EP2792568B2 - Multi-part rail vehicle - Google Patents

Description

Technical field

The invention lies in the field of vehicle technology and in particular rail vehicle technology and relates to a rail vehicle.

Previously known state of the art

Operator requirements for comfort and capacity on the one hand and safety requirements on the other are often only reconcilable by compromise. Operators, particularly in local passenger transport, desire a high seating capacity and, in particular, a high overall capacity while simultaneously ensuring good passenger flow during boarding and alighting. However, a large number of seats can hinder passenger flow in the rail vehicle. On the other hand, an excessive number of doors limits the seating capacity.

Due to the structural conditions in local passenger transport, rail vehicles must also stop at curved platforms. This may result in a gap between the outer edge of the rail vehicle and the platform edge. However, for safety reasons, this gap must not be too large.

Examples of rail vehicles are in the DE 600 06 864 T2 and DE 199 26 940A1 described.

At the DE 600 06 864 T2 The length of the rail vehicle can be adapted to the traffic flow, with the motorization being distributed across several rail vehicle carriages in order to maintain a constant specific traction power even when the rail vehicle is lengthened or shortened.

At the DE 199 26 940 A1 The middle car has no doors, which increases the number of seats but limits the flow of people.

The internet document "Technical Data of the Series 442" from BOMBARDIER TRANSPORTATION describes a multi-car rail vehicle with two end cars and at least one intermediate car, with the intermediate car having an even number of doors on each side and the two end cars having a different number of doors on each side than the intermediate car.

The document EP 1 024 070 A1 describes a rail vehicle with multiple carriages, each with two individual bogies. Each carriage in this document has the same number of doors, namely two, per carriage side.

Disadvantages of the state of the art

However, the aforementioned rail vehicles do not take into account the problem of a gap between the rail vehicle and the platform. For example, the car body can only have a maximum width to ensure that the car body does not come into contact with the edge of a curved platform when cornering. If the car body is chosen to be too narrow for safety reasons, there is a risk that the distance to the platform in the track curve will be too great, resulting in a larger gap between the platform edge and the middle or ends of a car body. To bridge this gap, extendable sliding steps can be provided when the rail vehicle is stopped. However, these increase the weight and require additional installation space. In addition, the use of sliding steps increases passenger boarding times due to the retraction and extension process.

Problem

Against this background, there is a need for cost-effective solutions that simultaneously offer good passenger flow and space.

Inventive solution

This object is achieved by a multi-part rail vehicle according to claim 1. Further embodiments, modifications and improvements will become apparent from the following description and in accordance with the appended claims.

According to the invention, a multi-part rail vehicle is provided with two end cars and at least one intermediate car, each of the cars having two separate bogies. The intermediate car has an even number of doors on each side, and the two end cars have a different number of doors on each side than the intermediate car, with all cars having a uniform central car body shell segment.

For the purposes of the present invention, a door is understood to be a door that, during normal operation, is available to passengers for entering and exiting the passenger compartment. Each door has two door tracks.

The individual carriages of the rail vehicle are each equipped with two separate bogies. This makes it possible to equip the individual carriages with a comparatively large carriage length without exceeding the permissible axle load. In contrast to Jakobs bogies, the car body can also be wider with an otherwise identical car body length, since the distance between the pivot pins of the individual bogies is very large in Jakobs bogies. This causes a comparatively large deflection of the car body center when cornering, which can only be compensated by reducing the car body width. The multi-part rail vehicle presented here therefore allows for a large car body width with a comparatively small gap between Platform edge and rail vehicle.

In addition, the use of two separate bogies per wagon is advantageous when extending or shortening the rail vehicle, as the wagons can be uncoupled and coupled without additional aids such as support wagons.

The even number of doors in the intermediate car ensures that there is no door in the middle of the intermediate car, viewed longitudinally. This is precisely where the distance between the platform edge and the rail vehicle can be greatest on concave platforms. Additional sliding steps that extend when the train stops to bridge the gap are therefore unnecessary. This saves weight and installation space. Overall, the car body width can be optimized and the requirements of the Technical Specification for Interoperability - Accessibility for Persons with Reduced Mobility (TSI PRM) can be met without a sliding step.

