U.S. patent application number 12/027782 was filed with the patent office on 2008-08-14 for railcar for passenger transport.
This patent application is currently assigned to ALSTOM Transport SA. Invention is credited to Max Lhommet, Georges PALAIS.
Application Number | 20080190318 12/027782 |
Document ID | / |
Family ID | 38480429 |
Filed Date | 2008-08-14 |
United States Patent
Application |
20080190318 |
Kind Code |
A1 |
PALAIS; Georges ; et
al. |
August 14, 2008 |
RAILCAR FOR PASSENGER TRANSPORT
Abstract
This railcar is of the type comprising: carriages including two
driving carriages and intermediate carriages; carrier bogies, motor
bogies comprising at least one motor axle; traction drives which
are capable of supplying electrical energy to the motors of the
motor bogies. According to one feature of the invention, all the
carriages have passenger compartments, the railcar is completely
articulated, the traction drives are arranged in three carriages
and a motor bogie is arranged below at least one end of each
carriage which receives a traction drive.
Inventors: |
PALAIS; Georges; (Paris,
FR) ; Lhommet; Max; (Raismes, FR) |
Correspondence
Address: |
SUGHRUE MION, PLLC
2100 PENNSYLVANIA AVENUE, N.W., SUITE 800
WASHINGTON
DC
20037
US
|
Assignee: |
ALSTOM Transport SA
Levallois Perret
FR
|
Family ID: |
38480429 |
Appl. No.: |
12/027782 |
Filed: |
February 7, 2008 |
Current U.S.
Class: |
105/3 |
Current CPC
Class: |
B61D 3/10 20130101; B61C
3/00 20130101 |
Class at
Publication: |
105/3 |
International
Class: |
B61F 3/12 20060101
B61F003/12 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 9, 2007 |
FR |
0700935 |
Claims
1. Railcar for passenger transport comprising: two driving
carriages and intermediate carriages, carrier bogies, motor bogies,
which comprise at least one motor axle, wherein: the carriages are
all mutually articulated in pairs, the railcar comprises three or
four traction drives, one traction drive being arranged in each
driving carriage and at least one traction drive being arranged in
a single intermediate carriage, a motor bogie is arranged below at
least one of the two ends of the driving carriages, a motor bogie
is arranged below at least one of the two ends of the intermediate
carriage which comprises at least one traction drive.
2. Railcar according to claim 1, wherein each traction drive drives
at least one motor axle of the motor bogie(s) which is/are arranged
below one end or below the two ends of each carriage in which the
traction drive is arranged.
3. Railcar according to claim 1, wherein it further comprises,
between the intermediate carriage comprising at least one traction
drive and each of the driving carriages, at least one intermediate
carriage which has no traction drive.
4. Railcar according to claim 2, wherein it further comprises,
between the intermediate carriage comprising at least one traction
drive and each of the driving carriages, at least one intermediate
carriage which has no traction drive.
5. Railcar according to claim 1, wherein at least one intermediate
carriage which has no traction drive is supported at least at one
of the two ends thereof by a carrier bogie.
6. Railcar according to claim 2, wherein at least one intermediate
carriage which has no traction drive is supported at least at one
of the two ends thereof by a carrier bogie.
7. Railcar according to claim 1, wherein the carriages are double
deck.
8. Railcar according to claim 2, wherein the carriages are double
deck.
9. Railcar according to claim 3, wherein the carriages are double
deck.
10. Railcar according to claim 4, wherein the carriages are double
deck.
11. Railcar according to claim 5, wherein the carriages are double
deck.
12. Railcar according to claim 6, wherein the carriages are double
deck.
Description
TECHNICAL FIELD
[0001] The present invention relates to a railcar for passenger
transport and more specifically a railcar which can be adjusted in
terms of passenger capacity and in terms of maximum speed.
