EP2181030B1 - Schienenfahrzeug mit einer antriebseinrichtung - Google Patents

Schienenfahrzeug mit einer antriebseinrichtung Download PDF

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Publication number
EP2181030B1
EP2181030B1 EP08786529.1A EP08786529A EP2181030B1 EP 2181030 B1 EP2181030 B1 EP 2181030B1 EP 08786529 A EP08786529 A EP 08786529A EP 2181030 B1 EP2181030 B1 EP 2181030B1
Authority
EP
European Patent Office
Prior art keywords
unit
wheel unit
rail vehicle
vehicle according
wheel
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.)
Revoked
Application number
EP08786529.1A
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German (de)
English (en)
French (fr)
Other versions
EP2181030A1 (de
Inventor
Steffen Scharf
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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Filing date
Publication date
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL08786529T priority Critical patent/PL2181030T3/pl
Publication of EP2181030A1 publication Critical patent/EP2181030A1/de
Application granted granted Critical
Publication of EP2181030B1 publication Critical patent/EP2181030B1/de
Revoked legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B61D1/06—Carriages for ordinary railway passenger traffic with multiple deck arrangement

Definitions

  • the present invention relates to a rail vehicle according to the preamble of claim 1 having a first car body supported on a first wheel unit and a driven second wheel unit spaced apart in the longitudinal direction of the at least one first car body and an electric drive device driving the second wheel unit which is a transformer unit and at least one first power converter unit, wherein the transformer unit is arranged in the region of the first wheel unit.
  • the wagons comprise non-driven bogies (so-called bogies) at their coupled ends, in the region of which heavy components, such as the transformers of the drive device and further heavy components (current collectors, accumulators, chokes, etc.) are arranged, so that a more favorable mass distribution in the Train is achieved.
  • heavy components such as the transformers of the drive device and further heavy components (current collectors, accumulators, chokes, etc.) are arranged, so that a more favorable mass distribution in the Train is achieved.
  • a problem with this rail vehicle is that due to the relatively large number of heavy components above the bogie because of the maximum axle loads and limited space only a comparatively small main transformer can be used correspondingly low power. Consequently, even here with the main transformer only a comparatively low drive power can be realized. To increase the drive power, more transformers would have to be provided as in the vehicles mentioned above, thereby increasing the cost of the rail vehicle again.
  • the present invention is therefore based on the object to provide a rail vehicle of the type mentioned, which does not have the disadvantages mentioned above, or at least to a much lesser extent and in particular allows for simple and cost-effective manufacturability, a high, easily scalable drive power.
  • the present invention solves this problem starting from a rail vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that, with simple and cost-effective manufacturability, a high, easily scalable drive power is achieved if the first wheel unit, which is arranged at the free end of the rail vehicle, that is at a first end of the first car body, in its Area a cab is arranged for a driver, is designed as a non-driven wheel unit.
  • This arrangement with a non-driven wheel unit at the free end in the area of the driver's cab has the advantage that there is usually no passage for passengers and no further heavy components (such as the pantograph) are to be arranged, so that the transformer device correspondingly large and accordingly can be designed with a correspondingly high performance, without the permissible axle loads of the bogie running, in whose area the transformer device is arranged.
  • the transformer unit can in principle be arranged in any suitable manner in the region of the first wheel unit.
  • the transformer unit is arranged such that the center of gravity of the transformer unit is arranged at least near the longitudinal center plane of the first car body.
  • the center of gravity of the transformer unit is arranged at least approximately centrally above the first wheel unit in order to achieve a favorable load distribution to the first wheel unit.
  • the first power converter unit assigned to the second wheel unit can in principle be arranged at any suitable location in the vehicle.
  • the first power converter unit is arranged in the region of the second wheel unit in order to again achieve a favorable load distribution or trim.
  • the first power converter unit can be arranged as a closed assembly in the vehicle.
