High-speed multiple-unit train

Abstract

The invention relates to a high-speed multiple-unit train (1) having a maximum speed of more than 250 km / h, comprising a plurality of trailer unit car bodies (10, 20, 30, 40) and two end car bodies (50), wherein at least one first trailer unit car body (10) has two terminal traction bogies (42) and at least one second trailer unit car body (20) has two Jacobs bogies (41).

Description

[0001] Description

[0002] High-speed multiple unit

[0003] The invention relates to a high-speed multiple unit with a maximum speed of more than 250 km / h, comprising a plurality of intermediate car bodies and two end car bodies.

[0004] High-speed multiple units in Germany have a certain number of individual cars, each mounted on two bogies. On vehicles designed for speeds of 250 km / h and above, the traction equipment is arranged underfloor along with the traction bogies, which previously required high-floor car bodies with a floor height of 1200 mm to 1250 mm.

[0005] High-speed rail travel on the German rail network is characterized by vehicles with 1200-1250 mm high floors stopping at platforms with a height of 760 mm. This requires passengers to climb two steps when boarding and disembarking. Wheelchair users must be assisted by staff and transported using a vehicle-mounted lift or a platform lift provided at the station. Autonomous boarding for wheelchair users is currently not possible on high-speed multiple units (>250 km / h).

[0006] Passengers have to climb two steps when boarding and disembarking. This takes time when changing passengers and is difficult for older people or those with luggage. Wheelchair users require a staffed boarding aid and cannot board independently or travel spontaneously because they must request assistance.

[0007] Based on this, the object of the invention is to provide a high-speed multiple unit that enables improved boarding.

[0008] This problem is solved by the high-speed multiple unit of claim 1.

[0009] Advantageous embodiments and further developments are the subject of the respective subclaims. According to the invention, a high-speed multiple unit is provided with a maximum speed of more than 250 km / h, comprising a plurality of intermediate car bodies and two end car bodies. At least one first intermediate car body has two terminal traction bogies, and at least one second intermediate car body has two Jacob's bogies.

[0010] Preferably, the maximum speed of the high-speed train is more than 280 km / h, further preferably more than 300 km / h, in particular more than 330 km / h.

[0011] The inventive design of the second intermediate car body with two Jacob's loco bogies makes it possible for the high-speed multiple unit according to the invention to be designed with a low floor in this second intermediate car body. This allows for easier boarding due to a smaller height difference to the platform. If a car body is free of traction bogies, the floor height of the car body can be designed lower than in the case of a car body with a traction bogie.

[0012] By positioning bogies between the car bodies, the floor can be lowered to a maximum level in the aisle of the seating area, eliminating the need for ramps or height differences. This allows for quick and convenient passenger boarding. It also allows independent boarding for passengers with limited mobility (e.g., wheelchair users, strollers, bicycles, etc.). This design is implemented for all classes (here, 1st and 2nd class), thus avoiding discrimination against different groups of passengers.

[0013] In addition to this optimization of ride comfort, the highly stressed drive and braking technology is distributed in the center of the train, arranged underfloor, in the proven manner. This increases the train's cost-effectiveness over its entire service life and allows for the continued use of existing infrastructure for maintenance.

[0014] Furthermore, by designing at least one first intermediate car body with two terminal traction bogies, it is possible to create a very powerful train with distributed traction, which can reach correspondingly high maximum speeds as a high-speed multiple unit.

[0015] In particular, the traction motors in the traction bogies have corresponding diameters for the required power, requiring large wheels. The idea is to arrange the traction bogies in at least one first intermediate car body, so that at least one second intermediate car body is free of traction bogies below the floor, and the floor can be lowered by using Jacob's wheel bogies with smaller wheels.

[0016] At such speed ranges, it was previously impossible to provide autonomous entry for people with limited mobility. The higher the top speed of a high-speed train, the greater the trade-off between low entry and high speed, which the present invention resolves.

[0017] This design ensures that a large part of the high-speed multiple unit can be constructed according to the previously common design of a high-speed multiple unit with distributed traction, which at the same time has one or more low-floor areas in the area of ​​the Jacob's run bogies.

