IL197666A - Rail vehicle with a drive unit - Google Patents

Abstract

Disclosed is an electric drive rail vehicle with a rail body (102) which is supported on a first wheel unit (103.1) and a second wheel unit (103.2) separated therefrom along the rail body (102) longitudinal axis, and an electrical drive unit (104) which drives the first wheel unit (103.1) and the second wheel unit (103.2), wherein the drive unit (104) has at least a first transformer unit (105.1) and a first current converter unit (106.1) assigned thereto, which are both arranged in the rail body (102). Furthermore, the first transformer unit (105.1) and the first current converter unit (106.1) are functionally and spatially assigned to the first wheel unit (103.1), and the drive unit (104) has a second transformer unit (105.2) and second current converter (106.2) assigned thereto which are functionally and spatially assigned to the second wheel unit (103.2).

Description

Rail vehicle with a drive unit Bombardier Transportation GmbH C. 191836 July B, 2009 Rail vehicle with a drive device The present invention relates to a rail vehicle with a wagon body, which is supported on a first wheel unit and a second wheel unit spaced apart therefrom along the wagon body longitudinal axis, and an electrical drive device which drives the first wheel unit and the second wheel unit, wherein the drive device has at least a first transformer unit and a first current converter unit allocated to it, which are arranged in the wagon body.

With conventional rail vehicles of this type, the principle is known of both wheel units (wheel sets, wheel pairs, or bogies) being driven by a drive device, while components are arranged distributed in or on the wagon body. Thus, for example, with rail vehicles from the BR 445 series from Deutsche Bahn AG, a common transformer for both motorised bogies is arranged in the middle on the rear end of the wagon. Furthermore, with vehicles of the RABe 514 series from SBB (Swiss Federal Railways) an arrangement is provided with two transformers at one end of the wagon and an arrangement of two current converters at the other end of the wagon. Finally, with the vehicles TER 2 NG / X 40 from Alstom SA, FR, an arrangement is provided with one or two transformers at one wagon end and a current converter module in the roof space at the other wagon end.

A disadvantage with all these known vehicles is that comparatively large expenditure is required for cabling, i.e. the electrical connection, between the transformers and the current converters, as well as between the current converters and the drive motors driving the wheel units.

In addition, in part an unfavourable mass distribution in the vehicle results, which, as the case may be, must be compensated for by appropriate trimming of the vehicle by means of additional ballast. As a result, the vehicle on the one hand becomes heavier and more expensive and, on the other hand, under certain circumstances its transport capacity is also restricted.

With double-deck vehicles in particular, with the arrangement of components of the drive device in the area of the roof, there is also a reduction in seating capacity due to the unfavourable concept of steps caused by the components in the roof area.

Finally, with vehicles with transformers arranged in the middle in the transverse direction of the vehicle (see, for example, the series BR 445 referred to above), restricted passenger movement flow and restricted passenger comfort result.

The present invention is therefore based on the object of providing a rail vehicle of the type referred to initially, which does not have the disadvantages described above, or at least only to a perceptibly reduced degree, and in particular enables high transport capacity and a high degree of passenger comfort with simple and economical manufacture.

The present invention resolves this object on the basis of a rail vehicle, in accordance with the preamble to Claim 1 , by way of the features given in the characterising part of Claim 1.

The present invention is based on the technical teaching that high transport capacity and a high degree of passenger comfort of the rail vehicle are achieved, with simple and economical manufacture of the rail vehicle, if the first transformer unit and the first current converter unit are functionally and spatially allocated to the first wheel unit and the drive device comprises a second transformer unit and a second current converter unit allocated to it, which are functionally and spatially allocated to the second wheel unit.

Due to the functional and spatial allocation of the individual transformer unit and the current converter unit belonging to it, to the relevant wheel unit which is to be driven, it is possible on the one hand to achieve a particularly simple and economical electrical connection between the components allocated to one another with short line paths, in particular the high power lines. In addition, by means of the paired spatial allocation of the transformer units and the current converter units to the wheel units which are to be driven, a favourable and balanced mass distribution in the vehicle can be achieved without additional ballast for trimming being required. The transformer unit and the current converter unit belonging to it can also be arranged in such a manner and KA/sv 061466WO 08 July 2009 without any problem so that the transport capacity, passenger comfort and, in particular, passenger movement flow are impeded comparatively little.