  • at least part of the first power converter unit is arranged laterally, that is to say in the region of a first longitudinal side of the first vehicle body. This makes it possible to achieve a favorable flow of passengers in the vehicle, by virtue of the lateral arrangement, for example, an averaging advantageous aisle for the passengers can be realized.
  • a second part of the first power converter unit is arranged in the region of an opposite second longitudinal side of the first car body.
  • the rail vehicle according to the invention are characterized in that at least one further additional equipment, in particular an electrical auxiliary equipment, is provided, which is arranged in the region of the second part of the first power converter unit.
  • the load distribution or trim can be optimized.
  • the separation into the first and second part of the first power converter unit takes place as a function of the required cooling for the respective components. This makes it possible in an advantageous manner to optimize the cost of cooling.
  • at least one first cooling circuit may be provided for cooling the first part of the first power converter unit and at least one second cooling circuit may be provided for the common cooling of the second part of the first power converter unit and the additional equipment.
  • the respective cooling circuit can then be optimally matched to the respective temperature level, for example, so that the overall result is optimized cooling.
  • At least one third wheel unit is furthermore provided and the drive device is designed to drive the at least one third wheel unit.
  • the first power converter unit is also provided for driving the at least one third wheel unit.
  • the drive device for driving the at least one third wheel unit comprises a second power converter unit, wherein the second power converter unit for driving the third wheel unit is powered by the transformer unit, so that a simple scaling of the drive power is achieved here.
  • the second wheel unit and the third wheel unit are arranged adjacent to each other in order to keep the cost of wiring as low as possible.
  • the third wheel unit is arranged in the region of a second car body, which is supported on this third wheel unit, since in this way a favorable distribution of the drive power over the vehicle is achieved.
  • At least one fourth wheel unit is provided and the drive device comprises at least a third power converter unit for driving the at least one fourth wheel unit, wherein the third power converter unit for driving the fourth wheel unit is in turn fed by the transformer unit ,
  • the fourth wheel unit is arranged in the region of a third car body, which is supported on this fourth wheel unit, as a result of this a favorable distribution of the drive power over the vehicle is achieved.
  • the fourth wheel unit is in the range of End of the third car body is arranged, which is closer to the transformer unit to keep the cost of wiring as low as possible.
  • a current pickup device connected to the drive device is provided, which is arranged in the region of the second wheel unit, since hereby a particularly favorable load distribution in the vehicle can be achieved.
  • the wheel units can basically be designed arbitrarily.
  • wheelsets or pairs of wheels can be used.
  • at least one driven wheel unit is designed in the manner of a bogie.
  • the invention can also be used for any type of rail vehicles. It can be used particularly advantageously in connection with double-decker vehicles. Preferably, therefore, at least one of the car bodies is designed as a double-decker car body.
  • the present invention further relates to a train assembly with at least two of the rail vehicles described above.
  • identically configured inventive rail vehicles can be combined. It is understood, however, that of course at least two rail vehicles according to the invention of any different configuration can be coupled together.
  • the rail vehicle 101 comprises a first end car 101.1 with a double-deck car body 102, which is supported in the region of its two ends on a first wheel unit in the form of a first bogie 103.1 and a second wheel unit in the form of a second bogie 103.2 is.
  • the first bogie is designed as a non-driven bogie runner 103.1, while the second bogie is designed as a driven drive bogie 103.2.
  • the drive wheelsets of the drive bogie 103.2 are driven by an electric drive device 104.
  • the drive device 104 comprises, in addition to the traction motors of the second bogie 103.2, not shown in the figures for reasons of better clarity, a transformer unit in the form of a main transformer 104.1 and a first power converter unit 104.2 fed by the main transformer 104.1.
  • the first power converter unit 104.2 is functionally assigned to the second bogie 103.2, that is to say it supplies the traction motors of the second bogie 103.2 with energy.