[0018] In the design of the high-speed multiple unit, it can be provided that at least one, preferably every third intermediate car body, has two terminal bogies.

[0019] Accordingly, at least one, preferably every third car body, has two separate bogies, which are assigned to exactly one car body.

[0020] This makes it possible to accommodate high wheel loads, as each car body has two separate bogies, allowing the use of correspondingly longer car bodies than is possible with a Jacobs bogie. The high-speed multiple unit can be designed with the end car bodies free of traction bogies and / or traction units.

[0021] As a result, the end car bodies are only slightly restricted in terms of possible installation space limitations.

[0022] In the design of the high-speed multiple unit, it can be provided that the end car bodies each have a terminal bogie and a Jacobs bogie.

[0023] This makes it possible to design the end car bodies with a low floor.

[0024] In the design of the high-speed multiple unit, it can be provided that all Jacob bogies of the high-speed multiple unit are Jacob running bogies.

[0025] This allows the Jacob bogies to be designed to be particularly small, which allows the wagons with Jacob bogies to be designed as low-floor wagon bodies.

[0026] In the design of the high-speed multiple unit, it can be provided that at least a fourth intermediate car body has a Jacobs bogie and a terminal bogie.

[0027] This makes it possible to create a low-floor area and at least one high-floor area in at least one fourth intermediate car body.

[0028] In a design of the high-speed multiple unit, it can be provided that the at least one first intermediate car body is a high-floor car body and preferably has a floor height of 1150 mm to 1300 mm, furthermore preferably of 1200 mm to 1250 mm. This makes it possible to arrange traction equipment in the underfloor area of ​​the at least one first intermediate car body, so that a high-speed multiple unit can be provided that has a maximum speed of more than 250 km / h, preferably more than 280 km / h, furthermore preferably more than 300 km / h, in particular more than 330 km / h.

[0029] By designing at least one first intermediate car body as a high-floor car body, it is possible2 to arrange, for example, certain units below the floor in the underfloor area.

[0030] In the design of the high-speed multiple unit, it can be provided that the at least one second intermediate car body is a low-floor car body and preferably has a floor height of 760 mm to 900, preferably 810 to 900 mm, further preferably 830 mm to 880 mm.

[0031] By lowering the floor and thus enabling level entry, a significant increase in passenger boarding speed is achieved. This allows for more seats per train length in the car. Boarding comfort is also improved, increasing customer friendliness. Both of these factors increase the cost-effectiveness of the train concept. Furthermore, the legislative requirement for greater inclusion is met by enabling fully autonomous PRM boarding. These advantages are achieved without compromising operation or wear performance, as the major components remain distributed below floor and the evolutionary developments of recent decades can be fully utilized for economic optimization.

[0032] By designing at least one second middle car body as a low-floor car body, it is possible to provide simplified entry via a smaller or no height difference to the platform.

[0033] This makes it possible to provide a high-speed multiple unit with a top speed of more than 250 km / h, preferably more than 280 km / h, and further preferably more than 300 km / h, in particular more than 330 km / h, while still allowing easy boarding. At such speed ranges, it was previously not possible to provide autonomous boarding for people with limited mobility. The higher the top speed of a high-speed multiple unit, the greater the trade-off between low boarding and high speed, which is resolved here.

[0034] In the design of the high-speed multiple unit, it can be provided that the at least one third intermediate car body is a high-floor car body and preferably has a floor height of 1150 mm to 1300 mm, further preferably of 1200 mm to 1250 mm.

[0035] In the at least one third intermediate car body, it is thereby possible to arrange traction equipment in the underfloor area, so that a high-speed multiple unit can be provided which has a maximum speed of more than 250 km / h, preferably more than 280 km / h, further preferably more than 300 km / h, in particular more than 330 km / h.

[0036] By designing at least one third intermediate car body as a high-floor car body, it is possible, for example, to arrange certain units below the floor in the underfloor area.