The rail vehicle is preferably designed as a multiple unit.

According to one embodiment, the rail vehicle is three-part, with the middle car having four doors on each side, each with two door tracks, and the end cars having two doors on each side, each with two door tracks.

According to one embodiment, the rail vehicle is three-part, with the middle car having two doors on each side, each with two door tracks, and the end cars having three doors on each side, each with two door tracks.

A door track is the width required for a passenger to enter or exit the rail vehicle. A door with two door tracks therefore describes a door that can be used by two passengers simultaneously and independently of each other. If the middle car has only two doors on each side, the doors are typically arranged symmetrically to the center of the car in the longitudinal direction. In contrast to the two middle doors in the solution with four doors, they are a greater distance from the center of the car in the longitudinal direction, so that in this case the distances of the doors of the middle car from a convex and a concave platform show only a small difference. This is more comfortable for passengers when the rail vehicle stops on a curved track.

Because the doors are offset from the vehicle center toward the bogies, the overall influence of the curved geometry of the rail vehicle carriage in the track curve is mitigated, thus achieving a more uniform distance between the platform edge and the rail vehicle carriage, which further increases comfort. The curved geometry is the distance from the longitudinal center of the carriage to the track center.

The solution presented here essentially aims to achieve the most even distribution of doors possible over the overall length of the rail vehicle. If the middle car has four doors, only two doors are required per end car. This allows two doors of the middle car to be located on each side near the two ends of the middle car, making them easily accessible for passengers in the end cars. The end cars have no doors at the ends coupled to the middle car. A seating area or a multi-purpose area, for example, can then be located between the coupled end of the end car and the door closest to it.

Overall, this achieves a largely harmonious distribution of door tracks across the entire rail vehicle. It should be noted that due to the different requirements placed on the intermediate and end cars, an exact, even distribution of doors across the entire length of the rail vehicle is practically impossible.

Furthermore, a three-car rail vehicle with a total of 16 doorways on each side (eight doors with two doorways on each side) offers the same seating capacity as, for example, a four-car rail vehicle with a total of 16 doorways and the same overall length. However, the three-car rail vehicle has the advantage of requiring fewer transitions between the cars, which reduces the installation space for drive systems and installations.

According to one embodiment, the rail vehicle comprises a first intermediate car with an even number of doors on each side and at least one second intermediate car with an odd number of doors on each side. The rail vehicle can thus be four-car or have more than four cars.

According to one embodiment, the or each second intermediate car comprises car body modules which correspond to the car body modules of the nearest end car and the first intermediate car.

According to one embodiment, the first intermediate car has a transition segment with a door at each of its ends, and the or each second intermediate car has a transition segment with a door at one end and a doorless transition segment at the other end, wherein all intermediate cars have the same central car body shell segment on which the respective transition segments are arranged.

According to one embodiment, all cars have the same distance D between the pivot pins of their respective bogies. This allows for the use of uniform car body modules for the end cars and the intermediate car(s). This reduces the design and manufacturing effort. This also allows the use of identical side wall modules for both the end cars and the intermediate car(s).

According to one embodiment, at least one of the two bogies of each of the two end cars comprises at least one drive axle. Thus, the end cars are driven.

According to one embodiment, each end car includes a propulsion system. This achieves a more favorable mass distribution per rail vehicle and more efficient cable routing.

Because all cars have a uniform central car body segment, uniform sidewall modules for the central car body segment are also possible. The central car body segment can be constructed from individual car body elements.

The central car body shell segment is then supplemented by end segments adapted to the respective function of the car, for example power head segments or transition segments.

According to one embodiment, each end car has a doorless transition segment to the intermediate car, which extends from the central car body shell segment to the end of the end car that is coupled to the intermediate car. Seats are preferably arranged in this transition segment, with the seats being accessible from both the nearest door of the end car and the nearest door of the intermediate car.

The embodiments described above can be combined with each other as desired.