  • the drive device 104 is in turn supplied via a current collector 105 from a - not shown - line network with energy.
  • the main transformer 104.1 is arranged in the region of the running bogie 103.1, which in turn is arranged at the leading end of the car body 102, in whose area a driver's cab 105 is provided for the driver.
  • the first power converter unit 104.2 is the same as the current collector 105 and other electrical Additional devices 107 (for example, the power converter for the auxiliary power, etc.) arranged at the other end of the car body 102 in the region of the drive bogie 103.2.
  • the main transformer 104.1 Due to the arrangement of the main transformer 104.1 as the only heavy component of the electrical equipment of the vehicle 101 on the leading (even comparatively easy) bogies 103.1, it is possible to equip the main transformer 104.1 with a comparatively high power, so make the main transformer 104.1 comparatively large and heavy without exceeding the permissible axle loads of the bogie 103.1.
  • the main transformer 104.1 Due to the arrangement of the main transformer 104.1 as the only heavy component of the electrical equipment of the vehicle 101 on the leading (even comparatively easy) bogies 103.1, it is possible to equip the main transformer 104.1 with a comparatively high power, so make the main transformer 104.1 comparatively large and heavy without exceeding the permissible axle loads of the bogie 103.1.
  • the main transformer 104.1 Due to the arrangement of the main transformer 104.1 as the only heavy component of the electrical equipment of the vehicle 101 on the leading (even comparatively easy) bogies 103.1, it is possible to equip the main transformer 104.1 with a comparatively high power, so make the main transformer 104.1 comparatively large and heavy without
  • a further advantage of such a high-performance main transformer 104.1 is that it has the same power as compared to a number of smaller transformers (and therefore has a lower power weight). Consequently, the main transformer 104.1 thus has a higher power compared with a number of smaller transformers at a weight given by the maximum permissible axle loads of the bogie 103.1.
  • Such a high power equipped main transformer 104.1 can be readily dimensioned to supply the drives of a number of other motor bogies.
  • the scaling of the drive power of the rail vehicle 101 is considerably simplified, since it is easy to add more cars with motor bogies whose power can be supplied via the large main transformer 104.1.
  • the arrangement over the leading bogie has the advantage that unlike the trailing second bogie 103.2 there is usually no compulsion to arrange heavy components.
  • at least the pantograph 105 is usually arranged on the trailing second bogie 103.2, in order to operate as large as possible between two coupled vehicles To ensure pantographs and thus to prevent mutual mechanical interference of the pantograph (for example via a vibration excitation of the overhead line by the leading pantograph).
  • the main transformer 104. 1 is arranged in a space 102. 1 behind the driver's cab 106, which leaves lateral access to the driver's cab 106 on one longitudinal side of the vehicle 101.
  • the main transformer 104.1 is designed and placed so that its center of gravity is at least close, preferably in the (vertical) longitudinal center plane 101.2 of the vehicle 101 and further preferably at least close, preferably directly above the center of the bogie 103.1.
  • a particularly favorable load distribution and thus a favorable trim of the vehicle 101 is achieved.
  • the first power converter unit 104.2 is divided into two parts (a larger first part 104.3 and a smaller second part 104.4).
  • the two parts 104.3 and 104.4 of the first power converter unit 104.2 are housed separate cabinets 102.2 and 102.3 on both longitudinal sides of the car body 102.
  • the two cabinets 102.2 and 102.3 are separated by a central aisle 108, via which the vehicle passengers, if necessary, the transition into an adjacent car in the vehicle network is possible. This arrangement has the advantage that the center aisle 108 allows a favorable flow of passengers.
  • the two cabinets 102.1 and 102.2 have approximately the same size. Since the second part 104.4 of the first power converter unit 104.2 requires less installation space than the first part 104.3 of the first power converter unit 104.2, further additional equipment 107 is arranged in the cabinet 102.3. As a result, a particularly favorable load distribution or trim is also in the region of the second bogie 103.2.
  • the division of the first power converter unit 104.2 into the first part 104.3 and the second part 104.4 is selected so that the components of the second part 104.4 are tuned to the additional equipment in 107 with regard to their cooling by a (not shown) cooling device.