The transformer units and the current converter units allocated to them in each case can in principle be arranged in the wagon body in any suitable manner which may be desired. Preferably, provision is made for the wagon body to have a first longitudinal side and a second longitudinal side, and the first transformer unit is arranged in the area of the first longitudinal side of the wagon body and the first current converter unit is arranged in the area of the second longitudinal side of the wagon body, while the second transformer unit is arranged in the area of the second longitudinal side of the wagon body and the second current converter unit is arranged in the area of the first longitudinal side of the wagon body. As a result of this diagonally opposed or crosswise arrangement of the transformer units and the current converter units, a favourable, uniform mass distribution in the vehicle can be achieved in a particularly simple manner.

Preferably, at least one of the transformer units and the current converter unit allocated to it are arranged in separate spaces of the wagon body, as a result of which a greater degree of freedom of design can be achieved for the interior arrangement of the wagon body, in particular the arrangement of corridors, steps, ramps, seats, etc. This makes it possible to achieve an increase in passenger comfort and an improvement in passenger flow within the vehicle.

Preferably, additional equipment, in particular additional electrical equipment, is spatially allocated to the current converter unit, wherein the additional equipment is preferably arranged in the spatial area of the current converter unit. As a result, a particularly advantageous mass distribution can be achieved in the vehicle. For example, as a rule the current converter unit weighs less than the transformer unit. This difference can, at least to a large extent, be compensated for by the additional equipment.

The transformer units and the current converter units allocated to them can in principle be arranged at any desirable suitable place in the area of the wheel unit which is to be driven and to which they are allocated. Preferably, at least one of the transformer units and the current converter unit allocated to it are arranged in an end area of the wagon A sv Q61466WO 08 July 2009 body. This is advantageous in particular with double- deck rail vehicles, since this enables a favourable arrangement of the access ays to both the levels.

A particularly good passenger movement flow results if at least one of the transformer units and the current converter unit allocated to it are separated by a passageway of the wagon body provided for passengers. With double-deck vehicles, in particular, with this arrangement only very minor restrictions result for the arrangement of the accessways to the passenger area of the wagon body.

The present invention can be put into effect in connection with any desired wagon body types. As already mentioned, it is particularly advantageous if the wagon body is designed as a double-deck wagon body.

Other preferred embodiments of the invention result from the dependent claims and the following description of preferred exemplary embodiments which refers to the appended drawings. These show: Figure 1 A diagrammatic side view of a preferred embodiment of the rail vehicle according to the invention; Figure 2 A diagrammatic section through the rail vehicle from Figure 1 along the line ll-ll Figures 1 and 2 show diagrammatic representations of a rail vehicle 101 according to the invention. The rail vehicle 101 comprises a double deck wagon body 102, which is supported in the area of both its ends on two wheel units in the form of motor bogies 103.1 and 103.2.

The driven wheel sets of the bogies 103.1 and 103.2 are driven by means of an electrical drive device 104. The drive device 104 comprises for this purpose, in addition to the drive motors of the bogies 103.1 and 103.2, not represented in the figures for reasons of better overview, a first transformer unit 105.1 and a first current converter unit 106.1 allocated to it, which are spatially and functionally allocated to the first bogie 103.1 , and accordingly supply the drive motors of the first bogie 103.1 with energy.

KA/SV 061466WO 08 July 2009 The first transformer unit 105.1 and the first current converter unit 106.1 allocated to it are located at one end of the wagon body 02 in two separate cabinets 102.1 and 102.2 of the wagon body 102. The two cabinets 102.1 and 102.2 are separated in this case by a middle passageway 107.1 , by means of which passengers can, as appropriate, move into an adjacent wagon in the vehicle combination.

The two cabinets 102.1 and 102.2 are approximately the same size. Because the first current converter unit 106.1 requires less structural space than the first transformer unit 105.1 , further additional equipment 104.1 is arranged in the cabinet 102.2.

The drive device 104 further comprises a second transformer unit 105.2 and a second current converter unit 106.2 allocated to it, which are spatially and functionally allocated to the second bogie 103.2, and accordingly supply the drive motors of the second bogie 103.2 with energy.

The second transformer unit 105.2 and the second current converter unit 106.2 allocated to it are likewise accommodated at the other end of the wagon body 102 in two separate cabinets 102.3 and 102.4 of the wagon body 102. The two cabinets 102.3 and 102.4 are in this case likewise separated by a middle passageway 107.2, by means of which passengers can, if appropriate, move into an adjacent wagon in the vehicle combination.

The two cabinets 102.3 and 102.4 likewise are approximately the same size, such that further additional devices 104.2 can be arranged in the cabinet 102.4 of the second current converter unit 106.2.

