

ID=51300761

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/067117 WO2015018934A1 (fr) 2013-08-08 2014-08-08 Train automoteur à boggies entraînés

Country Status (3)

Country Link
EP (1) EP3030469B1 (fr)
DE (1) DE102013108588A1 (fr)
WO (1) WO2015018934A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105539455A (zh) * 2015-12-17 2016-05-04 唐山轨道客车有限责任公司 可编组的动车组

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE60006864T2 (de) * 1999-01-27 2004-10-28 Alstom Modulare Garnitur von Eisenbahnwagen und Eisenbahnzug aus solchen Garnituren
DE102007038255A1 (de) * 2007-08-13 2009-02-19 Bombardier Transportation Gmbh Schienenfahrzeug mit einer Antriebseinrichtung
EP2199173A1 (fr) * 2008-10-30 2010-06-23 Alstom Transport S.A. Automotrice de transport de voyageurs
DE102009009116A1 (de) * 2009-02-16 2010-08-26 Bombardier Transportation Gmbh Triebzug und Verfahren zu dessen Herstellung
DE102010009250A1 (de) * 2010-02-25 2011-08-25 Siemens Aktiengesellschaft, 80333 Triebzugverband

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE7926648U1 (de) 1978-05-09 1980-01-03 Socimi-Societa Costruzioni Industriali Milano S.P.A., Mailand (Italien) Wagenkonvoi fuer strassenbahnen und oberirdische stadtbahnen
CH682899A5 (de) * 1992-07-10 1993-12-15 Stadler Fahrzeuge Ag Gelenktriebwagen für den Schienenverkehr.
EP0616935A1 (fr) 1993-03-25 1994-09-28 Jenbacher Energiesysteme Aktiengesellschaft Véhicule ferroviaire à deux niveaux
DE10239853A1 (de) 2002-08-29 2004-03-18 Siemens Ag Triebfahrwerk
EP2189320A1 (fr) 2008-11-20 2010-05-26 Alstom Transport S.A. Véhicule ferroviaire
CN102803007B (zh) * 2009-06-15 2015-09-16 株式会社日立制作所 铁路车辆的驱动系统
JP5801999B2 (ja) * 2010-08-24 2015-10-28 株式会社日立製作所 鉄道用車上電気機器を搭載した鉄道車両の編成列車
DE102011082516B4 (de) * 2011-09-12 2019-09-05 Siemens Mobility GmbH Schienenfahrzeugsverband
DE102012002611A1 (de) * 2012-02-13 2013-08-14 Siemens Aktiengesellschaft Schienenfahrzeug mit wenigstens zwei Wagenteilen

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE60006864T2 (de) * 1999-01-27 2004-10-28 Alstom Modulare Garnitur von Eisenbahnwagen und Eisenbahnzug aus solchen Garnituren
DE102007038255A1 (de) * 2007-08-13 2009-02-19 Bombardier Transportation Gmbh Schienenfahrzeug mit einer Antriebseinrichtung
EP2199173A1 (fr) * 2008-10-30 2010-06-23 Alstom Transport S.A. Automotrice de transport de voyageurs
DE102009009116A1 (de) * 2009-02-16 2010-08-26 Bombardier Transportation Gmbh Triebzug und Verfahren zu dessen Herstellung
DE102010009250A1 (de) * 2010-02-25 2011-08-25 Siemens Aktiengesellschaft, 80333 Triebzugverband

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105539455A (zh) * 2015-12-17 2016-05-04 唐山轨道客车有限责任公司 可编组的动车组

Also Published As

Publication number Publication date
EP3030469B1 (fr) 2019-12-11
EP3030469A1 (fr) 2016-06-15
DE102013108588A1 (de) 2015-03-05

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