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EP3164313B2 - Véhicule ferroviaire réalisé sous la forme d'une rame articulée - Google Patents
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EP3164313B2 - Véhicule ferroviaire réalisé sous la forme d'une rame articulée - Google Patents

Véhicule ferroviaire réalisé sous la forme d'une rame articulée

Info

Publication number
EP3164313B2
EP3164313B2 EP15756900.5A EP15756900A EP3164313B2 EP 3164313 B2 EP3164313 B2 EP 3164313B2 EP 15756900 A EP15756900 A EP 15756900A EP 3164313 B2 EP3164313 B2 EP 3164313B2
Authority
EP
European Patent Office
Prior art keywords
chassis
car bodies
rail vehicle
bogies
bogie
Prior art date
Legal status (The legal status 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 status listed.)
Active
Application number
EP15756900.5A
Other languages
German (de)
English (en)
Other versions
EP3164313B1 (fr
EP3164313A1 (fr
Inventor
Bernd Bilstein-Hemmer
Martin Glinka
Michael Goerner
Marc Gottwald
Michael Kammler
Christian KÜTER
Klaus Paffrath
Martin Teichmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility Austria GmbH
Siemens Mobility GmbH
Original Assignee
Siemens Mobility Austria GmbH
Siemens Mobility 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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=54014815&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP3164313(B2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Siemens Mobility Austria GmbH, Siemens Mobility GmbH filed Critical Siemens Mobility Austria GmbH
Priority to PL15756900.5T priority Critical patent/PL3164313T5/pl
Publication of EP3164313A1 publication Critical patent/EP3164313A1/fr
Publication of EP3164313B1 publication Critical patent/EP3164313B1/fr
Application granted granted Critical
Publication of EP3164313B2 publication Critical patent/EP3164313B2/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains

