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
• • 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 having a car body supported on a first wheel unit and a second wheel unit spaced in the longitudinal direction of the car body and an electric drive device driving the first wheel unit and the second wheel unit, the drive means comprising at least a first transformer unit and an associated first power converter unit, which are arranged in the car body.
• the present invention is therefore based on the object to provide a rail vehicle of the type mentioned, which does not have the abovementioned disadvantages or at least to a much lesser extent and in particular allows for simple and cost-effective manufacturability high transport capacity and high passenger comfort.
• the present invention solves this object starting from a rail vehicle GE measure 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 inexpensive manufacturability high transport capacity and high passenger comfort of the rail vehicle achieved when the first transformer unit and the first power converter unit of the first wheel unit are assigned functionally and spatially and the drive means a second transformer unit and an associated second power converter unit, which are assigned to the second wheel unit functionally and spatially.
• transformer unit and the associated power converter unit Due to the functional and spatial assignment of the respective transformer unit and the associated power converter unit to the relevant wheel unit to be driven on the one hand, a particularly simple and cost-effective electrical connection of the associated components with short cable routes, in particular the high-performance lines can be realized.
• pairwise spatial assignment of the transformer units and the converter units to the driven wheel units a favorable, balanced mass distribution in the vehicle can be achieved without additional ballast would be required for a trim.
• the transformer unit and the associated power converter unit can continue to be easily arranged and arranged so that they affect the transport capacity, the passenger comfort and in particular the passenger flow comparatively little.
• the transformer units and the respective associated power converter unit can in principle be arranged in any suitable manner in the car body.
• the car body has a first longitudinal side and a second longitudinal side, and the first transformer unit in the region of the first longitudinal side of the car body.
• the second transformer unit is arranged in the region of the second longitudinal side of the car body and the second power converter unit in the region of the first longitudinal side of the car body.
• At least one of the transformer units and their associated power converter unit are arranged in separate spaces of the car body, whereby a greater freedom of design for the interior of the car body, in particular the arrangement of aisles, stairs, ramps, seats, etc. is achieved. This makes it possible to achieve an increase in passenger comfort and an improvement in passenger flow in the vehicle.
• the power converter unit further auxiliary equipment, in particular electrical auxiliary equipment, spatially associated with the other additional equipment are preferably arranged in the space of the power converter unit.
• auxiliary equipment in particular electrical auxiliary equipment, spatially associated with the other additional equipment are preferably arranged in the space of the power converter unit.
• the power converter unit usually has a lower mass than the transformer unit. This difference can be at least largely compensated by the additional equipment.
• the transformer units and their associated power converter units can in principle be arranged at any suitable location in the region of the respective associated wheel unit to be driven.
• at least one of the transformer units and their associated power converter unit are arranged in an end region of the car body. This is particularly advantageous in double-decker vehicles, since this is a favorable arrangement of access to the two floors is possible.
• a particularly good flow of passengers results when at least one of the transformer units and their associated power converter unit are separated by a passage of the car body intended for passengers.
• this arrangement only very small restrictions on the arrangement of the entrances to the passenger area of the car body.
• the present invention can be used to relate to any type of car body. It is particularly advantageous, as mentioned, when the car body is designed as a double-decker car body. Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. It shows:
• Figure 1 is a schematic side view of a preferred embodiment of the inventive rail vehicle
• FIG. 2 shows a schematic section through the rail vehicle from FIG. 1 along the line N-II.
• FIGS 1 and 2 show schematic representations of a rail vehicle according to the invention 101.
• the rail vehicle 101 comprises a double-decker car body 102 which is supported in the region of its two ends on two wheel units in the form of motor bogies 103.1 and 103.2.
• the drive wheelsets of the bogies 103.1 and 103.2 are driven by an electric drive device 104.
• the drive device 104 comprises a first transformer unit 105.1 and an associated first power converter unit 106.1 spatially and functionally associated with the first bogie 103.1 So supply the traction motors of the first bogie 103.1 with energy.
• the first transformer unit 105.1 and its associated first power converter unit 106.1 are accommodated at one end of the car body 102 in two separate cabinets 102.1 and 102.2 of the car body 102.
• the two cabinets 102.1 and 102.2 are separated by a central aisle 107.1, via which the vehicle passengers, if necessary, the transition to an adjacent car in the vehicle network is possible.
• the two cabinets 102.1 and 102.2 have approximately the same size. Since the first power converter unit 106.1 takes up less installation space than the first transformer unit 105.1, further auxiliary equipment 104.1 is arranged in the cabinet 102.2.
• the drive device 104 further includes a second transformer unit 105.2 and an associated second power converter unit 106.2, which are spatially and functionally associated with the second bogie 103.2, thus supplying the drive motors of the second bogie 103.2 with energy.
• the second transformer unit 105.2 and its associated second power converter unit are spatially and functionally associated with the second bogie 103.2, thus supplying the drive motors of the second bogie 103.2 with energy.
• the two cabinets 106.2 are also housed at the other end of the car body 102 in two separate cabinets 102.3 and 102.4 of the car body 102.
• the two cabinets are also housed at the other end of the car body 102 in two separate cabinets 102.3 and 102.4 of the car body 102.
• the two cabinets are also housed at the other end of the car body 102 in two separate cabinets 102.3 and 102.4 of the car body 102.
• the two cabinets are also housed at the other end of the car body 102 in two separate cabinets 102.3 and 102.4 of the car body 102.
• 102.3 and 102.4 are also separated by a central aisle 107.2, via which the vehicle passengers, if necessary, the transition to an adjacent car in
• the two cabinets 102.3 and 102.4 likewise have approximately the same size, so that further auxiliary equipment 104.2 can be arranged in the cabinet 102.4 of the second converter unit 106.2.
• the accommodation of the transformer units 105.1, 105.2 and the power converter units 106.1, 106.2 in the side cabinets 102.1 to 102.4 is space-saving and allows a relatively high flexibility in the design of the passenger compartment 102.5 of the car body 102.
• a greater freedom of design for the interior of the car body in particular, the arrangement of the stairs 108.1, 108.2 to the two floors scored.
• the transport capacity, the passenger comfort and in particular the passenger flow are thereby relatively little affected.
• the first transformer unit 105.1 is in the region of the first longitudinal side 102.6 of the car body 102 and the first power converter unit 106 comes one in the region of the second longitudinal side 102.7 of the car body 102.
• the second transformer unit 105.2 in the region of the second longitudinal side 102.7 of the car body 102 and the second power converter unit 106.2 in the region of the first longitudinal side 102.6 of the car body 102 is arranged.
• Another torque compensation with regard to the torsion of the car body 102 is achieved via the additional equipment 104.1 and 104.2, which can at least largely compensate for the mass difference between the lighter power converter unit 106.1 or 106.2 and the heavier transformer unit 105.1 or 105.2.
• the present invention has been described above by way of example only for a double-decker vehicle. It is understood, however, that the invention may also be used in conjunction with single-deck vehicles. Furthermore, it goes without saying that the invention can be used independently of the type of energy supply to the vehicle, that is to say both in purely electrically operated vehicles (power supply via a contact wire or the like) or in vehicles with a combined drive concept (for example a diesel-electric drive).

