U.S. patent application number 15/507829 was filed with the patent office on 2017-10-19 for articulated train-type rail vehicle.
This patent application is currently assigned to SIEMENS AKTIENGESELLSCHAFT. The applicant listed for this patent is SIEMENS AG OESTERREICH, SIEMENS AKTIENGESELLSCHAFT. Invention is credited to BERND BILSTEIN-HEMMER, MARTIN GLINKA, MICHAEL GOERNER, MARC GOTTWALD, MICHAEL KAMMLER, CHRISTIAN KUETER, KLAUS PAFFRATH, MARTIN TEICHMANN.
Application Number | 20170297590 15/507829 |
Document ID | / |
Family ID | 54014815 |
Filed Date | 2017-10-19 |
United States Patent
Application |
20170297590 |
Kind Code |
A1 |
BILSTEIN-HEMMER; BERND ; et
al. |
October 19, 2017 |
ARTICULATED TRAIN-TYPE RAIL VEHICLE
Abstract
A rail vehicle for transporting people, which is in the form of
an articulated train-type multiple unit, includes at least two car
bodies. Adjoining car bodies are supported on a common central
running gear and end car bodies are additionally supported on end
running gears. All of the running gears have a distance between the
centers of the bogies of two adjoining running gears of from 18 to
21 m, and the end car bodies have a length of from 24 to 27 m.
Inventors: |
BILSTEIN-HEMMER; BERND;
(MEERBUSCH, DE) ; GLINKA; MARTIN; (UTTENREUTH,
DE) ; GOERNER; MICHAEL; (BUCKENHOF, DE) ;
GOTTWALD; MARC; (KREFELD, DE) ; KAMMLER; MICHAEL;
(KEMPEN, DE) ; KUETER; CHRISTIAN; (STATTEGG,
AT) ; PAFFRATH; KLAUS; (KEMPEN, DE) ;
TEICHMANN; MARTIN; (GRAZ, AT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SIEMENS AKTIENGESELLSCHAFT
SIEMENS AG OESTERREICH |
MUENCHEN
WIEN |
|
DE
AT |
|
|
Assignee: |
SIEMENS AKTIENGESELLSCHAFT
MUNICH
DE
SIEMENS AG OESTERREICH
WIEN
AT
|
Family ID: |
54014815 |
Appl. No.: |
15/507829 |
Filed: |
August 28, 2015 |
PCT Filed: |
August 28, 2015 |
PCT NO: |
PCT/EP2015/069713 |
371 Date: |
March 1, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61F 3/12 20130101; B61F
3/125 20130101; B61D 1/00 20130101 |
International
Class: |
B61F 3/12 20060101
B61F003/12; B61D 1/00 20060101 B61D001/00 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 1, 2014 |
DE |
10 2014 217 430.9 |
Claims
1-6. (canceled)
7. A rail vehicle in the form of an articulated train-type multiple
unit for transporting people, the rail vehicle comprising: at least
two car bodies including adjacent car bodies and end car bodies,
said end car bodies each having a length in a range of from 24 to
28 m; common central running gears each supporting a respective two
of said adjacent car bodies, and end running gears each
additionally supporting a respective one of said end car bodies;
said running gears including bogies having centers, and all of said
running gears defining a distance between said centers of said
bogies of adjacent running gears of from 19 to 21 m.
8. The rail vehicle according to claim 7, wherein: all of said
running gears are equipped with internally mounted bogie frames
having longitudinal supports, wheels and a transverse direction;
and said wheels of said running gears are situated further outside
than said longitudinal supports in said transverse direction.
9. The rail vehicle according to claim 7, wherein said end car
bodies have overhangs each extending from a center of a respective
one of said end running gears to an end of the rail vehicle over a
length of at least 5 m.
10. The rail vehicle according to claim 9, which further comprises
heavy components including at least one of transformers, auxiliary
systems or batteries being disposed at least partially in a
vicinity of said overhangs of said end car bodies.
11. The rail vehicle according to claim 7, wherein said central
running gears (11) each have more than two axles.
12. The rail vehicle according to claim 11, wherein said running
gears have wheels with wheel diameters, and said wheel diameters of
said central running gears are smaller than said wheel diameters of
said end running gears.
Description
[0001] The invention relates to a rail vehicle for transporting
people, which is in the form of an articulated train-type multiple
unit and has at least two car bodies, wherein adjacent car bodies
are supported on a common central running gear and end car bodies
are additionally supported on end running gears.