Figures

• Figur 1 zeigt die Seitenansicht eines dreiteiligen Schienenfahrzeugs gemäß einer ersten Ausführungsform.
• Figur 2 zeigt die Sitzplatzanordnung des dreiteiligen Schienenfahrzeugs aus Figur 1.
• Figur 3 zeigtdie Seitenansicht eines vierteiligen Schienenfahrzeugs gemäß einer zweiten Ausführungsform.

The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and are not necessarily to scale. Like reference characters indicate similar parts.

• Figure 1 shows the side view of a three-part rail vehicle according to a first embodiment.
• Figure 2 shows the seating arrangement of the three-part rail vehicle from Figure 1 .
• Figure 3 shows the side view of a four-part rail vehicle according to a second embodiment.

Examples of implementation

Figure 1 shows a three-part rail vehicle according to a first embodiment. The rail vehicle in the form of a multiple unit comprises two end cars 10A, 10B and an intermediate car 20 coupled to and connecting the end cars 10A, 10B. Each car 10A, 10B, 20 has two separate bogies 40, so that the rail vehicle has a total of six bogies. The end cars 10A, 10B can each have at least one driven bogie. For example, the bogie 40 of each end car 10A, 10B arranged adjacent to the intermediate car 20 can be designed as a drive bogie. The other bogies are then trailer bogies 40. In principle, it is also possible to place the drive bogies 40 at the respective end of the rail vehicle or to equip the end cars 10A, 10B with two drive bogies. The intermediate car 20 can also have one or even two drive bogies, which allows the overall traction power to be increased and distributed more evenly.

The end cars 10A, 10B and the middle car 20 each have a central car body shell segment 11, 21, which is constructed identically for all cars. The central car body shell segment 11, 21 extends between the pivot pins of the bogies 40, the distance D between which is Figure 1 The central car body shell segment 11, 21 has the same overhangs on both sides.

As in Figure 1 As can be seen, the middle car 20 has an even number of doors 30. Specifically, it has four doors. The end cars 10A, 10B have a different number, specifically two doors in this case. This means that both the middle car 20 and the end cars 10A, 10B each have an even number of doors. This makes it possible to arrange the doors outside the center of the car, relative to the longitudinal extent of the individual cars, while maintaining a largely even distribution of the doors 30 across the entire rail vehicle. This avoids the problem of the gap between the rail vehicle and a curved platform edge in the area of the center of the car. The gap is smaller in the area of the individual doors. Additional sliding steps can be dispensed with there, also in compliance with the TSI PRM. This results in a maximum car body width without side wall recesses in the end wall area, combined with an optimal length of the individual rail vehicle cars.

Each door 30 comprises two door tracks 32, which are marked with small arrows in the Figure 2 are indicated. There are then 16 door tracks on each side of the rail vehicle.

In the embodiment shown here, the central car body shell segment 11, 21 of all cars is completed with side wall modules that have two doors. These are arranged symmetrically to the center of the respective central car body shell segment. The central car body shell segments 11, 21 and the side wall modules attached to them can thus be the same for all cars 10A, 10B, and 20. This standardizes the car body shells, which has a beneficial effect on the manufacturing process and repair. In addition, identical side wall modules can be used. Each central car body shell segment 11, 21 can be constructed from individual modules, for example, in the grid of the window divider.

Furthermore, the overhangs, i.e., the distance from the pivot pin to the respective end of the central car body shell segment, can be the same. Overall, the structure of the three-car rail vehicle described here is highly standardized, which is particularly evident in uniform main dimensions, such as identical pivot pin spacing, identical overhangs, identical window dividers, and/or identical door cutouts.

Two end segments are arranged at the front of each of the central car body segments 11, 21. The middle car 20 has two transition segments 22. The end cars 10A, 10B each have a head segment 13 and a transition segment 12. The transition segments 12, 22 allow the cars to be coupled together and provide a passage for passengers between the individual cars, thus creating a continuous passenger area.

The end cars 10A, 10B also include impact protection structures integrated in the area of the power car segments.

The transition segments 22 of the intermediate car 20 essentially each have a door 30 on each side. In contrast, the transition segments 12 of the end cars are doorless. The transition segments 12 thus extend the seating area of the central car body shell segment 11.