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Automatic Cycles, And Cycles In General (AREA)
• Machines For Laying And Maintaining Railways (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
• Current-Collector Devices For Electrically Propelled Vehicles (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Priority Applications (6)

Applications Claiming Priority (2)

Publications (1)

Family

ID=38820254

Family Applications (1)

Country Status (8)

Families Citing this family (3)

Citations (2)

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• 2006
  • 2006-09-18 DE DE102006044396A patent/DE102006044396A1/de not_active Withdrawn
• 2007
  • 2007-09-18 AT AT07803552T patent/ATE433400T1/de active
  • 2007-09-18 DK DK07803552T patent/DK1963157T3/da active
  • 2007-09-18 WO PCT/EP2007/059860 patent/WO2008034830A1/de active Application Filing
  • 2007-09-18 RU RU2009114830/11A patent/RU2440260C2/ru not_active IP Right Cessation
  • 2007-09-18 DE DE502007000851T patent/DE502007000851D1/de active Active
  • 2007-09-18 PL PL07803552T patent/PL1963157T3/pl unknown
  • 2007-09-18 EP EP07803552A patent/EP1963157B1/de not_active Not-in-force
• 2009
  • 2009-03-18 IL IL197666A patent/IL197666A/en active IP Right Grant

Patent Citations (2)

Non-Patent Citations (1)

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