US20120216703A1 - Overlong Coach Body for Railway Vehicles and Train Set Composed of Such Coach Bodies - Google Patents

Overlong Coach Body for Railway Vehicles and Train Set Composed of Such Coach Bodies Download PDF

Info

Publication number
US20120216703A1
US20120216703A1 US13/036,324 US201113036324A US2012216703A1 US 20120216703 A1 US20120216703 A1 US 20120216703A1 US 201113036324 A US201113036324 A US 201113036324A US 2012216703 A1 US2012216703 A1 US 2012216703A1
Authority
US
United States
Prior art keywords
coach
coach body
side walls
bodies
height
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.)
Abandoned
Application number
US13/036,324
Inventor
Jens Cuylen
Roger Gansekow
Edzard Lübben
Martin Offer
Andreas Schaefer-Enkeler
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 AG
Original Assignee
Siemens AG
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
Application filed by Siemens AG filed Critical Siemens AG
Priority to US13/036,324 priority Critical patent/US20120216703A1/en
Assigned to SIEMENS AKTIENGESELLSCHAFT reassignment SIEMENS AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SCHAEFER-ENKELER, ANDREAS, Gansekow, Roger, LUEBBEN, EDZARD, Offer, Martin, Cuylen, Jens
Publication of US20120216703A1 publication Critical patent/US20120216703A1/en
Abandoned legal-status Critical Current

Links

Images

Classifications

    • 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
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/08—Sides
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the invention relates to a coach body for a multiple-unit railway vehicle having two bogies at each end and to a train set composed of such coach bodies.
  • this object is achieved by a coach body for a multiple-unit railway vehicle having two bogies at each end, the coach body having a length of at least 27.5 m and side walls of the coach body being developed such that, with a maximum outside width in the center of the coach of 2.86 m at the height of the seat arms, an inside width of at least 2.6 m is achieved for the greatest part of the coach length (in excess of 50%, preferably in excess of 80%).
  • the coach body having a length of at least 27.5 m, it is possible to assemble, in particular, a TSI high speed train from seven coach bodies, such that overall a train with a length of approximately 200 m is created. This means that, compared to the prior art, one coach body and consequently one coach-to-coach connection is omitted, such that available area advantages within the order of magnitude of approximately 5% can be produced.
  • a side wall construction that is optimized at least at the height of the seat arm rest with reference to the thickness and the contour and is less than 150 mm, preferably less than 100 mm, and nevertheless complies with all characteristics for coach body strength, heat insulation, air conditioning, etc.
  • One feature of such a side wall construction can be in a bowed realization of the outside contour. This has the advantage that a stipulated clearance profile can be utilized in an optimum manner. In particular, a degree of comfort necessary for the passengers can also be achieved at the height of the arm rests of passenger seats. However, even with planar side walls, it is possible to provide the concept with a slightly reduced inside width.
  • a further feature can be an optimized inside contour.
  • the inside surface of the side wall, in this case, is drawn in (hollowed out) at the height of the arm rests and just above and consequently additional space for the arms of the passengers is created at the relevant height region.
  • indentations are usefully realized in the region of the end of the coach, that is to say the side walls to the end walls are drawn towards the coach interior. These are realized such that where doors are present they only begin at the door pillar.
  • each coach of the railway vehicle is realized in accordance with a coach body of the aforedescribed type.
  • the railway vehicle is advantageous for the railway vehicle to comprise seven coach bodies.
  • FIG. 1 shows a cross-sectional view of a coach body for a railway vehicle
  • FIG. 2 shows a schematically graphic representation of an admissible half coach body width as a function of a location along a longitudinal axis of a coach body.
  • a coach body W includes side walls SR and SL that in this case are bowed for a railway vehicle.
  • a maximum coach body width is approximately at the height of mill rests A that belong to passenger seats F.
  • the graphic representation in FIG. 2 shows (top line) an admissible half width of the coach body W in FIG. 1 as a function of a location along a longitudinal axis of a coach. In this case, a zero point is established through the center of one of the bogies.
  • the outline of the coach body W is represented by the punctuated line and the position of the center of the bogies by the dot-dash line.
  • a coach body with a width of 2 . 85 m is shown in FIG. 2 in the form of a rectangle. This width is maintained over almost the entire length of the coach body.
  • the side wall SR extends inward in the direction of associated end sides in order to ensure maintaining the profile boundary line. In other words: In the region of overhangs, i.e. those parts of the coach body that protrude beyond the running gear, the side wall SR extends inward at an angle.
  • FIG. 2 also shows the position of door regions TV, TH. These are in the region of the overhangs, i.e. the side walls SR, SL extend at an angle here. Entrance doors of the coach body W are located in the door regions TH, TV.
  • the individual coach bodies W are provided with couplings and coach-to-coach connections that have been lengthened compared to those of a shorter standard coach in order to cope with the greater transverse movements caused on account of the larger coach body overhangs.
  • Said retractable step should have an extendable width of approximately 0.25 m and is able to avoid a collision with the platform by means of sensor technology.
  • TTI PRM the appropriate specification can be found in “TSI PRM” and standard “UIC505”.
  • the coach body W explained by way of FIGS. 1 and 2 includes the following characteristic data: coach length: 27.95 m; bogie distance between centers: 19.5 m.
  • a TSI high speed train can be formed from the coach body W realized in this manner, seven such coach bodies W being assembled to form one train. Characteristics of such a train are: coach-to-coach connection length: 0.8 m; number of coach-to-coach connections: 6; aerodynamic elongation of head carriage: 0.775 m; number of elongations: 2. This produces an overall length of 202 m.
  • the thickness of the side walls SR, SL at the height of the arm rests (A) is less than 100 mm.
  • the thickness of the side walls SR, SL in the region lying above and below this can be greater.
  • the maximum outside width of the coach body in the longitudinal center of the coach is 2.852 m. All in all, it is advantageous for maintaining the abovementioned standard if the coach body width does not exceed the value of 2.86 m.
  • the coach body (W) designed in this manner ensures an inside width of at least 2600 mm, it also being possible for the value of 2650 mm to be exceeded.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