[0037] In an embodiment of the high-speed multiple unit, it can be provided that the at least one fourth intermediate car body is a transition car body which has a high-floor section, preferably with a floor height of 1150 mm to 1300 mm, furthermore preferably from 1200 mm to 1250 mm, and which has a low-floor section, preferably with a floor height of 760 mm to 900 mm, furthermore preferably from 810 mm to 900 mm, in particular from 830 mm to 880 mm.

[0038] This creates a car body that allows a transition between the low-floor and high-floor sections. This makes it possible to create a transition between exclusively high-floor car bodies and exclusively low-floor car bodies. In an advantageous development of the high-speed multiple unit, a ramp can be provided between the high-floor and low-floor sections of at least one fourth intermediate car body.

[0039] This makes it possible for at least one low-floor section to be connected to the high-floor section by means of ramps with a low gradient, so that it is easily accessible for people with impaired mobility.

[0040] The ramps that bridge the height difference are designed according to TSI PRM (Technical Specification for Interoperability for Persons with Reduced Mobility).

[0041] Where necessary, these ramps are shallow enough to be used by wheelchair users.

[0042] In the design of the high-speed multiple unit, it can be provided that the at least one fourth intermediate car body is a low-floor entry car body with at least one low-floor area and at least one low-floor entry.

[0043] This ensures that no steps need to be provided to create a height difference between the platform and the low-floor entrance.

[0044] In the design of the high-speed multiple unit, it can be provided that the end car bodies are low-floor car bodies and preferably each have at least one low-floor entrance.

[0045] This means that the end car bodies are designed as low-floor car bodies, making it possible to integrate them into a low-floor area.

[0046] This also ensures that no steps are required to create a height difference between the platform and the low-floor entrance. In the high-speed multiple unit, the at least one second intermediate car body can be a low-floor car body and preferably has at least one low-floor entrance.

[0047] This makes it possible to integrate at least one second middle car body into a low-floor area.

[0048] This ensures that no steps need to be provided to create a height difference between the platform and the low-floor entrance.

[0049] By creating a low-floor entrance, a level entrance is created from the platform edge, which allows passengers with reduced mobility (e.g. wheelchair users, strollers, bicycles, etc.) to board comfortably and independently.

[0050] In the design of the high-speed multiple unit, it can be provided that the at least one low-floor entrance has a door threshold height of 750 mm to 870 mm, preferably 780 mm to 840 mm, further preferably 800-820 mm.

[0051] This ensures that no steps need to be provided to create a height difference between the platform and the low-floor entrance.

[0052] This improves boarding comfort, increasing customer friendliness. Both aspects increase the cost-effectiveness of the high-speed train. Furthermore, the legislative demand for greater inclusion is met by enabling fully autonomous PRM boarding.

[0053] In the design of the high-speed multiple unit, it can be provided that the traction bogies are arranged exclusively on the at least one first intermediate car body.

[0054] This eliminates the need for corresponding adaptations for integrating traction bogies into car bodies that differ from the at least one first intermediate car body. In a design of the high-speed multiple unit, it can be provided that the high-speed multiple unit has a plurality of, preferably underfloor, traction units, wherein the, preferably underfloor, traction units are arranged on the at least one third intermediate car body and / or the at least one first intermediate car body and / or the at least one second intermediate car body and / or the at least one fourth intermediate car body is free of, preferably underfloor, traction units.

[0055] This ensures that only the at least one third intermediate car body has traction units and is adapted accordingly.

[0056] If a car body is free of underfloor traction units, the floor height of the car body can be designed lower than in the case where a car body has an underfloor traction unit.

[0057] Traction units include, for example, transformers and / or power converters.

[0058] In the design of the high-speed multiple unit, it can be provided that at least one, preferably every third intermediate car body with traction units is arranged adjacent to the at least one first intermediate car body with terminal traction bogies.

[0059] This ensures that the traction units are arranged in close proximity to the traction bogies.

[0060] In addition to optimizing ride comfort, the highly stressed drive and braking technology is distributed in the underfloor area in the center of the high-speed multiple unit. This increases the train's cost-effectiveness over its entire service life and allows for continued use of existing infrastructure for maintenance. The high-speed multiple unit can be designed to have at least one continuous high-floor area extending over at least four, preferably at least five, furthermore preferably at least six, in particular at least seven, furthermore especially at least eight, intermediate car bodies.