  • at least one first cooling circuit for cooling the first part 104.3 of the first power converter unit 104.2 and at least one second cooling circuit for the common cooling of the second part 104.4 of the first power converter unit 104.2 and the additional equipment 107 may be provided be provided.
  • the respective cooling circuit can then be tuned optimally, for example, to the respective temperature level required for cooling the relevant components, so that the overall result is optimized cooling.
  • the vehicle 101 includes a further end car 101.3 with a second car body 109 which is coupled to the first car body 102 and is supported on a third bogie in the form of a second drive bogie 110 and a bogie 111.
  • the traction motors of the second drive bogie 110 are supplied with energy via a second converter unit 104.5, the second converter unit 104.5 in turn being supplied with energy by the main transformer 104.1. This is possible because the main transformer 104.1 (as already mentioned) can provide a sufficiently large power.
  • the second drive bogie 110 is arranged adjacent to the first drive bogie 103.2, in order to keep the cabling effort as low as possible.
  • the traction motors of the second drive bogie are also supplied with energy by the first power converter unit.
  • FIG. 4 shows (in one of the FIG. 3 corresponding view) a further embodiment of a rail vehicle according to the invention 201.
  • the rail vehicle 201 corresponds in its basic design and operation of the rail vehicle 101, so that only the differences should be discussed here.
  • identical components are provided with identical reference numerals, while similar components are provided with increased by the value 100 reference numerals.
  • the difference to the rail vehicle 101 is that between the two end cars 101.1 and 101.3 a middle car was 201.4 inserted.
  • the middle car 201.4 has a third car body 212 which is supported on a fourth bogie in the form of a third drive bogie 213 and another running bogie 214.
  • the drive motors of the drive bogie 213 are supplied with energy via a third power converter unit 204.6, the third power converter unit 204.6 as well as the second power converter unit 104.5 being supplied with energy by the main transformer 104.1. This is possible because the main transformer 104.1 (as already mentioned) can provide a sufficiently large power.
  • the third drive bogie 213 is arranged adjacent to the first drive bogie 103.2, in order to keep the cabling effort as low as possible.
  • FIG. 5 shows (in one of the FIG. 3 corresponding view) an embodiment of a train assembly 301 according to the invention with four cars, in which two identical invention, the rail vehicles are coupled together, each comprising a final carriage 101.1 and a central car 201.4 as described above.
  • FIG. 6 shows (in one of the FIG. 3 corresponding view) an embodiment of a train assembly according to the invention 401 with five cars, in which two rail vehicles according to the invention are coupled together.
  • the rail vehicle arranged on the right side comprises a final wagon 101.1 and two middle wagons 201.4 (as described above), which are each supplied with energy from the main transformer 104.1 of the right-hand end wagon 101.1.
  • the rail vehicle arranged on the left side comprises a wagon 101.1 and a middle wagon 201.4 (as described above), which is supplied with energy from the main transformer 104.1 of the left end wagon 101.1.
  • FIG. 7 shows (in one of the FIG. 3 corresponding view) an embodiment of a train assembly according to the invention 501 with six cars, in which two identical rail vehicles according to the invention are coupled together. That on the right Side-mounted rail vehicle comprises a final carriage 101.1 and two central cars 201.4 (as described above), which are each powered from the main transformer 104.1 of the right end car 101.1 with energy.
  • the rail vehicle arranged on the left side comprises a final wagon 101.1 and two middle wagons 201.4 (as described above) which are each supplied with energy from the main transformer 104.1 of the left end wagon 101.1.
  • one or more further middle cars 201.4 may possibly also be added. Their converter unit 204.6 can then in turn be supplied with energy by the main transformer 104.1 of the endcar 101.1. Depending on the maximum power of the main transformer 104.1, starting from a certain number of additional intermediate cars 201.4, the vehicle's acceleration values may thereby deteriorate. However, this may be acceptable given the high transport capacity achieved.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP08786529.1A 2007-08-13 2008-07-28 Schienenfahrzeug mit einer antriebseinrichtung Revoked EP2181030B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08786529T PL2181030T3 (pl) 2007-08-13 2008-07-28 Pojazd szynowy z urządzeniem napędowym

