EP3030469B1 - Motor train set having driven bogies - Google Patents
Motor train set having driven bogies Download PDFInfo
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- EP3030469B1 EP3030469B1 EP14749837.2A EP14749837A EP3030469B1 EP 3030469 B1 EP3030469 B1 EP 3030469B1 EP 14749837 A EP14749837 A EP 14749837A EP 3030469 B1 EP3030469 B1 EP 3030469B1
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- 238000012546 transfer Methods 0.000 description 11
- 238000009826 distribution Methods 0.000 description 10
- 230000009467 reduction Effects 0.000 description 4
- 238000009827 uniform distribution Methods 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 230000006978 adaptation Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 238000013016 damping Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
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- 230000008439 repair process Effects 0.000 description 1
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- 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 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 cars In vehicle construction, especially in rail vehicle construction, the coupling between the cars 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 out couplings.
- an increased bucking may occur, which impairs both the ride comfort and the life of clutches, and thus also the operational safety.
- Another type of damage reduction is to reduce the tensile and braking force as much as possible in order to reduce the wear of the coupling by means of a procedure adapted to the track conditions.
- the adaptation of the tensile or braking force is not possible in all situations to the desired extent.
- the DE 600 06 864 T2 describes a double-decker wagon train whose charge distribution in the train is optimized with respect to the engine bogies.
- the driven axles are loaded as little as possible as the pure axles, so that the masses are distributed accordingly.
- an over- or under-motorization is avoided by the arrangement of pure running axles to driven axles in a certain ratio. Due to the corresponding mass distribution and drive distribution, a consistent performance of a train is possible with modular design, even if the train is equipped with other cars.
- the DE 10 2009 009 116 A1 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 trainset is provided with at least three 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.
- the clutches are no longer unduly stressed by very different forces.
- the drive forces are distributed evenly across the train without the need to install additional drive equipment. This leads to a safe and reliable operation at a constant cost.
- the exchange or revision of the inter-vehicle couplings can be carried out according to the maintenance schedule, and the maintenance schedule does not have to be set to a higher maintenance frequency due to the different acting driving forces. This leads to a further reduction of costs.
- a further advantage is that influencing the tensile and braking forces by adapting the driving style to the weather conditions in the arrangements according to embodiments described herein is no longer necessary to the extent that is the case with 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.
- Another advantage is the cleaning effect of the leading bogies relative to the rail running surface and the better bowability of the now lighter, no-drive, leading bogies, which leads to a reduction of the wheel wear.
- the trainset is equipped with a bogie-selective drive, wherein the driven bogies of the trainset are each provided 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 associated with each 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 before 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 is 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 multiple unit in particular the clutches of the multiple unit, is 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.
- the above-described arrangement of drives can be used in any rail vehicle, preferably in trainsets without Jacob bogies, with at least two or at least three cars.
- FIG. 1a shows a train 100 with three carriages 110, 120 and 130.
- the masses of the carriages are designated m1 for the first carriage 110, m2 for the second carriage 120 and m3 for the third carriage 130.
- Each car has its own individual bogies (ie no Jacob bogies).
- the first carriage 110 has bogies 111, 112, the second carriage bogies 121, 122, and the third carriage 130 bogies 131, 132 on.
- each bogie comprises two axles. Exemplary are in FIG. 1a two axis 135 and 136 of the bogie 132 located.
- the trainset s on a first bogie and a last bogie along the train.
- the first bogie is the bogie 111
- the first bogie is the bogie 211
- the last bogie is in the FIGS. 1a to 1f designated bogie 132
- in the FIGS. 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 multiple unit 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 center bogie 112 and 131 of the end cars 110 and 130 are driven.
- the driven bogie 112 exerts a force F 11 , the driven bogie 121 a force F 21 , the driven bogie 122 a force F 22 , and the driven bogie 131 a force F 31 .
- FIG. 1a 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%.
- FIG. 1b 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 11 . 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 1c shows a situation in which the drive of the bogie 131 fails, which is represented by crossed wheels and the crossed-out power arrow F 31 . 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 1d 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 21 , and the dotted crossed force 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.
- FIG. 1f the situation is shown in which both drives of the bogies 112 and 131 fail, as indicated by crossed-out wheels and the crossed-out power arrows F 11 and F 31 . If the drives of the bogies 110 and 130 fail, then the car transfer clutches K a and K b, a tensile force of 16.67%, based on the original drive power transmitted.