[0061] This design ensures that a large part of the high-speed multiple unit can be built in a modified form corresponding to the previously common design of a high-speed multiple unit, with distributed traction, and that a continuous high-floor area is created for passengers who are not restricted in their mobility, which implements all the usual comfort features and allows the corresponding division into a first and second class carriage.

[0062] For example, a restaurant car or a car body designed as a meeting place can be arranged in the high-floor area.

[0063] This provides a continuous high-floor area, which makes it possible to provide certain comfort features of existing high-speed multiple units.

[0064] In the design of the high-speed multiple unit, it can be provided that the high-speed multiple unit has at least one, preferably two, continuous low-floor area(s) which extends over at least three, preferably at least four, further preferably at least five, in particular at least six, middle car bodies and / or end car bodies.

[0065] This design ensures that the high-speed multiple unit meets all the requirements of a person with limited mobility, such as a wheelchair user, cyclist, or families with children, while at the same time only at least one, preferably two, part(s) of the high-speed multiple unit are designed with a low floor. The remaining train can be designed with a high floor. The high-speed multiple unit can be designed with at least one second intermediate car body and / or at least one fourth intermediate car body having at least one family restroom and / or open-plan restroom and / or at least one bicycle parking area and / or at least one family and toddler area.

[0066] This ensures that the toilet requirements of families with children or people with impaired mobility are met in a separate area. The integration of at least one family toilet and / or open-plan toilet into the at least one second middle car body and / or the at least one fourth middle car body is particularly advantageous, especially if these are low-floor.

[0067] This also ensures that the needs of cyclists or train passengers with bicycles are met in a separate area. The integration of at least one bicycle parking area into the at least one second intermediate car body and / or the at least one fourth intermediate car body is particularly advantageous, especially if these are low-floor.

[0068] This also ensures that the needs of families with children are met in a separate area. The integration of at least one family and toddler area into the at least one second middle car body and / or the at least one fourth middle car body is particularly advantageous, especially if these are low-floor.

[0069] A low-floor car body has the lowest floor height of the high-speed trainset.

[0070] A high-floor car body is a car body that has a floor height that is higher than the floor height of a low-floor car body.

[0071] The high-speed train is preferably a single-level train. All heights refer to the level of the track, i.e., the point at which the wheels of the high-speed train are in contact with the track.

[0072] The invention will be explained below using an embodiment with reference to the drawings.

[0073] It shows:

[0074] Fig. 1 is a schematic side view of a high-speed train according to the invention.

[0075] Fig. 1 shows a schematic representation in side view of a high-speed multiple unit 1 according to the invention.

[0076] The high-speed train 1 has a top speed of more than 250 km / h.

[0077] Preferably, the maximum speed of the high-speed train 1 is more than 280 km / h, further preferably more than 300 km / h, in particular more than 330 km / h.

[0078] The high-speed trainset 1 comprises a number of intermediate car bodies 10, 20, 30, 40 and two end car bodies 50.

[0079] At least a first intermediate car body 10 has two terminal traction bogies 42.

[0080] At least a second intermediate car body 20 has two Jakobslauf bogies 41.

[0081] At least a third intermediate car body 30 has two end bogies 43. The end car bodies 50 are free of traction bogies 42 and / or free of traction units 44.

[0082] The end car bodies 50 each have an end bogie 43 and a Jacob's bogie 41.

[0083] All Jakobs bogies of the high-speed train 1 are Jakobslauf bogies 41.

[0084] At least a fourth intermediate car body 40 has a Jacob's bogie 41 and a terminal bogie 43.

[0085] The at least one first intermediate car body 10 is a high-floor car body and preferably has a floor height of 1150 mm to 1300 mm, further preferably of 1200 mm to 1250 mm.

