Rail vehicle comprising a rail car and an end car

Abstract

The invention relates to a railway vehicle (1) comprising an intermediate car (5) and an end car (2). A transformer (14), a main converter (11) and a traction converter (12) are arranged on the end car (2). At least one traction motor (24) is arranged on the intermediate car (6). (Figure 1)

Description

Title of the invention: Railway vehicle comprising a railway car and an end car

[0001] The invention relates to a railway vehicle comprising a railway car and an end car.

[0002] Double-decker railway vehicles have been known for a long time. These vehicles are adapted to the infrastructure for which they are intended, for example with regard to loading gauge (e.g. EP 3 248 853). Since at least some of the railway vehicle's cars are intended to have two superimposed levels and the usual railway vehicle equipment, in particular traction equipment, must be housed within the vehicle, double-decker vehicles have hitherto been limited to large clearance gauges.

[0003] . Known double-decker railway vehicles are not designed for a Clearance gauge Gl. Consequently, they do not fit within the clearance gauge Gl and / or do not have good traction performance. Furthermore, the axle load of known double-decker rail vehicles is not optimal.

[0004] The invention aims to overcome the drawbacks of the prior art and in particular to provide a railway vehicle capable of transporting many passengers, fitting within a clearance gauge Gl and exhibiting good traction performance.

[0005] The object is solved by a railway vehicle comprising an intermediate car and an end car. All heavy-duty traction components are located in the end car. A pantograph may be located in the end car. At least one traction motor is located in the intermediate car, and the intermediate car is designed as a double-decker car with a maximum height of 4280 mm.

[0006] Such a railway vehicle has the advantage of being compact and offering a large passenger transport capacity.

[0007] The heavy-load traction components are, in the case of a DC traction system, a traction converter, an inductor coil, and a traction converter / inductor coil cooling unit; in the case of an AC traction system, a transformer, a main converter, and a traction converter; and in the case of an AC / DC system, a system switch. Therefore, in the case of an AC / DC system, the heavy-load components are both the heavy-load components of the AC traction system and the DC traction system, as well as a system switch.

[0008] It is possible that the end car consists exclusively of non-motorized bogies) and / or that the intermediate car is devoid of any heavy load traction component.

[0009] This arrangement ensures that the transformer, main converter, and traction converter are transported by the end car, while the traction motors are transported by the intermediate car. Unpowered bogies are lighter and less bulky than powered bogies because they do not have traction motors. When the end car containing the transformer, main converter, and traction converter consists exclusively of unpowered bogies, the powered bogies are located on a separate car of the railway. Consequently, the heavy and bulky components of the railway are distributed across several cars. This optimizes the axle load and construction space.

[0010] The railway vehicle may be a first intermediate car. It is possible that the railway vehicle may include a second intermediate car. It is possible that both the first and second intermediate cars may be double-decker cars.

[0011] When the railway vehicle includes a first intermediate car, the railway vehicle comprises two end cars. Therefore, in addition to the advantages mentioned above, the vehicle can move in both directions without being modified.

[0012] It is possible that the rail vehicle in a configuration adapted for operation in an AC system may have a maximum axle load of 18 tonnes. It is possible that the rail vehicle adapted for a DC system may have a maximum axle load of 18 tonnes.

[0013] The maximum axle load of 18 tonnes ensures that the rail vehicle does not exceed the maximum axle load. Therefore, the rail vehicle can be used on standard routes with existing infrastructure.

[0014] The rail vehicle may be able to operate in both an AC and a DC system, and may have a maximum axle load of 22.5 tonnes, preferably 20.0 tonnes. The rail vehicle may include a system selector switch by which it can switch from the AC system to the DC system and / or from the DC system to the AC system.

[0015] When the railway vehicle includes a system selector switch, it is possible that the railway vehicle may include an AC main switch and / or an AC main line and / or a DC disconnector and / or a DC fast switch and / or a DC main line. Thanks to these components, the railway vehicle can easily switch from alternating current operation to direct current operation and / or from direct current operation to alternating current operation.

[0016] Such a railway vehicle can be used flexibly and can be operated with a prescribed maximum axle load.

[0017] The railway vehicle, preferably the intermediate car, may include a passenger area and an entrance area with a door opening, where the door opening has a clearance height of at least 1890 mm. The door opening may have a clearance height of at least 1895 mm. It is also possible that the door opening may have a clearance height of at least 1900 mm. The railway vehicle may conform to the clearance gauge Gl.

[0018] Such a railway vehicle fits within a reduced clearance gauge while having a high number of passengers.

[0019] The maximum height of 4280 mm is measured from the top edge of the rail heads to the highest point of the railway vehicle. The top edge of the rail heads is the upper surface of the rails. Therefore, the top edge of the rail heads is the surface on which the wheel treads of the railway vehicle are positioned when the railway vehicle is traveling on the rails. The maximum height of 4280 mm is thus measured from the wheel treads, which are in contact with the rails, to the top of the railway vehicle.