A coach body for a multiple-unit railway vehicle is provided. The coach body includes two bogies at each end. The coach body has a length of at least 27.5 m and side walls of the coach body are designed such that, a maximum outside width in the longitudinal center of the coach being 2.86 m at the height of seat rests, an inside width of at least 2.6 m is achieved for the greatest part of the coach length.

Description

    FIELD OF INVENTION
  • The invention relates to a coach body for a multiple-unit railway vehicle having two bogies at each end and to a train set composed of such coach bodies.
    • BACKGROUND OF INVENTION
  • In the development of multiple-unit railway vehicles, in particular also train sets, maximizing an available area for seats as well as for passenger comfort is to the fore. For the example of a so-called “TSI train” with a length of approximately 200 m, up to now either coach bodies with a length of approximately 25 m have been used, which means that said train could be composed of eight such coach bodies, or the train has been realized as an eleven-unit articulated train with coach bodies with an approximate length of 17.5 m.
  • It is generally assumed in the development of coach bodies that an increase in the length of the coach body beyond approximately 25 m involves a marked increase in difficulties in maintaining stipulated clearance profiles in conjunction with appropriate inside widths. This is why realizing coach bodies with lengths in excess of approximately 27.1 m has, up to now, been disregarded.
    • SUMMARY OF INVENTION
  • It is an object of the invention to provide a coach body where a larger useful area is made available, in particular in the case of TSI high speed trains, along with a train composed of such coach bodies.
  • With regard to the coach body, this object is achieved by a coach body for a multiple-unit railway vehicle having two bogies at each end, the coach body having a length of at least 27.5 m and side walls of the coach body being developed such that, with a maximum outside width in the center of the coach of 2.86 m at the height of the seat arms, an inside width of at least 2.6 m is achieved for the greatest part of the coach length (in excess of 50%, preferably in excess of 80%).
  • By the coach body having a length of at least 27.5 m, it is possible to assemble, in particular, a TSI high speed train from seven coach bodies, such that overall a train with a length of approximately 200 m is created. This means that, compared to the prior art, one coach body and consequently one coach-to-coach connection is omitted, such that available area advantages within the order of magnitude of approximately 5% can be produced.
  • One particular challenge is nevertheless to achieve appropriate inside widths whilst taking into account the profile stipulated in accordance with UIC leaflet 505-1. The extending of the coach body results, with corresponding enlargement of the bogie distance between centers, in a reduction in the maximum outside width in the longitudinal center of the coach to less than 2.86 m, preferably 2.852 m. To achieve good interior comfort, in particular with 2+2 seating, a minimum inside width at the height of the arm rests of between 2.600 and 2650 mm must be obtained. In order to realize this, it is advantageous to use a side wall construction that is optimized at least at the height of the seat arm rest with reference to the thickness and the contour and is less than 150 mm, preferably less than 100 mm, and nevertheless complies with all characteristics for coach body strength, heat insulation, air conditioning, etc.
  • One feature of such a side wall construction can be in a bowed realization of the outside contour. This has the advantage that a stipulated clearance profile can be utilized in an optimum manner. In particular, a degree of comfort necessary for the passengers can also be achieved at the height of the arm rests of passenger seats. However, even with planar side walls, it is possible to provide the concept with a slightly reduced inside width.
  • A further feature can be an optimized inside contour. The inside surface of the side wall, in this case, is drawn in (hollowed out) at the height of the arm rests and just above and consequently additional space for the arms of the passengers is created at the relevant height region.
  • With regard to the optimum utilization of the profile stipulated by guideline UIC505-1, indentations are usefully realized in the region of the end of the coach, that is to say the side walls to the end walls are drawn towards the coach interior. These are realized such that where doors are present they only begin at the door pillar.