- FIGS. 2a to 2c show a train 200, in which both bogies 221 and 222 of the center car 220 and the respective middle bogie 212 and 231 of the end cars 210 and 230, ie the bogie located at the coupled end, are driven.
- the drives of each two adjacent bogies are combined to form a drive group.
- the bogies 212 and 221 are combined into one group, ie 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.
- FIG. 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.
- FIG. 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 12 and F 21 . 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.
- FIG. 15 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 31 . If the drive system fails, both bogies 222 and 231 drives, so the power relations with respect to with respect to FIG. 2b explained failure of the drive system that 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 FIGS FIGS. 3a to 3c shown.
- Both bogies 311, 312 and 331, 332 of each endcar 310 and 330 are driven.
- the drives are connected as a group drive, ie in each case two adjacent bogies are combined in a drive group.
- engines of a end car are operated in parallel on an inverter.
- the bogies 311, 312 and the bogies 331, 332 combined to form a drive group.
- FIG. 3a shows the comparative example when all drives are ready.
- 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%.
- FIG. 3b of the comparative example a situation is shown in which the drive of the bogies 311 and 312 fails. If the drive of the end car 310 is thus omitted (eg because of a failure of a drive, or slipping), then the driven car 330 must provide the entire drive torque of the vehicle. This is only 50% of the original drive torque relative to the entire vehicle. Each car again requires one third of the available drive torque or the available traction. Thus accounts for the car 310 to 330 a fictitious traction of 16.67% each based on a vehicle, the full drive power available stands.
- the car transfer clutch K a must transmit a tensile force of 16.67%, which corresponds to the normal operation.
- On the car transition clutch K b accounts for a force of 33.33%.
- FIGS. 1a to 1f the advantage that in a failure situation only one bogie fails (and not, as in the embodiment of FIGS. 2a to 2c a whole drive group), whereby a more precise 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.
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Description
Die Erfindung liegt auf dem Gebiet der Fahrzeugtechnik und insbesondere der Schienenfahrzeugtechnik und betrifft einen Triebzug mit angetriebenen Drehgestellen. Des Weiteren betrifft die Erfindung die Verteilung von Antrieben in einem Triebzug.The invention is in the field of vehicle technology and in particular rail vehicle technology and relates to a multiple unit with driven bogies. Furthermore, the invention relates to the distribution of drives in a trainset.
Im Fahrzeugbau, insbesondere im Schienenfahrzeugbau, muss bei der Konzeption von Fahrzeugen die Kupplung zwischen den Wagen sorgfältig ausgelegt werden. Die Kupplung, die zwei Wagen miteinander verbindet, muss im Betriebsfall unter Umständen stark schwankende Kräfte aufnehmen können. So kann es etwa bei dreiteiligen Wagenzügen vorkommen, dass der Wagen vor bzw. hinter dem Mittelwagen durch Gleit- und Schleudervorgänge, je nach Gleisverhältnissen, stark schwankende Kräfte auf den Mittelwagen ausübt. Durch diese schwankenden Kräfte kann die Kupplung zwischen den einzelnen Wagen beschädigt werden.In vehicle construction, especially in rail vehicle construction, the coupling between the cars 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. For example, in the case of three-piece wagon trains, 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.
Die Schäden können sich zum Beispiel in Form von ausgeschlagenen Kupplungen bemerkbar machen. Dazu kommt, dass bei schnell wechselnden Schlupfverhältnissen ein verstärktes Ruckeln auftreten kann, was sowohl den Fahrkomfort als auch die Lebensdauer von Kupplungen, und damit auch die Betriebssicherheit, beeinträchtigt.The damage can be felt, for example in the form of knocked out couplings. In addition, with rapidly changing slip conditions, an increased bucking may occur, which impairs both the ride comfort and the life of clutches, and thus also the operational safety.
Das Problem beschädigter Kupplungen wurde bisher auf veschiedene Arten gelöst. Zum Beispiel wurden die Kupplungen, bzw. Bauteile der Kupplungen, durch den Kunden vorzeitig ausgetauscht. Dies ist natürlich mit einem entsprechenden Montageaufwand und hohen Kosten verbunden.The problem of damaged couplings has been solved in various ways. For example, the couplings or components of the couplings were prematurely replaced by the customer. This is of course associated with a corresponding installation effort and high costs.