Definitions

  • the invention relates to a rail vehicle for passenger transport, which is designed as a multiple unit in articulated train design and has at least two car bodies, wherein adjacent car bodies are supported on a common center bogie and end car bodies are additionally supported on an end bogie, wherein all bogies have a bogie center distance of 19 to 21 m to an adjacent bogie and the end car bodies have a length in the range of 26 to 28 m.
  • Such a rail vehicle is from the technical article: " The new IC-4 DMU for Danish State Railways Technology and experience from the approval process", June 1, 2010, ZEVrail-GLASERS Annalen, Georg-Siemens-Verlag, Berlin, DE, pages 70 - 81, XP001555216 by Marianeschi
  • This rail vehicle is known as a high-speed rail vehicle equipped with a diesel engine (DMU).
  • DMU diesel engine
  • Such rail vehicles are often used as regional vehicles, where the support of adjacent car bodies on shared center bogies means fewer bogies are required compared to a rail vehicle where each car body has a bogie at its end.
  • a "standard articulated train" typically has a bogie center-to-center distance of 16 m. Adjacent car bodies share a center bogie, and the two car bodies at the ends of the rail vehicle are additionally supported by their own bogies, which can be referred to as end bogies.
  • end bogies For example, in a 70 m long vehicle, the standard articulated train consists of four car bodies, with the two end car bodies being approximately 19 m long and the two center car bodies approximately 16 m long.
  • Such a rail vehicle has a total of five bogies.
  • the general requirement for such a rail vehicle is to enable a combination of minimizing the number of all components of the rail vehicle and simultaneously reducing acquisition, energy and/or maintenance costs.
  • the invention is based on the object of further developing the rail vehicle mentioned at the outset in such a way that the number of all components, in particular the car bodies and running gears used, is reduced while approximately maintaining a passenger transport capacity and vehicle length.
  • all bogies are equipped with internally mounted bogie frames in such a way that, in the transverse direction of the bogie, the wheels of the bogie are located further outwards than the longitudinal members of a bogie frame, and the multiple unit is designed as a regional train, overhangs of the end car bodies extend from a center of the end bogies to the associated rail vehicle end over a length of at least 5 m, and heavy components in the form of transformers and/or batteries of the rail vehicle are arranged at least partially in the area of the overhangs of the end car bodies.
  • the rail vehicle can thus be constructed from two end car bodies supported on a common center bogie.
  • the weight of one or more center car bodies, including their payload and components, is preferably dimensioned such that even two directly adjacent center car bodies sharing a center bogie do not exceed a maximum permissible axle load.
  • the rail vehicle can be expanded as required with additional center car bodies.
  • All bogies are equipped with internally mounted bogie frames, so that the bogie wheels are positioned further outward in the transverse direction of the bogie than the longitudinal members of a bogie frame. This significantly reduces the overall weight of the rail vehicle through the use of internally mounted bogie frames, ensuring that permissible maximum axle loads of, for example, 20 t are not exceeded.
  • the overhangs of the end car bodies extend from the center of the end bogies to the associated end of the rail vehicle over a length of at least 5 m.
  • the overhangs can preferably have a length of at least 5.5 m, particularly preferably 6 m.
  • Such long overhangs of the end car bodies result in the end bogies being subjected to greater loads, in favor of the center bogies. This, in turn, allows the center bogies to be designed with a lower weight.
  • Heavy vehicle components such as transformers and/or batteries, traction technology components, brakes, and compressed air systems, are located at least partially in the area of the overhangs of the end car bodies. This also reduces the weight of the center bogies.
  • the center bogies can have more than two axles. This results in the car bodies supported by a center bogie being distributed across at least three axles.
  • the wheel diameter of the center bogies in a configuration with more than two, especially three, axles can be smaller than the wheel diameter of the end bogies. This allows for step-free passage through the entire rail vehicle.
  • FIG. 1 A three-part multiple unit is illustrated, which is suitable for the realization of a regional train with a length of approximately 70 m.
  • the multiple unit is constructed from two end car bodies 1 and a middle car body 2 arranged between them.
  • the multiple unit has a total of four bogies 3, 4, with the end car bodies 1 being supported on an end bogie 3 and a middle bogie 4.
  • the end bogies 3 of the end car bodies 1 have extended overhangs 5 compared to the state of the art.
  • the overhangs 5 have, calculated from the bogie center of the end bogies 3, a length in Range of at least 5 m, preferably at least 5.5 m, particularly preferably at least 6 m.
  • the center car body 2 rests on the center bogies 4, which are designed as Jacobs bogies with an external bogie frame.
  • the center bogies 2 also support the inner ends of the end car bodies 1.
  • the respective support of the car bodies 1, 2 on the center bogies 4 does not necessarily have to be direct. It is also possible that vertical forces occurring at the end of one of the car bodies are first transferred to the adjacent car body and from there to the corresponding center bogie 4. Likewise, a vertical pivot point between adjacent car bodies does not have to be physically present or located exactly at the center of a bogie.
  • Bogie center-to-center distances between adjacent bogies are all between 19 and 20 m, while the two end car bodies (1) plus half a car transition to the middle car body (2) have a length of 25 to 26 m, and the middle car body (plus one car transition) is 19 to 20 m long.
  • One end car body (1) is at least 26 m long.
  • the train to Figure 1 is shown as an example with roof components, here an air conditioning system 6, and underfloor components, here a transformer 7, per car body 1, 2 of the rail vehicle. These components are examples of heavy components of the multiple unit, which contribute significantly to its total weight and are included in the calculation of the permissible axle load of the bogies 3, 4.
  • the air conditioning units 6 are located on the roofs of the car bodies 1, 2, while the transformers 7 are located below the floor. Both the air conditioning units 6 and the transformers 7 are located in the middle between two adjacent bogies 3, 4.
  • Figure 2 shows another embodiment of a multiple unit, which largely corresponds to the design of the multiple unit of Figure 1
  • the only difference is the design of the planned bogies.
  • Both the end bogies 8 and the middle bogies 9 are designed as bogies with internally mounted bogie frames, which means that in the transverse direction of the respective bogie 8,9 wheels of the bogie are located further outwards than the longitudinal members of a bogie frame.
  • These internally mounted bogie frames are lighter than externally mounted bogie frames, such as those used on the multiple unit according to Figure 1 This reduces the overall weight of the multiple unit, allowing a train approximately 70 m long to be constructed from three car bodies (1, 2).
  • FIG 3 Another embodiment of a multiple unit in articulated design is shown. It can be seen that heavy components, such as the air conditioning systems 6, are located in the immediate vicinity of the end bogies 3, with At least one heavy component, here a battery 10, or alternatively, for example, a transformer or battery, is located in the area of one of the overhangs 5. By concentrating the heavy components in the area of the free ends of the multiple unit, the weight of the center bogies 4 is reduced.
  • a battery 10 or alternatively, for example, a transformer or battery
  • center bogies 11 with more than two axles allow them to be designed with a smaller wheel diameter than that of the end bogies 3. This makes it possible to provide step-free car transitions between the end car bodies 1 and the center car body 2.
  • a three-point support for the car bodies 1, 2 can be provided, so that a single spring and damper configuration is sufficient. This can also lead to a shortening of the wheelbase of the center bogies 4, 9 to the dimension of the end bogies 3, 8.
  • a curve-dependent lateral play limitation for the car bodies 1, 2 can help achieve suitable widths for the car bodies 1, 2. Crowning of the car bodies 1, 2 also contributes to this purpose.
  • a reduction of the design friction coefficient, i.e., the quotient between a starting tractive effort set in a motor control system of the rail vehicle and the static load of the rail vehicle, to values of up to 0.19 is also beneficial here.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Body Structure For Vehicles (AREA)