[0002] Rail vehicles of this kind are often used as regional
vehicles, wherein supporting adjacent car bodies on common central
running gears saves on running gears in comparison to a rail
vehicle in which each car body has a running gear at each of its
ends. A "standard articulated train" typically has a distance
between the centers of the bogies of 16 m. Adjacent car bodies
share a central running gear and the two car bodies at the rail
vehicle ends are additionally supported on dedicated running gears
which can be called end running gears. For example, in the case of
a 70 m-long vehicle, a standard articulated train consists of four
car bodies, wherein the two end car bodies are approximately 19 m
long and the two central car bodies are approximately 16 m long. A
rail vehicle of this kind has a total of 5 running gears.
[0003] A general requirement of a rail vehicle of this kind is to
enable a combination of minimizing the number of all components of
the rail vehicle and at the same time reducing procurement, energy
and/or servicing costs.
[0004] Proceeding from the above, the object of the invention is to
further develop the rail vehicle mentioned in the introductory part
in such a way that the number of all components, in particular the
car bodies and running gears used, is reduced while approximately
maintaining a people-transporting capacity and the vehicle
length.
[0005] In the case of the rail vehicle mentioned in the
introductory part, this object is achieved by the characterizing
features of claim 1.
[0006] According to said claim, it is provided that all of the
running gears have a distance between the center of the bogies from
an adjacent running gear of from 19 to 21 m and the end car bodies
have a length in the range of from 24 to 28 m.
[0007] In the simplest case, the rail vehicle can therefore be
constructed from two end car bodies which are supported on a common
central running gear. The weight of a central car body or of the
central car bodies, including the additional load and components
thereof, is preferably calculated such that two central car bodies
which are directly adjacent to one another and share a central
running gear do not exceed a maximum permissible axle load either.
In this case, the rail vehicle can be extended by further central
car bodies as desired.
[0008] In comparison to the prior art, it is therefore possible to
construct, for example, a 70 m-long rail vehicle from only three
car bodies. The reason for this is that the car bodies provided are
considerably longer than those known from the prior art. Longer
rail vehicles can be realized by adding at least one further
central car body and at least one further central running gear.
[0009] All of the running gears can be equipped with internally
mounted bogie frames in such a way that, in the transverse
direction of the running gear, wheels of the running gear are
situated further on the outside than longitudinal supports of a
frame of the running gear. This has the effect that the total
weight of the rail vehicle is considerably reduced owing to the use
of internally mounted bogie frames, so that permissible maximum
axle loads of, for example, 20 t are not exceeded.
[0010] In this way, the number of components, such as
air-conditioning systems, car transition points, joints or
couplings, can be kept lower than in a known rail vehicle, as is
explained above.
[0011] Overhangs of the end car bodies preferably extend from a
center of the end running gears to the associated rail vehicle end
over a length of at least 5 m. The overhangs can preferably have a
length of at least 5.5 m, particularly preferably of 6 m. Overhangs
of this length of the end car bodies result in the end running
gears being subjected to greater loading in favor of the central
running gears. This in turn allows the central running gears to be
provided with less weight.
[0012] Heavy vehicle components, such as transformers, auxiliary
systems and/or batteries, components in traction technology, the
brake or the compressed air, of the rail vehicle can advantageously
be at least partially arranged in the region of the overhangs of
the end car bodies. This also leads to the central running gears
being relieved of weight.
[0013] The central running gears can preferably have more than two
axles. This results in the car bodies which are supported by a
central running gear being distributed between at least three
axles.
[0014] In a configuration with more than two, in particular three,
axles, the wheel diameter of the central running gears can be
smaller than the wheel diameter of the end running gears. This
allows step-free passage through the rail vehicle to be achieved
overall.
[0015] Exemplary embodiments of the invention will be explained in
greater detail below with reference to the drawings, with
functionally identical components being identified by the same
reference numerals. In the drawing:
[0016] FIG. 1 shows a schematic side view of an articulated
train-type multiple unit according to a first embodiment,
[0017] FIG. 2 shows a schematic side view of an articulated
train-type multiple unit according to a second embodiment,
[0018] FIG. 3 shows a schematic side view of an articulated
train-type multiple unit according to a third embodiment, and
[0019] FIG. 4 shows a schematic side view of an articulated
train-type multiple unit according to a fourth embodiment.
[0020] FIG. 1 shows a three-part multiple unit which is suitable
for realizing a regional train with a length of approximately 70 m.
The multiple unit is constructed from two end car bodies 1 and one
central car body 2 which is arranged between said end car bodies.