Eine andere Art der Schadensreduzierung ist, die Zug- und Bremskraft soweit möglich zu reduzieren, um durch eine den Schienenverhältnissen angepassten Fahrweise den Kupplungsverschleiß zu reduzieren. Die Anpassung der Zug- bzw. Bremskraft ist aber nicht in allen Situationen im gewünschten Maße möglich.Another type of damage reduction is to reduce the tensile and braking force as much as possible in order to reduce the wear of the coupling by means of a procedure adapted to the track conditions. The adaptation of the tensile or braking force is not possible in all situations to the desired extent.
Die
Die
In der
Die vorbekannten Lösungen sind jedoch nur teilweise zufriedenstellend, da die Antriebsverteilung in dem Triebzug nur für den normalen, ereignislosen Betriebsbereich optimiert sind. Die oben genannten Probleme des Kupplungsverschleißes werden zugunsten einer höheren Flexbilität bei der Kapazitätsgestaltung des Triebzuges nicht oder kaum beachtet. Die oben genannten Maßnahmen, wie Austausch der Kupplungen oder Anpassung der Fahrweise, resultieren in hohen Bauteilkosten und hohen Betriebskosten, wenn aufgrund der angepassten Fahrweise Fahrpläne nicht eingehalten werden können.However, the previously known solutions are only partially satisfactory because the drive distribution in the multiple unit is optimized only for the normal, uneventful operating range. The above-mentioned problems of clutch wear are not or rarely paid attention to a higher flexibility in the capacity design of the multiple unit train. The above measures, such as replacement of the clutches or adaptation of the driving style, result in high component costs and high operating costs, if due to the adapted driving style schedules can not be met.
Es ist daher Aufgabe der vorliegenden Erfindung, einen Triebzug bereit zu stellen, dessen Kupplungen nicht durch stark schwankende Kräfte unangemessen beansprucht werden. Gleichzeitig sollen Zusatzkosten für die gleichmäßige Verteilung der Kräfte über den Triebzug gering gehalten oder gänzlich vermieden werden.It is therefore an object of the present invention to provide a trainset whose clutches are not unduly stressed by strongly fluctuating forces become. At the same time, additional costs for the even distribution of forces over the railcar train should be kept low or avoided altogether.
Diese Aufgabe wird durch einen Triebzug nach Anspruch 1 gelöst. Weitere Ausführungsformen, Modifikationen und Verbesserungen ergeben sich anhand der folgenden Beschreibung und gemäß den beigefügten Ansprüchen.This object is achieved by a trainset according to claim 1. Other embodiments, modifications and improvements will become apparent from the following description and from the appended claims.
Gemäß einer Ausführungsform wird ein Triebzug mit mindestens drei mittels Kupplungen verbundenen Wagen bereitgestellt. Die Wagen umfassen jeweils zwei eigene Drehgestelle, wobei der Triebzug in Richtung entlang des Triebzuges ein erstes Drehgestell und ein letztes Drehgestell umfasst. In dem Triebzug sind alle Drehgestelle des Triebzugs mit Ausnahme des ersten Drehgestells und des letzten Drehgestells angetrieben.According to one embodiment, a trainset is provided with at least three 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.
Durch die beschriebene Anordnung der Antriebe in dem Triebzug werden die Kupplungen nicht mehr durch stark unterschiedliche Kräfte unangemessen beansprucht. Die Antriebskräfte werden gleichmäßig über den Zug verteilt, ohne dass zusätzliche Antriebsausrüstungen verbaut werden müssen. Dies führt zu einem sicheren und zuverlässigen Betrieb bei gleichbleibenden Kosten. Der Tausch bzw. die Überarbeitung der Wagenübergangskupplungen kann gemäß Wartungsplan durchgeführt werden, und der Wartungsplan muss nicht wegen der unterschiedlich wirkenden Antriebskräfte auf eine höhere Wartungsfrequenz eingestellt werden. Dies führt zu einer weiteren Reduktion der Kosten.Due to the described arrangement of the drives in the multiple unit, the clutches are no longer unduly stressed by very different forces. The drive forces are distributed evenly across the train without the need to install additional drive equipment. This leads to a safe and reliable operation at a constant cost. The exchange or revision of the inter-vehicle couplings can be carried out according to the maintenance schedule, and the maintenance schedule does not have to be set to a higher maintenance frequency due to the different acting driving forces. This leads to a further reduction of costs.