[0086] The at least one first intermediate car body 10 has at least one high-floor entrance 12. Preferably, one high-floor entrance 12 is provided on each side. It can also be provided that the at least one first intermediate car body 10 has two high-floor entrances 12 on each side.

[0087] The at least one second intermediate car body 20 is a low-floor car body and preferably has a floor height of 760 mm to 900, preferably 810 to 900 mm, further preferably 830 mm to 880 mm.

[0088] The at least one third intermediate car body 30 is a high-floor car body and preferably has a floor height of 1150 mm to 1300 mm, further preferably of 1200 mm to 1250 mm.

[0089] The at least one third intermediate car body 30 has at least one high-floor entrance 12. Preferably, one high-floor entrance 12 is provided on each side. It can also be provided that the at least one third intermediate car body 30 has two high-floor entrances 12 on each side.

[0090] The at least one fourth intermediate car body 40 is a transition car body which has a high-floor section Ti, preferably with a floor height of 1150 mm to 1300 mm, further preferably from 1200 mm to 1250 mm, and a low-floor section T2, preferably with a floor height of 760 mm to 900 mm, further preferably from 810 mm to 900 mm, in particular from 830 mm to 880 mm.

[0091] A ramp 28 is formed between the high-floor section Ti and the low-floor section T2.

[0092] Ramp 28 is designed in accordance with TSI PRM (Technical Specification for Interoperability for Persons with Reduced Mobility).

[0093] Where necessary, this ramp 28 is shallow enough to be used by wheelchair users.

[0094] At least one fourth intermediate car body 40 is a low-floor entry car body.

[0095] The at least one fourth intermediate car body 40 has at least the low-floor part area 22 and at least one low-floor entrance 24.

[0096] The end car bodies 50 are low-floor car bodies and preferably each have at least one low-floor entrance 24.

[0097] The at least one second intermediate car body 20 is a low-floor car body and preferably has at least one low-floor entrance 24.

[0098] The at least one low-floor entrance 24 has a door sill height of 750 mm to 870 mm, preferably 780 mm to 840 mm, and further preferably 800-820 mm. The traction bogies 42 are arranged exclusively on the at least one first intermediate car body 10.

[0099] The high-speed multiple unit 1 has a plurality of, preferably underfloor traction units 44, wherein the, preferably underfloor traction units 44 are arranged on the at least one third intermediate car body 30 and / or the at least one first intermediate car body 10 and / or the at least one second intermediate car body 20 and / or the at least one fourth intermediate car body 40 is free of, preferably underfloor traction units 44.

[0100] At least one, preferably every third intermediate car body 30 with traction units 44 is arranged adjacent to the at least one first intermediate car body 10 with terminal traction bogies 42.

[0101] The high-speed multiple unit 1 has at least one continuous high-floor area 14, which extends over at least four, preferably at least five, further preferably at least six, in particular at least seven, further in particular at least eight, intermediate car bodies 10, 30, 40.

[0102] The high-speed multiple unit 1 has at least one, preferably two, continuous low-floor area(s) 22 which extends over at least three, preferably at least four, further preferably at least five, in particular at least six, middle car bodies 20, 40 and / or end car bodies 50.

[0103] The at least one second middle car body 20 and / or the at least one fourth middle car body 40 have at least one family toilet and / or large toilet 60 and / or at least one bicycle parking area 70 and / or at least one family and toddler area 80.

[0104] The at least one family toilet and / or large-capacity toilet 60, the at least one bicycle parking area 70, and / or the at least one family and toddler area 80 can be arranged together or partially together in one vehicle body 20, 40 and / or distributed across multiple vehicle bodies 20, 40. Finally, it should be mentioned that the features of all the above-described embodiments can be combined with one another in any desired manner to form further alternative embodiments of the invention. All features of subclaims can also be combined individually with any feature of any other claim, either individually or in any desired combination, to obtain further alternative embodiments.

[0105] Although the invention has been illustrated and described in detail by means of an embodiment, the invention is not limited by the disclosed examples and other variations can be derived therefrom by a person skilled in the art without

[0106] to depart from the scope of the invention.