[0020] The Gl clearance profile is defined in the European standards for rail transport (EN 15273-3:2023-04), which deals with the loading gauge and requirements for railway vehicles and which was published on March 17, 2023. Therefore, the maximum height of 4280mm is in accordance with the maximum height of a Gl clearance gauge according to standard EN 15273-3:2023-04.

[0021] The rail vehicle, preferably the intermediate car, may include a boarding area in the middle of the passenger entrance area between the doors, connected to a door threshold at the door opening by a first ramp, the first ramp having an incline of 6 to 10 degrees. It is also possible for the first ramp to have an incline of 8 degrees.

[0022] Such a ramp allows passengers to enter or exit the railway vehicle comfortably and persons with reduced mobility to easily enter the train on their own, while ensuring that the railway vehicle can be constructed in a space-efficient manner.

[0023] The first ramp may have the same width as the door opening. The first ramp may be provided with a non-slip surface. The area The boarding area may be located at a level lower than the door opening threshold. Passengers descend the first ramp when entering the train vehicle, and passengers ascend the first ramp when exiting the train vehicle.

[0024] The intermediate car may include a passenger area on the lower level connected to the boarding area by a second ramp, in particular arranged at 90° to the first ramp, the second ramp having an incline of 6 to 10 degrees. It is also possible that the second ramp may have an incline of 8 degrees.

[0025] In this way, the passenger area of ​​the rail vehicle can be arranged efficiently in terms of space. The second ramp may have the same incline as the first ramp. Passengers then descend the first ramp to the boarding area, and then the second ramp to the passenger area on the lower level when they enter the rail vehicle. From the passenger area on the lower level, passengers ascend the second ramp to the boarding area, and then ascend the first ramp to the door opening when they exit the rail vehicle.

[0026] Headroom is the free height measured from floor to ceiling in which a passenger can stand upright.

[0027] Thus, the railway vehicle can be used comfortably by passengers, and it also corresponds to a Gl profile.

[0028] The intermediate car may include an upper level with an upper level entrance area above a rail vehicle boarding area. The upper level entrance area has a ceiling height and a passenger area. The ceiling height of the upper level entrance area is between 1880 mm and 1995 mm. The ceiling height of the upper level entrance area may be substantially equal to 1895 mm. The boarding area also has a ceiling height. The ceiling height of the boarding area may be between 1880 mm and 1995 mm. The ceiling height of the boarding area may be substantially equal to 1895 mm.

[0029] Thus, the intermediate car can be used comfortably by the passengers and corresponds to a GL profile

[0030] The intermediate car may include a stairwell. The stairwell connects the entrance area of ​​the upper level to the boarding area. At the intersection between the stairwell and the entrance area of ​​the upper level, the intermediate car, preferably the stairwell, has a width of less than 600 mm. The intermediate car, preferably the stairwell, may have a width of less than 580 mm at the intersection between the stairwell and the entrance area of ​​the level upper. The intermediate car, preferably the stairwell, may have a width at the intersection between the stairwell and the entrance area of ​​the upper level substantially equal to 560 mm.

[0031] Passengers can thus move easily from the boarding area to the entrance area of ​​the upper level and vice versa, and the railway vehicle fits into a Gl profile.

[0032] The stairwell may include an intermediate level. The intersection of the stairwell and the entrance area of ​​the upper level may be located in the middle of the car in the width direction.

[0033] This allows passengers easy access to the upper level.

[0034] A cable conduit for the intermediate car can be fitted in a side wall of the railway car.

[0035] This makes it possible to design and size the railway vehicle in a compact space, in particular with a reduced height.

[0036] The intermediate car may have a first bogie and a second bogie. The first and second bogies each have a pivot. The pivot of the first bogie and the pivot of the second bogie are separated by a distance of between 18,000 mm and 20,000 mm. Alternatively, the pivot of the first bogie and the pivot of the second bogie may be separated by a distance of between 18,500 mm and 18,900 mm.

[0037] The greater the distance between the bogies, and therefore between the bogie joints, of a railway vehicle, the heavier the railway vehicle and the more luggage and passengers it can carry. Consequently, when the distance between the bogies, and therefore between the bogie pivots, is greater, the axle load of the railway vehicle is higher. The aforementioned distance thus ensures that the maximum axle load of the railway vehicle is not exceeded.

[0038] The railcar may include at least one bogie comprising one, preferably two, powered axles. Since the railcar is an intermediate railcar, the intermediate car includes at least one bogie comprising one, preferably two, powered axles. It is possible that the first and second intermediate cars each include at least one bogie comprising two powered axles. The two powered axles may be driven as a group drive by a single converter. It is possible that all the bogies of the car are powered bogies. It is also possible that all the bogies of the first and second intermediate cars are powered bogies.

[0039] This arrangement of two driven axles per bogie offers the advantage of excellent vehicle acceleration at low speeds. The arrangement of two Motorized axles controlled as a group drive have the advantage of a very simple arrangement and good weight distribution while retaining the advantage of excellent low-speed vehicle acceleration capability.