Ein weiterer Vorteil ist, dass die Beeinflussung der Zug- und Bremskräfte durch eine Anpassung der Fahrweise an die Witterungsverhältnisse bei den Anordnungen gemäß hierin beschriebener Ausführungsformen nicht mehr in dem Maße notwendig ist, wie bei Triebzügen ohne die erfindungsgemäße Anordnung der Antriebe. Weiterhin erhält man wieder eine höhere Fahrplantreue bei Wetterverhältnissen, die beispielsweise im Herbst und Winter den Schlupf der Räder begünstigen.A further advantage is that influencing the tensile and braking forces by adapting the driving style to the weather conditions in the arrangements according to embodiments described herein is no longer necessary to the extent that is the case with 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.
Ein weiterer Vorteil ist die Putzwirkung der vorlaufenden Drehgestelle bezogen auf die Schienenlauffläche und die bessere Bogengängigkeit der nun leichteren, antriebslosen, vorlaufenden Drehgestelle, was zu einer Reduzierung des Radverschleißes führt.Another advantage is the cleaning effect of the leading bogies relative to the rail running surface and the better bowability of the now lighter, no-drive, leading bogies, which leads to a reduction of the wheel wear.
Gemäß einer Ausführungsform der vorliegenden Erfindung ist der Triebzug mit einem drehgestellselektiven Antrieb ausgestattet, wobei die angetriebenen Drehgestelle des Triebzugs jeweils mit einem eigenen Antriebausgestattet sind. Dies ermöglicht eine gleichmäßige Verteilung der Kräfte über die Kupplungen und gleichzeitig eine hohe Zugkraft durch je einen einzelnen Antrieb pro Drehgestell.According to one embodiment of the present invention, the trainset is equipped with a bogie-selective drive, wherein the driven bogies of the trainset are each provided 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.
In einer Ausgestaltung der Erfindung, in der der Triebzug mit einem drehgestellselektiven Antrieb ausgestattet ist, ist jedem Antrieb eines Drehgestells jeweils ein Wechselrichter zugeordnet. Dies begünstigt eine gleichmäßige Gewichtsverteilung über den Triebzug, da die Wechselrichter entsprechend der Anzahl der Wechselrichter dimensioniert werden können und dann jedem angetriebenen Drehgestell zugeordnet werden können. Entsprechend kann jedem jedem Antrieb eines Drehgestells eine eigene Regelung zugeordnet werden.In one embodiment of the invention, in which the multiple unit is equipped with a bogie-selective drive, each drive a bogie is associated with each 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.
Gemäß einer Ausführungsform der Erfindung sind jeweils zwei der angetriebenen Drehgestelle, die in Richtung entlang des Triebzuges benachbart vor und nach einer zwei Wagen verbindenenden Kupplung angeordnet sind, zu einer Antriebsgruppe zusammengefasst, wobei optional den zwei zu einer Antriebsgruppe zusammengefassten Drehgestellen ein gemeinsamer Wechselrichter zugeordnet ist. Diese Anordnung ermöglicht es, dass geringe Zugkräfte über die Kupplungen während des Betriebes, und insbesondere bei Betriebsverhältnissen, die zu Schlupf führen, übertragen werden. Auch bei Ausfall eines der Antriebe sind die über die Kupplungen zu übertragenden Kräfte noch in einem akzeptablen Rahmen, d.h. die Kupplungen werden nicht zu stark beansprucht.According to one embodiment of the invention, in each case two of the driven bogies, which are arranged adjacent to the drive train adjacent before 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 is 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.
In einer Ausführungsform des hierin beschriebenen Triebzuges umfasst der Triebzug drei Wagen. Bei einer Anordnung mit genau drei Wagen, wobei das erste und das letzte Drehgestell nicht angetrieben sind, ist die Kräfteverteilung über die Kupplungen gleichmäßig und daher besonders vorteilhaft.In one embodiment of the multiple unit described herein, 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.
Gemäß einer Ausführungsform der Erfindung umfassen die Drehgestelle jeweils zwei Achsen und die angetriebenen Drehgestelle umfassen je zwei angetriebene Achsen. Durch diese Anordnung wird gewährleistet, dass die durch den Antrieb bereitgestellte Kraft gleichmäßig auf die Räder verteilt wird.According to one embodiment of the invention, 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.