With respect to the entire rail vehicle, either two or three windows are arranged between adjacent doors 30, defining corresponding seating areas or multi-purpose areas. The seating arrangement of the three-car rail vehicle is shown in Figure 2 shown, whereby in order to achieve the largest possible number of seats, the multi-purpose areas are limited to areas of the power car segments 13. The multi-purpose areas, in the Figure 2 marked 50 are suitable for wheelchair users.

In the embodiment described here, the rail vehicle comprises a total of 196 seats and thus has a very high number of seats while at the same time providing a sufficiently good flow of people due to the even distribution of the doors.

Compared to a four-car rail vehicle of the same overall length, but equipped with Jakobs bogies, the three-car rail vehicle presented here has one more bogie. This somewhat reduces the available space for installations such as control cabinets or the like. However, this is acceptable and can be solved structurally. For example, some of the installations can be accommodated in the driver's cab or in the space between the driver's cab and the passenger compartment. It is also possible to integrate installation equipment into the passenger compartment.

It is particularly advantageous if the main transformer of the rail vehicle is formed by two separate transformers distributed between both end cars. This improves the mass distribution in particular and also has a positive effect on the cable routes and thus on losses.

Figure 3 shows a four-part rail vehicle according to a second embodiment. The rail vehicle in the form of a multiple unit comprises two end cars 110A, 110B, a first intermediate car 120A, and a second intermediate car 120B. The first intermediate car 120A can also be referred to as the central intermediate car and corresponds in its structure to the intermediate car 20 from Figure 1 , meaning it has an even number of doors on each side, specifically four doors 130 on each side. The end cars 110A, 110B correspond in their construction to the end cars 10A, 10B from Figure 1 and also have two doors on each side. The first (central) intermediate car 120A is coupled to the end car 110A and the second intermediate car 120B, which in turn is coupled to the end car 110B.

The second intermediate car 120B, on the other hand, has an odd number of doors on each side, specifically three doors on each side. The second intermediate car 120B typically has one fewer door on each side than the first intermediate car 120A, with this door being omitted at its end facing the first intermediate car 120A.

The first intermediate car 120A and the second intermediate car 120B each have the same central car body shell segment 121, which corresponds to the car body shell segment 21 from Figure 1 The central car body shell segment 121 therefore has two doors 130 on each side, each with two door tracks. As shown in Figure 1 , in the first intermediate car 120A, a transition segment 122 with a door 130 on each side is arranged at each end of the central car body shell segment. In contrast, the central car body shell segment 121 of the second intermediate car 120B has a transition segment 122 with a door on only one end. A doorless transition segment 112 is arranged on the other end, which corresponds to the doorless transition segment 112 of the end cars 110A, 110B.

The second intermediate car 120B therefore has a transition segment 122 of the first intermediate car 120A at one end and a transition segment 112 of the end cars 110A, 110B at its other end and therefore uses the modular bodyshell design of these two car types.

Because the second intermediate car 120B with its doorless transition segment 112 is coupled to the first intermediate car 120A, the seating capacity is increased without disrupting the flow of passengers, since the ferry passengers can enter and leave this area via the door in the transition segment 122 of the first intermediate car 120A. On the other hand, the second intermediate car 120B with its transition segment 122, which has a door 130 on each side, coupled to the end car 110B and thus allows access to the doorless transition segment 112 of the end car 110B.

The Figure 3 The embodiment shown can be extended by further second intermediate carriages 120B. For example, a further second intermediate carriage can be arranged between the Figure 3 shown second intermediate car 120B and the end car 110B, whereby it has the same "orientation" as the already existing second intermediate car 120B, ie this also points with its doorless transition segment to the first intermediate car 110A.

Alternatively or additionally, it is possible to insert a further second intermediate car between the end car 110A and the first intermediate car 120A, wherein the "orientation" of this second intermediate car 120B is such that its doorless transition segment 112 points towards the first intermediate car 120A and is coupled thereto.