Claims (3)

  1. Véhicule ferroviaire pour le service des voyageurs, qui est constitué sous la forme d'une rame automotrice articulée et qui a au moins deux caisses ( 1, 2 ), des caisses ( 1, 2 ) voisines étant appuyées sur un train de roulement ( 4, 9 ) médian commun et des caisses ( 1) d'extrémité supplémentairement sur un train de roulement ( 3, 8 ) d'extrémité, tous les trains de roulement ( 3, 4, 8, 9 ) ayant, par rapport à un train de roulement ( 3, 4, 8, 9 ) voisin, une distance médiane de boggie de 19 à 21 m et les caisses ( 1 ) d'extrémité ayant une longueur dans la plage de 26 à 28 m,
    caractérisé en ce que
    tous les trains de roulement ( 3, 4, 8, 9 ) sont équipés de châssis de train de roulement à montage intérieur, de manière à ce que, dans une direction transversale du train de roulement ( 3, 4, 8, 9 ), des roues du train de roulement ( 3, 4, 8, 9 ) se trouvent plus à l'extérieur que des longerons d'un châssis du train de roulement ( 3, 4, 8, 9 ) et la rame automotrice est constituée en train régional,
    des porte-à-faux ( 5 ) des caisses ( 1 ) d'extrémité s'étendent d'un milieu des trains de roulement ( 3, 8 ) d'extrémité à l'extrémité associée du véhicule ferroviaire, sur une longueur d'au moins 5 m,
    des éléments lourds, sous la forme de transformateurs ( 7 ), de circuits auxiliaires et/ou de batteries du véhicule ferroviaire sont disposés, au moins en partie, dans la région des porte-à-faux ( 5 ) des caisses ( 1 ) d'extrémité.
  2. Véhicule ferroviaire suivant la revendication 1, caractérisé en ce que les trains de roulement ( 11 ) médians ont plus de deux essieux.
  3. Véhicule ferroviaire suivant la revendication 2, caractérisé en ce que les diamètres de roue des trains de roulement ( 11 ) médians sont plus petits que des diamètres de roue des trains de roulement ( 3 ) d'extrémité.
EP15756900.5A 2014-09-01 2015-08-28 Véhicule ferroviaire réalisé sous la forme d'une rame articulée Active EP3164313B2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15756900.5T PL3164313T5 (pl) 2014-09-01 2015-08-28 Pojazd szynowy w postaci członowego przegubowego zespołu trakcyjnego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014217430.9A DE102014217430A1 (de) 2014-09-01 2014-09-01 Schienenfahrzeug in Gliederzugausführung
PCT/EP2015/069713 WO2016034502A1 (fr) 2014-09-01 2015-08-28 Véhicule ferroviaire réalisé sous la forme d'une rame articulée

Publications (3)

Publication Number Publication Date
EP3164313A1 EP3164313A1 (fr) 2017-05-10
EP3164313B1 EP3164313B1 (fr) 2020-01-15
EP3164313B2 true EP3164313B2 (fr) 2025-10-15

Family

ID=54014815

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15756900.5A Active EP3164313B2 (fr) 2014-09-01 2015-08-28 Véhicule ferroviaire réalisé sous la forme d'une rame articulée

Country Status (10)