  • The abovementioned object with regard to the multiple-unit railway vehicle is achieved in that each coach of the railway vehicle is realized in accordance with a coach body of the aforedescribed type. To assemble a TSI 200 m train for high speed purposes, it is advantageous for the railway vehicle to comprise seven coach bodies.
    • BRIEF DESCRIPTION OF THE DRAWINGS
  • Exemplary embodiments of the invention are explained below with reference to the drawings, in which, in detail:
  • FIG. 1 shows a cross-sectional view of a coach body for a railway vehicle and
  • FIG. 2 shows a schematically graphic representation of an admissible half coach body width as a function of a location along a longitudinal axis of a coach body.
    •  DETAILED DESCRIPTION OF INVENTION
  • As can be seen in FIG. 1, a coach body W includes side walls SR and SL that in this case are bowed for a railway vehicle. In this case, a maximum coach body width is approximately at the height of mill rests A that belong to passenger seats F.
  • The bowed design of the side walls SR, SL ensures that a profile stipulated in accordance with guideline UIC505-1 can be utilized in an optimum manner. A planar side wall contour that could be proposed as an alternative would be linked to a further reduced wall thickness.
  • The graphic representation in FIG. 2 shows (top line) an admissible half width of the coach body W in FIG. 1 as a function of a location along a longitudinal axis of a coach. In this case, a zero point is established through the center of one of the bogies. In FIG. 2, the outline of the coach body W is represented by the punctuated line and the position of the center of the bogies by the dot-dash line. As a reference, a coach body with a width of 2.85 m is shown in FIG. 2 in the form of a rectangle. This width is maintained over almost the entire length of the coach body. At the coach ends, the side wall SR extends inward in the direction of associated end sides in order to ensure maintaining the profile boundary line. In other words: In the region of overhangs, i.e. those parts of the coach body that protrude beyond the running gear, the side wall SR extends inward at an angle.
  • FIG. 2 also shows the position of door regions TV, TH. These are in the region of the overhangs, i.e. the side walls SR, SL extend at an angle here. Entrance doors of the coach body W are located in the door regions TH, TV.
  • The individual coach bodies W are provided with couplings and coach-to-coach connections that have been lengthened compared to those of a shorter standard coach in order to cope with the greater transverse movements caused on account of the larger coach body overhangs.
  • As the coach body W is narrower compared to known coach bodies, it seems sensible to overcome a gap between the coach body W and a platform by means of a retractable step (or a folding step). Said retractable step should have an extendable width of approximately 0.25 m and is able to avoid a collision with the platform by means of sensor technology. For the dimension of the retractable step, the appropriate specification can be found in “TSI PRM” and standard “UIC505”.
  • The coach body W explained by way of FIGS. 1 and 2 includes the following characteristic data: coach length: 27.95 m; bogie distance between centers: 19.5 m.
  • A TSI high speed train can be formed from the coach body W realized in this manner, seven such coach bodies W being assembled to form one train. Characteristics of such a train are: coach-to-coach connection length: 0.8 m; number of coach-to-coach connections: 6; aerodynamic elongation of head carriage: 0.775 m; number of elongations: 2. This produces an overall length of 202 m.
  • The thickness of the side walls SR, SL at the height of the arm rests (A) is less than 100 mm. The thickness of the side walls SR, SL in the region lying above and below this can be greater. Depending on measures taken elsewhere, it can also be sufficient for the side wall thickness at the height of the arm rests A to be less than 150 mm.
  • In the exemplary embodiment represented, the maximum outside width of the coach body in the longitudinal center of the coach is 2.852 m. All in all, it is advantageous for maintaining the abovementioned standard if the coach body width does not exceed the value of 2.86 m.
  • The coach body (W) designed in this manner ensures an inside width of at least 2600 mm, it also being possible for the value of 2650 mm to be exceeded.