In einer erfindungsgemäßen Ausgestaltung des Triebzuges ist der Triebzug, insbesondere die Kupplungen des Triebzugs, derart ausgelegt, dass der Triebzug bei Ausfall eines Antriebes oder einer Antriebsgruppe weiterfahren kann. Durch die gleichmäßige Verteilung der Zugkräfte über die Kupplungen wird durch den Ausfall eines Antriebs oder einer Antriebsgruppe noch keine Situation herbeigeführt, die den Betrieb des Triebzuges vorzeitig beendet. Vielmehr kann der Triebzug seine Fahrt fortsetzen, und eine Reparatur zu einem geeigneten Zeitpunkt stattfinden, ohne dass ein größerer Schaden an den Kupplungen zu befürchten ist.In an embodiment of the multiple unit according to the invention, the multiple unit, in particular the clutches of the multiple unit, is 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.
Die oben beschriebene Anordnung von Antrieben kann in jedem Schienenfahrzeug, vorzugsweise in Triebzügen ohne Jakobsdrehgestelle, mit mindestens zwei oder mit mindestens drei Wagen eingesetzt werden.The above-described arrangement of drives can be used in any rail vehicle, preferably in trainsets without Jacob bogies, with at least two or at least three cars.
Die vorstehend beschriebenen Ausführungsformen können beliebig miteinander kombiniert werden.The above-described embodiments may be arbitrarily combined with each other.
Die beiliegenden Zeichnungen veranschaulichen Ausführungsformen und dienen zusammen mit der Beschreibung der Erläuterung der Prinzipien der Erfindung. Die Elemente der Zeichnungen sind relativ zueinander und nicht notwendigerweise maßstabsgetreu. Gleiche Bezugszeichen bezeichnen ähnliche Teile.
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Figuren 1a bis 1f zeigen schematische Ansichten eines Triebzuges in verschiedenen Betriebszuständen gemäß Ausführungsformen der Erfindung. -
Figuren 2a bis 2c zeigen schematische Ansichten eines Triebzuges in verschiedenen Betriebszuständen gemäß Ausführungsformen der Erfindung. -
Figuren 3a bis 3c zeigen schematische Ansichten eines Triebzuges als Vergleichsbeispiel.
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FIGS. 1a to 1f show schematic views of a train in various operating states according to embodiments of the invention. -
FIGS. 2a to 2c show schematic views of a train in various operating states according to embodiments of the invention. -
FIGS. 3a to 3c show schematic views of a trainset as a comparative example.
Nachfolgend wird eine Antriebsanordnung für einen Triebzug mit mindestens drei Wagen beschrieben. Die folgenden Beispiele beziehen sich alle der besseren Vergleichbarkeit wegen auf einen Triebzug mit genau drei Wagen. Der Fachmann wird jedoch verstehen, dass Ausführungsformen der Erfindung nicht darauf beschränkt sind. Wie im Folgenden erläutert wird, kann durch die erfindungsgemäße Anordnung eine gleichmäßige Kräfteverteilung an den und über die Kupplungen des Triebzuges sowohl während des Betriebes als auch während eines Ausfallszenarios realisiert werden.Hereinafter, a drive arrangement for a train with at least three cars will be described. The following examples are all for better comparability due to a train with exactly three cars. However, it will be understood by those skilled in the art that embodiments of the invention are not limited thereto. As will be explained below, the inventive arrangement can uniform distribution of forces are realized on and over the couplings of the train both during operation and during a breakdown scenario.
Die folgende Beschreibung betrachtet dabei die Kräfteverteilung unterschiedlicher Antriebsanordnungen gemäß Ausführungsformen der Erfindung im Vergleich zu einem Vergleichsbeispiel. Insbesondere werden die Anordnungen im Hinblick auf die über die Wagenübergangskupplungen zu übertragenden Zugkräfte untersucht. Basis der Betrachtung ist ein Triebzug mit drei Wagen.The following description considers the distribution of forces of different drive arrangements according to embodiments of the invention in comparison to a comparative example. In particular, the arrangements are examined with regard to the tensile forces to be transmitted via the inter-vehicle couplings. Basis of the consideration is a train with three cars.