BACKGROUND TO THE INVENTION
[0002] The architectures of trains or railcars are differentiated
depending on whether they have concentrated or distributed
motorisation, depending on whether the carriages composing them are
connected in an articulated or non-articulated manner, depending on
the arrangement and the number of motor and carrier bogies, and
depending on whether they are single or double deck.
[0003] For reasons of clarity, these various notions are defined in
the following paragraphs.
[0004] Train or Railcar
[0005] A railcar comprises at least one motorised carriage, that is
to say, comprising at least one passenger compartment and at least
one traction drive. A railcar may thus comprise only motorised
carriages or comprise non-motorised carriages and at least one
motorised carriage.
[0006] A train is composed of one or more motor cars and a specific
number of passenger carriages. A motor car is not accessible to
passengers and comprises, inter alia, a traction drive.
[0007] Concentrated or Distributed Motorisation
[0008] The traction drive comprises a plurality of items of
equipment which are either electrical components or electronic
power and control components which are capable of acquiring the
electrical energy from a traction source (for example, a catenary
line), transforming it and converting it into electrical signals
for supplying electric motors of the motor bogies in order to drive
the train or the railcar.
[0009] The motorisation is said to be concentrated when all the
components of the traction drives are grouped in a single location,
for example, in the motor car of a train. The motorisation is said
to be distributed when the components of the traction drive are
distributed over a plurality of carriages, below the chassis of the
carriages or in the roof.
[0010] Articulated Carriages or Non-Articulated Carriages
[0011] A bogie conventionally comprises a bogie chassis which rests
on two axles. The term axle is generally intended to refer to a
pair of coaxial wheels which rest on the rails of a rail track.
[0012] A motor bogie comprises at least one electrical motor for
driving the wheels of at least one of the axles thereof, referred
to as a motor axle. In contrast, a non-motorised bogie is referred
to as a carrier bogie.
[0013] Two adjacent carriages are said to be "articulated" (or in a
state of articulated connection) when a first carriage is supported
with one of the ends thereof on a bogie and the end facing the
second carriage rests on the end of the first one. The bogie
therefore straddles below the ends of the two adjacent carriages. A
railcar which is composed of two articulated carriages therefore
comprises three bogies, since the free ends of the two carriages
each rest on a bogie.
[0014] In contrast, two non-articulated adjacent carriages are not,
at each of the ends thereof, supported on a common bogie, each
carriage resting on two bogies. A railcar composed of two
non-articulated carriages therefore comprises four bogies.
[0015] Single or Double Deck Carriage
[0016] A carriage is said to be single deck when it has a passenger
compartment on a single floor level and it is said to be double
deck when it comprises two passenger compartments on two levels,
superimposed one above the other.
[0017] There are single deck trains, which are non-articulated and
which have motorisation concentrated in one or two motor cars.
Owing to the non-articulation, this architecture has the
disadvantage of having a large number of bogies which increases the
resistance to forward movement and consequently the energy
consumption of the railcar. A large number of bogies also requires
numerous maintenance operations.
[0018] There are also a number of high-speed single deck railcars
which are non-articulated and which have distributed motorisation,
with different distributions of the traction equipment in the
carriages, different locations of the motor bogies or motor axles,
depending on the architectures. These railcars comprise a plurality
of motorised carriages which each rest on two bogies.
[0019] This type of motorisation requires a large mass of cables
having the power which is required to connect the energy
acquisition device(s) to the motors, extending through each item of
traction equipment, which cables therefore extend between all the
carriages which are equipped with an acquisition device or an item
of equipment of the traction drive, or a motor bogie.
[0020] There are also single deck or double deck trains with
"mixed" connection and concentrated motorisation. The passenger
carriages rest on carrier bogies and are surrounded by two motor
cars, at each end of the train, resting on motor bogies. The
connections of this train are said to be "mixed" since different
types of connections connect the carriages and the motor cars. The
carriages are connected to each other by means of an articulated
connection and the carriages are connected to the motor cars by
means of a non-articulated connection.