Due to the functional and spatial allocation of the individual transformer units 105.1 and 105.2, respectively, and the current converter units 106.1 and 106.2, respectively, allocated to them, to the relevant wheel units 103.1 and 103.2, respectively, which are to be driven, it is possible on the one hand to achieve a particularly simple and economical electrical connection between the components 105.1 and 106.1 and 105.2 and 106.2, respectively, allocated to one another with short line paths.

In addition to this, the paired, spatial allocation of the transformer units 105.1 and 105.2 respectively and of the current converter units 106.1 and 106.2 respectively to the KAtev 061 66WO 08 July 2009 wheel units 103.1 and 103.2, respectively, which are to be driven, achieves a favourable and balanced mass distribution in the vehicle without additional ballast for trimming being required.

The accommodation of the transformer units 105.1 , 105.2 and the current converter units 106.1 , 106.2 in the side cabinets 102.1 to 102.4 is space-saving and allows a comparativeiy high degree of flexibility in the design of the passenger area 102.5 of the wagon body 102. In particular, a greater degree of freedom of design is achieved for the interior of the wagon body, in particular the arrangement of the steps 08.1, 108.2 to both levels. The transport capacity, passenger comfort, and in particular the passenger movement flow are comparatively little impeded by this.

As can be seen from the figures, the first transformer unit 105.1 is arranged in the area of the first longitudinal side.,, 02.6 of the wagon body 102 and the first current converter unit 106 is arranged in the area of the second longitudinal side 102.7 of the wagon body 102. By contrast, the second transformer unit 105.2 is arranged in the area of the second longitudinal side 102.7 of the wagon body 102 and the second current converter unit 106.2 is arranged in the area of the first longitudinal side 102.6 of the wagon body 102. Due to this diagonally opposed or cross-wise arrangement of the transformer units 105.1, 105.2 and of the current converter units 106.1 , 106.2, favourable, balanced mass distribution can be achieved in the vehicle 101 in a particularly simple manner. Thus, balanced moment relationships already result by means of this arrangement about the longitudinal axis and the transverse axis of the wagon body 102.

A further torque compensation in respect of the torsion of the wagon body 102 is achieved by means of the additional equipment 104.1 and 104.2, which can at least to a large extent compensate for the mass difference between the lighter current converter units 106.1 and 106.2, respectively, and the heavier transformer units 105.1 and 105.2, respectively.

The present invention has been described heretofore on the basis of an example of a double-deck vehicle. It is understood, however, that the invention can also be used in connection with single-deck vehicles. It is furthermore understood that the invention can be used irrespective of the type of energy supply to the vehicle, i.e. both with KA¾ 061 66WO 08 July 2009 purely electrically driven vehicles (supply via a catenary wire or the like) vehicles with a combined drive concept (such as a Diesel-electric drive) KA/sv 061466WO 08 July 2009

Claims (1)

1. July 2009 Claims Rail vehicle with a wagon body which is supported on a first wheel unit and a second wheel unit spaced apart therefrom along the wagon body axis and an electrical drive device which drives the first wheel and the second wheel unit 2Vwherein the drive device has at least a first transformer unit and a first current converter allocated to which are arranged in the wagon body characterised in that the first transformer unit the first current converter unit are functionally and spatially allocated to the first wheel unit the drive device prises a second transformer unit and a second current converter unit allocated to which are functionally and spatially allocated to the second wheel unit Rail vehicle according to Claim characterised in that the wagon has a first longitudinal side and a second longitudinal side and the first transformer unit is arranged in the area of the first longitudinal side of the wagon body the first current converter unit is arranged in the area of the second longitudinal side of the wagon body the second transformer unit is arranged in the area of the second longitudinal side the wagon body and the second current converter unit is arranged in the area of the first longitudinal side of the wagon body Rail vehicle according to Claim 1 or characterised in that at least one the transformer units and the current converter unit allocated to it are arranged in separate spaces of the wagon body Rail vehicle according to Claim characterised in that additional equipment especially additional electrical is spatially allocated to the current converter unit the additional equipment is arranged in particular in the spatial area the current converter unit Rail vehicle according to any one of the preceding characterised in that at least one of the transformer units the current converter unit allocated to it are arranged in an end area of the wagon body Rail vehicle according to any one of the preceding characterised in that at least one of the transformer units and the current converter unit allocated to it are separated by a passageway of the wagon body provided for Rail vehicle according to any one of the preceding characterised in that the wagon body designed as a wagon For the Applicants QNHOLD COHN AND By A sv 08 July 2009 insufficientOCRQuality