Aus Vereinfachungsgründen wird in der folgenden Beschreibung angenommen, dass alle Wagen des beschriebenen Triebzuges eine identische Masse m aufweisen. Es gilt somit m1 = m2 = m3 = m . Weiterhin wird angenommen, dass die Wagenübergangskupplungen starr sind, also weder über Feder- noch Dämpfungselemente verfügen. Da es sich bei nicht starren Ankopplungen um Feder-Masse-Dämpfungssysteme handelt, kann es ggf. bei Resonanzfällen zu Kraftüberhöhungen in den Kupplungen kommen, was hier jedoch nicht weiter betrachtet werden soll.For reasons of simplification, it is assumed in the following description that all cars of the described multiple unit have an identical mass m . Thus, m 1 = m 2 = m 3 = m . Furthermore, it is assumed that the car transfer clutches are rigid, so have neither spring nor damping elements. Since it is not rigid couplings to spring-mass damping systems, it may possibly come at resonance cases to force peaks in the clutches, but this should not be considered further.
Außerdem werden in der folgenden Betrachtung nur die Beträge der Kräfte betrachtet, da es an dieser Stelle uninteressant ist, ob es sich um Zug- oder Schubkräfte handelt. Ein Wert von 100% ergibt sich dabei genau dann, wenn alle Antriebsanlagen vorhanden und in Betrieb sind und keine äußeren Einflüsse wie z.B. Schlupf wirken. Dies ist das Bezugsmaß für alle Betrachtungen, um eine Vergleichbarkeit der Aussagen zu erhalten.Moreover, in the following analysis, only the amounts of the forces are considered, as it is of no interest at this point whether they are tensile or shear forces. A value of 100% results if and only if all drive systems are present and in operation and no external influences such. Slip act. This is the reference measure for all considerations in order to obtain a comparability of the statements.
Gemäß Ausführungsformen der Erfindung weisen die Triebzüge ein erstes Drehgestell und ein letztes Drehgestell entlang des Triebzuges auf. In den
In den
In den
In
In
Daraus folgt, dass bei der Anordnung gemäß Ausführungsformen der Erfindung, die einen drehgestellselektiven Antrieb bereitstellt, über die Wagenübergangskupplungen maximal 25% Zugkraft, bezogen auf die ursprüngliche Antriebsleistung, übertragen werden. Dies entspricht einer ausreichend gleichmäßigen Kraftverteilung über die Kupplungen, wie man im Folgenden sehen wird.It follows that in the arrangement according to embodiments of the invention, which provides a bogie-selective drive, via the carriage transition clutches a maximum of 25% tensile force, based on the original drive power, are transmitted. This corresponds to a sufficiently uniform force distribution over the clutches, as will be seen below.
Die
Daraus folgt, dass bei der Anordnung gemäß Ausführungsformen der Erfindung, die einen Gruppenantrieb für jeweils zwei zu einer gemeinsamen Wagenübergangskupplung unmittelbar benachbarte Drehgestelle bereitstellt, über die Wagenübergangskupplungen maximal 25% Zugkraft, bezogen auf die ursprüngliche Gesamtzugkraft, bei Ausfall eines Gruppenantriebs übertragen werden. Auch dies entspricht einer ausreichend gleichmäßigen Verteilung der Kräfte auf die Kupplungen, wie im folgenden Vergleich mit einem Vergleichsbeispiel gezeigt wird.It follows that in the arrangement according to embodiments of the invention, which provides a group drive for each two to a common car transfer clutch immediately adjacent bogies, over the carriage transition clutches a maximum of 25% tensile force, based on the original total traction, are transmitted in case of failure of a group drive. This also corresponds to a sufficiently uniform distribution of the forces on the couplings, as shown in the following comparison with a comparative example.
Das Vergleichsbeispiel zur Verdeutlichung des Effekts, der durch Ausführungsformen der Erfindung erzielt werden kann, ist in den
In
In
Im Vergleich lässt sich daher sagen, dass bei der Anordnung der Antriebsanlagen in den Endwagen als Gruppenantrieb - wie im Vergleichsbeispiel der
Bei drehgestellselektivem Antrieb, aufgeteilt auf alle Wagen des Zuges - wie in der Ausführungsform der
Außerdem bietet die Ausführungsform der
Zu beachten ist dabei, dass bei einem Schlupf, beispielsweise des führenden Rades eines Drehgestells, typischerweise die gesamte Antriebsgruppe abgeregelt wird. Im Fall eines Gruppenantriebs gemäß den
Wenngleich hierin spezifische Ausführungsformen dargestellt und beschrieben worden sind, liegt es im Rahmen der vorliegenden Erfindung, die gezeigten Ausführungsformen geeignet zu modifizieren, ohne vom Schutzbereich der vorliegenden Erfindung abzuweichen. Die nachfolgenden Ansprüche stellen einen ersten, nicht bindenden Versuch dar, die Erfindung allgemein zu definieren.While specific embodiments have been illustrated and described herein, it is within the scope of the present invention to properly modify the illustrated embodiments without departing from the scope of the present invention. The following claims are a first, non-binding attempt to broadly define the invention.