[0021] This architecture has a reduced passenger capacity compared
with a railcar having an identical length since the motor cars are
not accessible to passengers.
[0022] The efficiency levels of these vehicles are linked to the
architectures thereof: it is possible to cause a high-speed train
to travel at lower speeds, but at the expense of passenger capacity
since the mass of traction drives cannot be released. It is not
possible to cause a vehicle to travel at a higher speed than its
maximum speed since a traction drive or a motor cannot simply be
added. Manufacturers must therefore design a vehicle which is
suitable for every speed range/passenger capacity.
SUMMARY OF THE INVENTION
[0023] The object of the invention is therefore to provide a
railcar which does not have the disadvantages of the architectures
of the prior art.
[0024] To this end, the invention proposes a railcar for passenger
transport which comprises two driving carriages and intermediate
carriages, carrier bogies, motor bogies, which comprise at least
one motor axle, wherein the carriages are all mutually articulated
in pairs, the railcar comprises three or four traction drives, one
traction drive being arranged in each driving carriage and at least
one traction drive being arranged in a single intermediate
carriage, a motor bogie is arranged below at least one of the two
ends of the driving carriages, a motor bogie is arranged below at
least one of the two ends of the intermediate carriage which
comprises at least one traction drive.
[0025] The railcar comprises one or more of the following features,
taken in accordance with any technically possible combination:
[0026] each traction drive drives at least one motor axle of the
motor bogie(s) which is/are arranged below one end or below the two
ends of each carriage in which the traction drive is arranged;
[0027] the railcar comprises, between the intermediate carriage
comprising at least one traction drive and each of the driving
carriages, at least one intermediate carriage which has no traction
drive; [0028] at least one intermediate carriage which has no
traction drive is supported at least at one of the two ends thereof
by a carrier bogie; [0029] the carriages are double deck.
[0030] The railcar is completely articulated, that is to say that
the carriages are all mutually articulated in pairs. A bogie is
arranged in a straddling manner below the two adjacent ends of two
adjacent carriages, the free ends of the driving carriages resting
on a single bogie.
[0031] It comprises three or four traction drives, one traction
drive being arranged in each driving carriage and at least one
traction drive (one or two) being arranged in a single intermediate
carriage. For this reason, this intermediate carriage will be
referred to as the motorised intermediate carriage. The railcar
therefore has concentrated motorisation, the concentration being
carried out in three carriages, whether there are three or four
traction drives.
[0032] A motor bogie is arranged below at least one of the two ends
of the two driving carriages and the motorised intermediate
carriage comprising a traction drive. In other words, each carriage
which comprises a traction drive is supported at the two ends
thereof either by a motor bogie and a carrier bogie or by two motor
bogies.
[0033] The railcar comprises, between the motorised intermediate
carriage and each of the driving carriages, at least one
intermediate carriage which has no traction drive. Since this
intermediate carriage does not comprise a traction drive, it is
referred to as a trailer.
[0034] A trailer is supported at least at one of the two ends
thereof by means of a carrier bogie. A trailer is therefore
supported at the ends thereof either by means of a carrier bogie
and a motor bogie, or by two carrier bogies.
[0035] A railcar according to the invention therefore complies with
a regulation for alternating carriages which comprise a traction
drive and which comprise no traction drive, and a regulation for
alternating motor bogies and carrier bogies in order to comply with
the maximum axle load.
[0036] Indeed, all rail vehicles must comply with the restriction
of the axle load, the value of which is set out by the
infrastructure or by the standards relating to the tracks on which
these vehicles travel.
[0037] The axle load of the railcar according to the invention is
kept below the maximum admissible load since: [0038] each driving
carriage is supported on a dedicated bogie and a common bogie with
another carriage and the load thereof is therefore distributed over
a larger number of axles than the intermediate carriages.