Claims (9)

1. A coach body for a multiple-unit railway vehicle, comprising:
two bogies at each end,
wherein the coach body has a length of at least 27.5 m,
wherein a maximum outside width in a longitudinal center of the coach is 2.86 m, and
wherein side walls of the coach body are designed such that an inside width of at least 2.6 m is achieved for the greatest part of the coach length at a height of seat arm rests.
2. The coach body as claimed in claim 1, wherein a thickness of the side walls at the height of the seat arm rests is less that 150 mm.
3. The coach body as claimed in claim 2, wherein the thickness of the side walls at the height of the seat arm rests is less than 100 mm.
4. The coach body as claimed in claim 1, wherein the side walls in door regions are drawn in towards the end of the coach.
5. The coach body as claimed in claim 1, wherein the side walls are bowed.
6. The coach body as claimed in claim 1, wherein the side walls are drawn in on an inside at the height of the arm rests such that a width of the coach interior is greater than in the region of the side walls of the coach body lying below and above the region.
7. The coach body as claimed in claim 1, wherein door regions are provided with retractable steps.
8. A multiple-unit railway vehicle, comprising:
a plurality of coach bodies,
each coach body being designed as claimed in claim 1.
9. The multiple-unit railway vehicle as claimed in claim , wherein said railway vehicle comprises seven coach bodies.
US13/036,324 2011-02-28 2011-02-28 Overlong Coach Body for Railway Vehicles and Train Set Composed of Such Coach Bodies Abandoned US20120216703A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US13/036,324 US20120216703A1 (en) 2011-02-28 2011-02-28 Overlong Coach Body for Railway Vehicles and Train Set Composed of Such Coach Bodies

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US13/036,324 US20120216703A1 (en) 2011-02-28 2011-02-28 Overlong Coach Body for Railway Vehicles and Train Set Composed of Such Coach Bodies

Publications (1)