In principle, any number of second intermediate cars 120B can be integrated, with their respective doorless transition segments 112 each pointing to the central intermediate car 120A and their respective transition segments 122 with doors pointing to the respective adjacent end cars.

Although specific embodiments have been shown and described herein, it is within the scope of the present invention to appropriately modify the illustrated embodiments without departing from the scope of the present claims.

List of reference symbols

10A, 10B

End car

11, 21

central car body shell segment

12

doorless transition segment

13

Power car segment

20

Middle car

22

Transition segment with door

30

door

32

door track

40

bogie

50

Multi-purpose area

110A, 110B

End car

112

doorless transition segment

113

Power car segment

120A

first (central) middle car

120B

second middle car

121

central car body shell segment

122

Transition segment with door

130

door

Claims (13)

1. A multi-part rail vehicle with two end cars (10A, 10B, 110A, 110B) and at least one middle car (20, 120A),

   wherein the middle car (20, 120A) has an even number of doors (30, 130) on each side which are available to passengers during normal operation for entering and leaving the passenger compartment, wherein each door has two door tracks, and wherein the two end cars (10A, 10B, 110A, 110B) have a number of doors (30, 130) on each side which differs from that of the middle car (20, 120A) which are available to passengers during normal operation for entering and leaving the passenger compartment, wherein each door has two door tracks,

   wherein all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) have a uniform central car body shell segment, and that each of the cars (10A, 10B, 20) has two own bogies (40).
2. The multi-part rail vehicle according to claim 1, characterised in that the rail vehicle is a three-part rail vehicle having a middle car (20), which has on each side four doors (30) each with two door tracks (32), and that the end cars (10A, 10B) each have on each side two doors (30) each with two door tracks (32).
3. The multi-part rail vehicle according to claim 1, characterised in that the rail vehicle is a three-part rail vehicle having a middle car (20), which has two doors (30) each with two door tracks (32) on each side, and in that the end cars (10A, 10B) each have three doors (30) each with two door tracks (32) on each side.
4. The multi-part rail vehicle according to claim 1, characterised in that the rail vehicle comprises a first middle car (120A) having an even number of doors (130) on each side and at least one second middle car (120B) having an odd number of doors (130) on each side.
5. The multi-part rail vehicle according to claim 4, characterised in that the or each second middle car (120B) comprises car body modules, which correspond to car body modules of the closest end car (110A, 110B) and the first middle car (120A) respectiviely .
6. The multi-part rail vehicle according to Claim 4 or 5, characterized in that the first middle car (120A) has a transition segment (122) with a door at each of its ends, and that the or each second middle car (120B) has a transition segment (122) with a door at one end and a doorless transition segment (112) at the other end, wherein all the middle cars (120A, 120B) have the same central car body shell segment (111), on which the respective transition segments (112, 122) are arranged.
7. The multi-part rail vehicle according to one of claims 1 to 6, characterized in that all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) have the same distance D between the pivot pins of their respective bogies (40).
8. The multi-part rail vehicle according to one of claims 1 to 7, characterised in that all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) each have the same overhang.
9. The multi-part rail vehicle according to one of claims 1 to 8, characterised in that all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) each have the same window divider.
10. The multi-part rail vehicle according to one of claims 1 to 9, characterised in that all cars (10A, 10B, 20, 110A, 110B, 120A, 120B) each have the same cutouts for doors.
11. Multi-part rail vehicle according to one of claims 1 to 10, characterized in that at least one of the two bogies (40) of each of the two end cars (10A, 10B, 110A, 110B) comprises at least one driving axle.
12. The multi-part rail vehicle according to any of claims 1 to 11, characterized in that each end car (10A, 10B, 110A, 110B) comprises a transformer.
13. The multi-part rail vehicle according to any of claims 1 to 12, characterized in that each end car (10A, 10B, 110A, 110B) has a doorless transition segment (12, 112) towards the middle car or towards the middle cars (20, 120A, 120B), which extends from the central car body shell segment (11, 121) of the end car (10A, 10B, 110A, 110B) to the end of the end car (10A, 10B, 110A, 110B) coupled to the respective adjacent middle car (20, 120A, 120B).

Images