Consequently, a driving carriage is able to support a greater mass
than the other carriages without exceeding the maximum axle load.
Each driving carriage therefore receives passengers, the traction
drive and all or some of the auxiliary items of equipment for
energy production (electrical and pneumatic), [0039] the trailers
which have no traction drives have a lower empty weight than the
driving carriages and the motorised carriage, [0040] the
intermediate motorised carriage receives passengers and the items
of equipment of at least one traction drive. The motor bogies at
each end of the motorised carriage each support half of the mass of
the motorised intermediate carriage and half of the mass of the
adjacent trailer, since at least one trailer is interposed between
the driving carriage and the motorised intermediate carriage. Since
a trailer is less heavy than the motorised intermediate carriage,
each motor bogie which is arranged in a straddling manner below one
of the ends of the motorised intermediate carriage and below the
end of the adjacent trailer supports a mean mass which remains
lower than the maximum load per axle.
[0041] The balance of the masses on each carrier bogie and motor
bogie is also obtained by means of optimisation of the distribution
of the various items of traction equipment or auxiliary equipment
of the railcar and the internal fitting of the carriages which
differs depending on the comfort desired (different type and number
of seats depending on the class of the carriage).
[0042] The internal fitting of the motorised intermediate carriage
depends in particular on the mass of the traction drive(s) which
are themselves dependent on the desired performance levels of the
railcar (multi-voltage traction, maximum speed, etc.). For example,
if the mass of the items of traction equipment installed is high,
the internal fitting of the motorised intermediate carriage will be
reduced in weight and be configured as a buffet car, a carriage
which provides services, or which has a reduced passenger capacity
compared with the capacity of the trailers.
[0043] Each traction drive drives at least one motor axle of the
motor bogie(s) which is/are arranged below one end or the two ends
of the carriages in which one or more traction drives are arranged.
The railcar may thus comprise from three to twelve motor axles,
depending on whether each driving carriage and the motorised
intermediate carriage are supported by one or two motor bogies
which themselves comprise one or two motor axles.
[0044] One advantage of an architecture which is completely
articulated is that the railcar is more stable in the event of
derailment. Owing to the articulated architecture, the resistance
to forward movement and therefore the energy consumption required
to drive the vehicle remains limited compared with a
non-articulated railcar of the same length, since there are fewer
bogies. The maintenance operations are also reduced. Owing to the
railcar composition, the vehicle provides a large capacity since
the entire length of the vehicle is used to receive passengers.
[0045] One advantage of the concentration of traction drives in the
driving carriages and in a single motorised intermediate carriage
allows better protection from and control of fires by physically
separating the traction drives from each other and by physically
separating the traction drives from the passenger compartments.
[0046] The invention and other advantages will be better understood
from a reading of the following description, given purely by way of
example, and with reference to the appended drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0047] FIGS. 1, 3 and 4 are schematic side views of railcars
according to the invention, according to a plurality of
embodiments,
[0048] FIG. 2 is a table which schematically illustrates the
position of the motor axles in accordance with the number of
carriages composing the railcar.
[0049] Conventionally, the wheels of the motor axles are indicated
in black in the drawings.
DESCRIPTION OF PREFERRED EMBODIMENTS
First Embodiment
[0050] As illustrated in FIG. 1, a railcar A comprises seven
trailers 3 and a motorised intermediate carriage 4 which are
arranged between two driving carriages 2.
[0051] A first driving carriage 2 is located at a first end of the
railcar A (from the left-hand side in FIG. 1). It has a free end,
where a driver's cabin 9 is located, and rests on a motor bogie 6
which is composed of two motor axles 5. A first traction drive 8 is
arranged below the passenger compartment 10 of this first driving
carriage 2. At the opposite end thereof, the driving carriage 2 is
articulated to a first trailer 3. The two ends facing the carriages
2 and 3 rest on a single motor bogie 6 which is composed of two
motor axles 5.