Country Link
US (1) US20170297590A1 (fr)
EP (1) EP3164313B2 (fr)
CN (1) CN207670405U (fr)
DE (1) DE102014217430A1 (fr)
DK (1) DK3164313T4 (fr)
ES (1) ES2780905T5 (fr)
PL (1) PL3164313T5 (fr)
PT (1) PT3164313T (fr)
RU (1) RU177252U1 (fr)
WO (1) WO2016034502A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITUA20161742A1 (it) 2016-03-17 2017-09-17 Hpt Sinergy Srl Macchina utensile cartesiana con slitta orizzontale e testa di lavoro a sbalzo, e carro porta-slitta per tale macchina utensile
FR3057228B1 (fr) * 2016-10-07 2019-08-09 Alstom Transport Technologies Vehicule ferroviaire articule, a modularite amelioree
DE102018209748A1 (de) * 2018-06-18 2019-12-19 Siemens Mobility GmbH Schienenfahrzeuggruppe
RU185360U1 (ru) * 2018-07-27 2018-12-03 РЕЙЛ 1520 АйПи ЛТД Железнодорожный вагон
DE102022208686A1 (de) * 2022-08-22 2024-02-22 Siemens Mobility GmbH Schienenfahrzeug

Family Cites Families (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE649522C (de) 1935-01-29 1937-08-26 Curt Stedefeld Dipl Ing Drehgestell fuer Schienenfahrzeuge mit entlastetem und quer beweglichem Drehzapfen und weichelastischen, den Fahrzeugkoerper tragenden Waelzkoerpern
US2161687A (en) 1937-03-05 1939-06-06 Cincinnati Traction Building C Apparatus for maintaining adjacent railway cars on a level plane
GB825510A (en) 1955-10-01 1959-12-16 Rheinstahl Siegener Eisenbahnb Improvements in rail vehicles
GB863913A (en) 1959-03-10 1961-03-29 Gen Steel Castings Corp Railway vehicle trucks
DE1292157B (de) 1960-09-01 1969-04-10 Maschf Augsburg Nuernberg Ag Drehgestell mit mindestens drei Radsaetzen fuer Schienenfahrzeuge
GB1179723A (en) 1967-02-03 1970-01-28 British Railways Board Improvements in or relating to Railway Vehicles and Bogies
BE759276A (fr) 1969-11-24 1971-04-30 Gen Steel Ind Inc Vehicule ferroviaire articule.
US4454821A (en) 1981-11-02 1984-06-19 The Budd Company Radial articulated truck
IT1157986B (it) 1982-12-23 1987-02-18 Fiat Ferroviaria Savigliano Carrello portante a due assi per veicoli ferro tramviari e veicolo ferro tramviario utilizzante tale carrello
DE4322760A1 (de) * 1993-07-08 1995-01-12 Duewag Ag Schienengebundenes Fahrzeug, insbesondere für den Personennahverkehr
DE9415770U1 (de) 1994-09-30 1994-12-15 ABB Henschel AG, 13509 Berlin Schienengebundenes Dieseltriebfahrzeug
AT405734B (de) 1996-12-05 1999-11-25 Siemens Sgp Verkehrstech Gmbh Fahrwerk für einen gliederzug
AT409843B (de) 2000-04-17 2002-11-25 Siemens Sgp Verkehrstech Gmbh Fahrwerk für ein schienenfahrzeug
FR2885339B1 (fr) 2005-05-09 2007-06-15 Alstom Transport Sa Rame de train articulee et voiture permettant de constituer une telle rame
CZ2005436A3 (cs) 2005-07-04 2006-10-11 VÚKV a.s. Nízkopodlazní clánkové kolejové vozidlo, zejména tramvajové
DE102007032776A1 (de) * 2007-07-13 2009-01-15 Siemens Ag Elektrisches Antriebssystem
FR2937606A1 (fr) * 2008-10-24 2010-04-30 Alstom Transport Sa Automotrice de transport de voyageurs
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DE102012002611A1 (de) 2012-02-13 2013-08-14 Siemens Aktiengesellschaft Schienenfahrzeug mit wenigstens zwei Wagenteilen
DE102013002096A1 (de) 2013-02-05 2014-08-07 Josef Staltmeir Hochgeschwindigkeitszug mit geringem Energieumsatz

Also Published As

Publication number Publication date
US20170297590A1 (en) 2017-10-19
EP3164313B1 (fr) 2020-01-15
ES2780905T5 (en) 2026-03-19
EP3164313A1 (fr) 2017-05-10
RU177252U1 (ru) 2018-02-14
DK3164313T4 (da) 2025-12-22
DK3164313T3 (da) 2020-04-06
DE102014217430A1 (de) 2016-03-03
PL3164313T3 (pl) 2020-06-29
PT3164313T (pt) 2020-03-27
ES2780905T3 (es) 2020-08-27
PL3164313T5 (pl) 2026-01-12
WO2016034502A1 (fr) 2016-03-10
CN207670405U (zh) 2018-07-31

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