[0107] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

Claims

Patent claims 1 . High-speed multiple unit (1) with a maximum speed of more than 250 km / h, comprising a plurality of intermediate car bodies (10, 20, 30, 40) and two end car bodies (50), wherein at least one first intermediate car body (10) has two terminal traction bogies (42) and at least one second intermediate car body (20) has two Jacob's bogies (41).

2. High-speed multiple unit (1) according to claim 1, characterized in that at least one third intermediate car body (30) has two terminal bogies (43).

3. High-speed multiple unit (1) according to claim 1 or 2, characterized in that the end car bodies (50) are free of traction bogies (42) and / or free of traction units (44).

4. High-speed multiple unit (1) according to one of claims 1 to 3, characterized in that the end car bodies (50) each have a terminal bogie (43) and a Jacob's bogie (41).

5. High-speed multiple unit (1) according to one of the preceding claims, characterized in that all Jacob's bogies of the high-speed multiple unit (1) are Jacob's bogies (41).

6. High-speed multiple unit (1) according to one of the preceding claims, characterized in that at least a fourth intermediate car body (40) has a Jacob's bogie (41) and a terminal bogie (43).

7. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the at least one first intermediate car body (10) is a high-floor car body and preferably has a floor height of 1150mm to 1300mm, further preferably of 1200mm to 1250mm.

8. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the at least one second intermediate car body (20) is a low-floor car body and preferably has a floor height of 760 mm to 900, preferably 810 to 900 mm, further preferably 830 mm to 880 mm.

9. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the at least one third intermediate car body (30) is a high-floor car body and preferably has a floor height of 1150 mm to 1300 mm, further preferably of 1200 mm to 1250 mm.

10. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the at least one fourth intermediate car body (40) is a transition car body which has a high-floor section (Ti), preferably with a floor height of 1150 mm to 1300 mm, further preferably from 1200 mm to 1250 mm, and a low-floor section (T2), preferably with a floor height of 760 mm to 900 mm, further preferably from 810 mm to 900 mm, in particular from 830 mm to 880 mm.

11. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the at least one fourth intermediate car body (40) is a low-floor entry car body with the at least one low-floor area and with at least one low-floor entry (24).

12. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the end car bodies (50) are low-floor car bodies and preferably each have at least one low-floor entrance (24).

13. High-speed train (1) according to one of the preceding claims, characterized in that the at least one second intermediate car body (20) is a low-floor car body and preferably has at least one low-floor entrance (24).

14. High-speed multiple unit (1) according to one of claims 11 to 13, characterized in that the at least one low-floor entrance (24) has a door threshold height of 750 mm to 870 mm, preferably 780 mm to 840 mm, further preferably 800-820 mm.

15. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the traction bogies (42) are arranged exclusively on the at least one first intermediate car body (10).

16. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the high-speed multiple unit (1) has a plurality of, preferably underfloor traction units (44), wherein the, preferably underfloor traction units (44) are arranged on the at least one third intermediate car body (30) and / or the at least one first intermediate car body (10) and / or the at least one second intermediate car body (20) and / or the at least one fourth intermediate car body (40) is free of, preferably underfloor traction units (44).

17. High-speed multiple unit (1) according to claim 16, characterized in that at least one, preferably every third intermediate car body (30) with traction units (44) is arranged adjacent to the at least one first intermediate car body (10) with terminal traction bogies (42).

18. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the high-speed multiple unit (1) has at least one continuous high-floor area (14) which extends over at least four, preferably at least five, further preferably at least six, in particular at least seven, further in particular at least eight, intermediate car bodies (10, 30, 40).

19. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the high-speed multiple unit (1) has at least one, preferably two, continuous low-floor area(s) (22) which extends over at least three, preferably at least four, further preferably at least five, in particular at least six, middle car bodies (20, 40) and / or end car bodies (50).

20. High-speed multiple unit (1) according to one of the preceding claims, characterized in that the at least one second intermediate car body and / or the at least one fourth The middle car body (40) has at least one family toilet and / or large-capacity toilet (60) and / or at least one bicycle parking area (70) and / or at least one family and toddler area (80).

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