[0052] The first trailer 3 therefore shares, at the first end
thereof, a motor bogie 6 with the driving carriage 2 and shares, at
the other end thereof, a carrier bogie 7 with the second adjacent
trailer 3.
[0053] The second trailer 3 is articulated to the first trailer 3
and to the third trailer 3. The second trailer 3 shares, with each
of the first and third trailer 3, a carrier bogie 7. The third
trailer 3 is articulated to a motorised intermediate carriage 4
which is located in the railcar of this embodiment in fifth
position from the left-hand side.
[0054] None of the first three trailers 3 receives a traction drive
8.
[0055] The motorised intermediate carriage 4 shares, at each of the
ends thereof, a motor bogie 6 with the adjacent trailers. Two
traction drives 8 are arranged below the passenger compartment 10
and supply the motors of the motor bogies, which each comprise two
motor axles, located at each end of the motorised intermediate
carriage 4.
[0056] The four subsequent trailers 3 are also articulated and rest
on carrier bogies 7, with the exception of the ends of the trailers
3 which are articulated to the motorised intermediate carriage 4 or
to the driving carriage 2 which rest on motor bogies 6. The second
driving carriage 2 is identical to the first.
[0057] All the carriages 2, 3, 4 of the railcar A have a passenger
compartment 10. Each of the carriages 2, 3, 4 communicates with the
or each adjacent carriage by means of a passage 11. Since the
vehicle is completely articulated, the railcar A of FIG. 1 has
eleven bogies, six motorised bogies 6 and five carrier bogies 7,
for a length of approximately 200 m. In this embodiment, all the
axles of the motor bogies are motorised. A railcar of this type may
transport at least 550 passengers at a commercial speed of at least
330 km/h.
[0058] In each of the driving carriages 2 and motorised
intermediate carriage 4, the traction drive(s) 8 is/are arranged
below the floor of the passenger compartment 10 in order to retain
the length of the passenger compartment 10. FIG. 1 schematically
illustrates the location of the traction drives 8 below the entire
length of the passenger compartments 10 of the carriages 2 and 4,
but depending on the actual spatial requirement of the various
components of the traction drive 8, it may extend completely or
partially below the floor of the passenger compartments 10.
[0059] In a variant, the traction drives 8 of the driving carriages
2 may be arranged in intermediate compartments between the driver's
cabin 9 and the passenger compartment 10.
[0060] In conventional manner, each of the driving carriages 2 is
provided with a pantograph 12 in order to acquire the electrical
energy on a catenary line (not illustrated).
[0061] A high-voltage cable 13 distributes the electrical energy
acquired by each pantograph 12 to the traction drive 8 which is
located in the motorised intermediate carriage 4. For reasons of
clarity in the drawings, the cables 13 are illustrated at the outer
side of the carriages with dot-dash lines. In practice, these
cables extend, for example, in the roof.
[0062] The concentration of the traction drives 8 and the motor
bogies 6 over a very limited number of carriages allows the mass of
the necessary cables to be limited, since only high-voltage cables
13 extend between the driving carriages 2 and the traction drive 8
of the motorised intermediate carriage 4. These cables have a lower
mass than the mass of the power cables of the architectures of the
railcars of the prior art. The complexity of the cabling is also
significantly reduced.
Variants of the First Embodiment
[0063] FIG. 2 illustrates, in the form of a table, two possible
configurations of the railcar according to the first embodiment
given by way of example. Only the driving carriages 2, the
motorised carriages 4, the traction drives 8, the motor bogies 6,
the motor axles 5, the carrier bogies 7, the passenger capacity and
the possible operating speeds are numbered.