Publication Number Publication Date
US20120216703A1 true US20120216703A1 (en) 2012-08-30

Family

ID=46718118

Family Applications (1)

Application Number Title Priority Date Filing Date
US13/036,324 Abandoned US20120216703A1 (en) 2011-02-28 2011-02-28 Overlong Coach Body for Railway Vehicles and Train Set Composed of Such Coach Bodies

Country Status (1)

Country Link
US (1) US20120216703A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105667527A (en) * 2015-12-30 2016-06-15 唐山轨道客车有限责任公司 Vehicle body for railway vehicle and railway vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4583466A (en) * 1982-11-08 1986-04-22 Vapor Corporation Step lift for railway cars
US5431111A (en) * 1992-11-27 1995-07-11 Abb Henschel Waggon Union Gmbh Railborne vehicle
US20120024188A1 (en) * 2010-07-29 2012-02-02 Union Pacific Railroad Company Convertible structure for rail car

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4583466A (en) * 1982-11-08 1986-04-22 Vapor Corporation Step lift for railway cars
US5431111A (en) * 1992-11-27 1995-07-11 Abb Henschel Waggon Union Gmbh Railborne vehicle
US20120024188A1 (en) * 2010-07-29 2012-02-02 Union Pacific Railroad Company Convertible structure for rail car

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105667527A (en) * 2015-12-30 2016-06-15 唐山轨道客车有限责任公司 Vehicle body for railway vehicle and railway vehicle

Similar Documents

Publication Publication Date Title
CN112078619B (en) Rail vehicle chassis structure and rail vehicle
US7597052B2 (en) Anticlimber for railroad vehicles
CN105438198A (en) Train body of motor train unit and motor train unit
US20120216703A1 (en) Overlong Coach Body for Railway Vehicles and Train Set Composed of Such Coach Bodies
US20060107865A1 (en) Footplate of gangway and railway car
EP3010774B1 (en) High-speed rail vehicle provided with a streamlined nose
WO2019119501A1 (en) Railway train and compartment thereof
JP6462534B2 (en) Rail vehicle structure
EP2223841B1 (en) Car body with excess length for rail vehicles and motor coach train composed of these vehicles
CN211281021U (en) End part bumper beam and railway vehicle
CN105143010B (en) Modular track vehicle with different in width module
JP6265654B2 (en) Railway vehicle structure
WO2019095523A1 (en) Carriage of double-decker train
JP2017087800A (en) Car body of railway vehicle
US9981670B2 (en) Gangway arrangement, intended to equip a public transport jointed vehicle, in particular a railway vehicle
CN214215794U (en) Rail vehicle chassis structure and rail vehicle
CN109624621A (en) For the interior windscreen component of vehicle and including its vehicle
US20220315067A1 (en) Underframe Boundary Beam Connecting Structure Suitable for Railway Vehicle with Drum-Shaped Vehicle Body
CN109969211B (en) Car end anti-rolling device installation assembly, end wall of railway vehicle and railway vehicle
CN108883780A (en) Rail traction vehicles with top transition element
CN110065509B (en) Car body door corner structure, car body and rail train
EP3272615B1 (en) Vehicle body structure for a railroad vehicle
CN208306405U (en) A kind of seat beam reinforcement structure
RU111823U1 (en) EXTRA LONG WAGON BODY AND MOTOR-WAGON TRAIN CONSTRUCTED FROM IT
EP3296179B1 (en) Railway vehicle provided with ceiling module

Legal Events

Date Code Title Description
AS Assignment

Owner name: SIEMENS AKTIENGESELLSCHAFT, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:CUYLEN, JENS;GANSEKOW, ROGER;LUEBBEN, EDZARD;AND OTHERS;SIGNING DATES FROM 20110220 TO 20110304;REEL/FRAME:026259/0962

STCB Information on status: application discontinuation

Free format text: ABANDONED -- AFTER EXAMINER'S ANSWER OR BOARD OF APPEALS DECISION