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007038255A DE102007038255A1 (de) 2007-08-13 2007-08-13 Schienenfahrzeug mit einer Antriebseinrichtung
PCT/EP2008/059888 WO2009021831A1 (de) 2007-08-13 2008-07-28 Schienenfahrzeug mit einer antriebseinrichtung

Publications (2)

Publication Number Publication Date
EP2181030A1 EP2181030A1 (de) 2010-05-05
EP2181030B1 true EP2181030B1 (de) 2013-10-23

Family

ID=39865517

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08786529.1A Revoked EP2181030B1 (de) 2007-08-13 2008-07-28 Schienenfahrzeug mit einer antriebseinrichtung

Country Status (7)

Country Link
EP (1) EP2181030B1 (ru)
DE (1) DE102007038255A1 (ru)
ES (1) ES2443119T3 (ru)
IL (1) IL203896A (ru)
PL (1) PL2181030T3 (ru)
RU (1) RU2468947C2 (ru)
WO (1) WO2009021831A1 (ru)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014224148A1 (de) * 2014-11-26 2016-06-02 Siemens Aktiengesellschaft Drehgestell für ein Schienenfahrzeug
EP3030469B1 (de) 2013-08-08 2019-12-11 Bombardier Transportation GmbH Triebzug mit angetriebenen drehgestellen
EP3972883B1 (de) 2019-07-22 2023-05-03 Siemens Mobility GmbH Schienenfahrzeug

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2937606A1 (fr) * 2008-10-24 2010-04-30 Alstom Transport Sa Automotrice de transport de voyageurs
DE102011110090A1 (de) 2011-08-12 2013-02-14 Bombardier Transportation Gmbh Radträgeranlenkung für ein Schienenfahrzeug
CN103448743A (zh) * 2012-05-30 2013-12-18 庞巴迪运输有限公司 轨道车辆的运行装置单元
FI3265358T4 (fi) 2015-03-05 2023-12-21 Stadler Rail Ag Kiskoajoneuvo, menetelmä kiskoajoneuvon ohjaamiseksi sekä menetelmä kiskoajoneuvon valmistamiseksi
DE102016202747A1 (de) * 2016-02-23 2017-08-24 Siemens Aktiengesellschaft Fahrzeug mit Drehgestell

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3023382A1 (de) * 1980-06-23 1982-01-07 Rudolf Dr. 6800 Mannheim Wieser Schienenfahrzeug
FR2788739B1 (fr) * 1999-01-27 2001-03-02 Alstom Rame ferroviaire modulaire et convoi ferroviaire forme de telles rames
DE10248438A1 (de) * 2002-10-17 2004-04-29 Dwa Deutsche Waggonbau Gmbh Energieversorgungseinrichtung für Schienenfahrzeuge
FR2912717A1 (fr) * 2007-02-16 2008-08-22 Alstom Transport Sa Procede de fabrication d'un sous-ensemble de rame de transport de voyageurs, sous-ensemble et rame correspondants et familles de sous-ensembles et de rames

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3030469B1 (de) 2013-08-08 2019-12-11 Bombardier Transportation GmbH Triebzug mit angetriebenen drehgestellen
DE102014224148A1 (de) * 2014-11-26 2016-06-02 Siemens Aktiengesellschaft Drehgestell für ein Schienenfahrzeug
EP3972883B1 (de) 2019-07-22 2023-05-03 Siemens Mobility GmbH Schienenfahrzeug

Also Published As

Publication number Publication date
EP2181030A1 (de) 2010-05-05
ES2443119T3 (es) 2014-02-17
PL2181030T3 (pl) 2014-03-31
WO2009021831A1 (de) 2009-02-19
RU2468947C2 (ru) 2012-12-10
RU2010109393A (ru) 2011-09-20
IL203896A (en) 2014-08-31
DE102007038255A1 (de) 2009-02-19

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