- 100100
- TriebzugMultiple Unit
- 110110
- erster Wagenfirst car
- 111111
- Drehgestellbogie
- 112112
- Drehgestellbogie
- 120120
- zweiter Wagensecond car
- 121121
- Drehgestellbogie
- 122122
- Drehgestellbogie
- 130130
- dritter Wagenthird car
- 131131
- Drehgestellbogie
- 132132
- Drehgestellbogie
- 135135
- Achseaxis
- 136136
- Achseaxis
- 200200
- TriebzugMultiple Unit
- 210210
- erster Wagenfirst car
- 211211
- Drehgestellbogie
- 212212
- Drehgestellbogie
- 220220
- zweiter Wagensecond car
- 221221
- Drehgestellbogie
- 222222
- Drehgestellbogie
- 230230
- dritter Wagenthird car
- 231231
- Drehgestellbogie
- 232232
- Drehgestellbogie
- 300300
- TriebzugMultiple Unit
- 310310
- erster Wagenfirst car
- 311311
- Drehgestellbogie
- 312312
- Drehgestellbogie
- 320320
- zweiter Wagensecond car
- 321321
- Drehgestellbogie
- 322322
- Drehgestellbogie
- 330330
- dritter Wagenthird car
- 331331
- Drehgestellbogie
- 332332
- Drehgestellbogie
Claims (8)
- A multiple-unit train (100; 200) with- at least three cars connected by couplings (110, 120, 130; 210, 220, 230),- which each have their two own bogies (111, 112, 121, 122, 131, 132; 211, 212, 221, 222, 231, 232),- the multiple unit comprising a first bogie (111; 211) and a last bogie (132; 232) in the direction along the multiple unit,characterized in that all bogies of the multiple-unit train except the first bogie (111; 211) and the last bogie (132; 232) are powered.
- The multiple-unit train according to claim 1, wherein the powered bogies (112; 121, 122; 131; 212; 221, 222; 231) of the multiple-unit train (100; 200) are driven selectively.
- The multiple-unit train according to claim 2, wherein for each drive of a powered bogie (112; 121, 122; 131; 212; 221, 222; 231) an inverter is associated with.
- The multiple-unit train according to claim 1, wherein the respective two of the powered bogies (112, 121; 122, 131; 212, 221; 222, 231), which are arranged in the direction along the multiple-unit train adjacent before and after a coupling connecting two carriages (110; 120; 130; 210; 220; 230), form a drive group.
- The multiple-unit train according to claim 4, wherein one inverter is assigned to the two bogies combined to form a drive group.
- The multiple unit train according to one of the preceding claims, wherein each of the bogies (111, 112; 121, 122; 131, 132; 211, 212; 221, 222; 231, 232;) comprise two axles, and wherein the powered bogies (112; 121; 122; 131; 212; 221, 222; 231) comprise two powered axles.
- The multiple unit according to any of claims 2 to 6, wherein the multiple unit train (100; 200) is configured such that the multiple unit train in enable to continue to operate in the event of failure of a drive or a drive group.
- The multiple-unit train according to claim 7, wherein couplings of the multiple-unit train are configured such that the multiple-unit train can continue to operate in the event of failure of one drive or one drive group.
Applications Claiming Priority (2)
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DE102013108588.1A DE102013108588A1 (en) | 2013-08-08 | 2013-08-08 | Railcar with powered bogies |
PCT/EP2014/067117 WO2015018934A1 (en) | 2013-08-08 | 2014-08-08 | Motor train set having driven bogies |
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Publication Number | Publication Date |
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EP3030469A1 EP3030469A1 (en) | 2016-06-15 |
EP3030469B1 true EP3030469B1 (en) | 2019-12-11 |
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EP14749837.2A Active EP3030469B1 (en) | 2013-08-08 | 2014-08-08 | Motor train set having driven bogies |
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EP (1) | EP3030469B1 (en) |
DE (1) | DE102013108588A1 (en) |
WO (1) | WO2015018934A1 (en) |
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CN105539455A (en) * | 2015-12-17 | 2016-05-04 | 唐山轨道客车有限责任公司 | Motor train units capable of being organized into groups |
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EP3030469A1 (en) | 2016-06-15 |
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