[0064] A railcar which is composed of seven carriages, comprising
two driving carriages 2, four trailers 3, a motorised intermediate
carriage 4 and four motorised axles 5 requires only three traction
drives 8. A single traction drive 8 is therefore arranged in the
motorised intermediate carriage 4, in contrast to the first
embodiment. In this variant, two motor bogies 6 support the two
ends of the motorised carriage 4, but each has only a single motor
axle 5. The space released by the second traction drive can be used
to install auxiliary equipment or the mass released can be used to
install more seats in the compartment 10 of the motorised
intermediate carriage 4. In this same variant, only the bogies
below the free ends of the driving carriages 2 are motorised and
they each comprise two motor axles 5. This variant having seven
carriages therefore comprises four motor bogies 6 but six motor
axles 5. This railcar may transport between 350 and 400 passengers
(depending on the internal fitting) and travel at least at 300
km/h.
[0065] The second variant of the railcar according to the invention
having ten carriages is identical to the variant comprising seven
carriages, with the exception that it comprises three additional
trailers. It may have the same performance levels as the railcar A
of the first embodiment by increasing the power at the axle.
[0066] In this manner, the railcar produced according to the
invention is completely adjustable in terms of passenger capacity
and speed since it may comprise from seven to eleven carriages,
three or four traction drives 8, from three to twelve motor axles 5
which are distributed over from three to six motor bogies 6 and can
reach a maximum speed of between 140 and 350 km/h.
[0067] This adjustability is achieved by means of the
simplification of the types of carriages (driving 2, trailer 3 and
motorised 4) whilst applying the regulation for alternating the
trailers and the carriages which receive a traction drive 8 and the
regulation for alternating the motor bogies 6 and carrier bogies 7
in order to comply with the maximum axle load.
Second Embodiment
[0068] As illustrated in FIG. 1, the railcar A comprises only
single deck carriages. In a variant, the driving carriages 2 and
the intermediate carriages 3, 4 are double deck, as illustrated in
FIG. 3.
[0069] Advantageously, in a railcar B which has double deck
carriages, the lower level of a driving carriage 2 and the
motorised intermediate carriage 4 which receives a traction drive 8
is used to accommodate the traction drive(s) 8, the other level
being reserved for passengers.
[0070] The passages 11 are placed at the upper level in order to
move from one trailer 3 to another. In contrast, the passages
between the driving carriages 2 and the adjacent trailers 3 are
formed at the lower level. A stairway (not illustrated) which is
arranged in the driving carriage 2 and in the trailers 3 allows the
upper level to be reached from the access doors (not illustrated)
of the carriages 2, 3, 4.
Third Embodiment
[0071] For a short railcar, in the order of from 120 to 160 m, it
is advantageous to reduce the number of motor bogies by removing
the motorised intermediate carriage 4 which receives the traction
drive(s) 8 and removing the associated motor bogies 6.
[0072] In this manner, in the variant illustrated in FIG. 4, in
which the references to the elements which are similar to those of
FIG. 1 have been retained, a railcar C is distinguished from that
of the preceding embodiments in that it comprises only trailers 3
which have no traction drives 8. The railcar C therefore has no
motorised intermediate carriage 4 which receives a traction drive
8.
[0073] The railcar C comprises four motorised bogies 6 which are
arranged below the free ends of the driving carriages 2, and in a
straddling manner below the end of a driving carriage 2 and the end
of the adjacent trailer 3. In accordance with the desired
power/mass ratio, from four to eight axles could be motorised, each
motor bogie 6 having at least one motor axle 5.
[0074] Owing to the removal of the motorised intermediate carriage
4, the power/mass ratio of a short railcar remains sufficiently
high for the railcar to travel at high speed whilst having
optimised traction power taking into consideration the use thereof.
This possibility for adapting the traction power is not possible on
a train, since the motor cars have a traction power which is sized
for the maximum number of carriages to be pulled; if intermediate
carriages are removed, the power is needlessly excessive. The
adaptation of the traction power cannot be readily carried out on a
railcar having distributed motorisation since removing a carriage
is equivalent to removing an element of the traction drive.
* * * * *