The multiple unit comprises a total of four bogies 3, 4, wherein
the end car bodies 1 are supported on an end running gear 3 and a
central running gear 4. The end running gears 3 of the end car
bodies 1 exhibit overhangs 5 which are longer than in the prior
art. The overhangs 5 have, calculated from the center of a bogie of
the end running gears 3, a length in the range of from at least 5
m, preferably at least 5.5 m, particularly preferably at least 6
m.
[0021] The central car body 2 rests on the central running gears 4
which are configured as Jacobs bogies with an external running gear
frame. The central running gears 4 additionally support the inner
ends of the end car bodies 1. In this case, the respective car
bodies 1, 2 do not necessarily have to be directly supported on the
central running gears 4. It is also possible for vertical forces
which occur at the end of one of the car bodies to first be
transmitted to the adjacent car body and from there to the relevant
central running gear 4. Similarly, a vertical fulcrum between
adjacent car bodies does not have to be either physically present
or precisely in the center of a running gear.
[0022] Distances between the center of bogies between adjacent
running gears all lie between 19 and 20 m, while the two end car
bodies 1 plus half a car transition point to the central car body 2
have a length of from 25 to 26 m, and the central car body plus a
car transition point is 19 to 20 m long. In this case, a length of
the end car bodies 1 is at least 24 m, preferably at least 25 m,
particularly preferably at least 26 m.
[0023] The multiple unit according to FIG. 1 is illustrated, by way
of example, with roof components, here an air-conditioning system
6, and underfloor components, here a transformer 7, for each car
body 1, 2 of the rail vehicle. These components are examples of
heavy components of the multiple unit which make a significant
contribution to the total weight of said multiple unit and are
included in the calculation of the permissible axle load of the
running gears 3, 4. In the exemplary embodiment according to FIG.
1, the air-conditioning systems 6 are located on the roofs of the
car bodies 1, 2, whereas the transformers 7 are arranged
underfloor. Both the air-conditioning systems 6 and the
transformers 7 are arranged in the middle between two adjacent
running gears 3, 4.
[0024] FIG. 2 shows a further embodiment of a multiple unit which
largely corresponds to the design of the multiple unit from FIG. 1.
The only difference is the design of the running gears provided.
Both end running gears 8 and central running gears 9 are designed
as running gears with an internally mounted bogie frame, which
means that, in the transverse direction of the respective running
gear 8, 9, wheels of the running gear are situated further on the
outside than longitudinal supports of a frame of the running gear.
Said internally mounted running gear frames exhibit a lower weight
than running gear frames which are mounted on the outside and as
are used, for example, in the multiple unit according to FIG. 1.
Therefore, the total weight of the multiple unit drops overall, so
that it is possible to construct a train with a length of
approximately 70 m from three car bodies 1, 2.
[0025] A further embodiment of an articulated train-type multiple
unit is illustrated in FIG. 3. Said figure shows that heavy
components, such as the air-conditioning systems 6, are arranged in
the immediate vicinity of the end running gears 3, wherein at least
one heavy component, here a battery 10, as an alternative, for
example, transformer, battery, auxiliary systems, is also located
in the region of one of the overhangs 5. The central running gears
4 are relieved of weight owing to the concentration of the heavy
components in the region of the free ends of the multiple unit.
[0026] As an alternative to this, it is possible, according to the
embodiment according to FIG. 4, to provide central running gears 11
with more than two axles, here three axles, wherein the heavy
components of the multiple unit then no longer have to be
concentrated in the region of the end running gears. In addition,
the central running gears 11 with more than two axles can be
designed with smaller wheel diameters than those of the end running
gears 3. This allows step-free car transition points between the
end car bodies 1 and the central car bodies 2 to be provided.
[0027] If required, further measures can be taken in order to
reduce the total weight of the rail vehicle, in particular to
comply with the axle load limit. For example, a three-point support
of the car bodies 1, 2 (not illustrated) can be provided, so that a
single spring and damper arrangement suffices. This can also lead
to a reduction in an axle base of the central running gears 4, 9
with respect to the end running gears 3, 8. Curve-dependent lateral
play limiting for the car bodies 1, 2 can contribute to achieving
suitable widths of the car bodies 1, 2. Crowning the car bodies 1,
2 also makes a contribution in this respect. Reducing the design
coefficient of friction, that is to say the quotient between a
starting traction force which is established in an engine
controller of the rail vehicle and the static load on the rail
vehicle, to values of up to 0.19 is also beneficial here.
* * * * *