[0040] The railway car can be equipped with an engine cooling system. Engine cooling

[0041] The engine cooling system can be located under the floor. The engine cooling system can be integrated into an engine casing or mounted on the engine casing.

[0042] The cooling system is therefore compact and space-saving inside the railway vehicle.

[0043] It is possible that the end car and the middle car of the railway vehicle each have at least two bogies. Each of the at least two bogies (i.e., of the middle car and the end car) has a pivot. The joints of the at least two bogies of the middle car are separated from each other by a distance. The pivots of the at least two bogies of the end car are separated by a distance that is 100 to 110 percent of the distance separating the pivots of the two bogies of the middle car. Preferably, the joints of the at least two bogies of the end car are separated by a distance of between 102 and 105 percent of the distance separating the joints of the two bogies of the middle car.

[0044] The end car may have a pivot distance between 100% and 110% of the pivot distance of the intermediate car. The end car may also have a pivot distance between 102% and 105% of the pivot distance of the intermediate car.

[0045] The greater the distance between the bogies, and therefore between the bogie joints, of a railway vehicle, the heavier the railway vehicle and the more luggage and passengers it can carry. Consequently, if the distance between the bogies, and therefore between the bogie pivots, is greater, the axle load of the railway vehicle is higher. The end car includes heavy components such as the transformer, the main converter, the line filter, and the traction converter. Therefore, the end car is primarily designed to house the heavy components, and the intermediate car is primarily designed to carry passengers and luggage. Therefore, the aforementioned pivot distance ensures an advantageous distribution of the load along the length of the respective railway vehicle and a good distribution of the load between the end and intermediate cars.

[0046] It is possible for the main converter and the traction converter to be installed in a conversion unit. The conversion unit can be connected to a line filter and / or transformer. The conversion unit may have two or three traction outputs.

[0047] Such a conversion unit can be arranged in a compact and space-saving manner inside the railway vehicle.

[0048] The transformer may be located in the roof area of ​​the railway vehicle. The conversion unit may be located inside the railway vehicle.

[0049] It is possible that the intermediate car and the end car include motorized bogies, in which at least one bogie of the end car is equipped with a single axle drive and at least one bogie of the intermediate car includes in particular a group drive.

[0050] This makes it possible to improve the traction performance of the railway vehicle.

[0051] It is possible that the end car may include a braking resistor and / or a fuel cell and / or an internal combustion engine and / or a traction battery.

[0052] When the end car includes a braking resistor, excess electrical energy during braking can be dissipated. Furthermore, wear on the mechanical brakes is reduced by using the braking resistor. Therefore, a braking resistor improves the safety and efficiency of the rail vehicle.

[0053] When the end car is equipped with a fuel cell, the rail vehicle produces no emissions. Furthermore, the rail vehicle can run on non-electrified tracks.

[0054] When the end car is equipped with an internal combustion engine, the rail vehicle is self-contained and can run on non-electrified tracks. Consequently, the rail vehicle is flexible in its routes and does not require electrification infrastructure. Furthermore, a rail vehicle equipped with an internal combustion engine offers the advantages of a widely available fuel infrastructure, high reliability under extreme conditions, and low initial cost.

[0055] When the end car includes a traction battery, the rail vehicle can operate cleanly, quietly, and efficiently with zero emissions. Therefore, an electrified track is not required. Furthermore, when the end car includes a traction battery, energy regeneration during braking is possible. Operating costs and environmental impact are thus reduced.

[0056] In this way, the railway vehicle can be driven efficiently. When the railway vehicle includes several types of drive, the railway vehicle has the advantage of greater flexibility at the energy sources. Furthermore, with multiple drive types, the rail vehicle includes a backup power source. The use of multiple drive types also has the advantage of reducing dependence on external infrastructure, since the drive type best suited to the infrastructure in question can be selected.

[0057] It is possible that the diameter of each wheel of the railway vehicle is between 800 mm and 950 mm. It is possible that the diameter of each wheel of the railway vehicle is between 830 mm and 900 mm. It is possible that the diameter of each wheel of the railway vehicle is 870 mm.

[0058] In this way, the railway vehicle can be designed to save space.

[0059] By wheel diameter, we mean the diameter of the wheel in its new condition.

[0060] It is possible that the end car is a single-level car. It is It is also possible that each end car is a single-level car.

[0061] Such a train composition makes it possible to optimize the number of passengers and the axle load.

[0062] It is possible that the railway vehicle comprises two end cars and six intermediate cars.

[0063] The invention will be explained in more detail below with reference to examples of embodiment illustrated in the drawings.

[0064] The figures show it:

[0065] [Fig.1] is a railway vehicle,

[0066] [Fig.2] is a traction train of a railway vehicle,

[0067] [Fig.3] is a railway vehicle consisting of two end cars and six intermediate cars,

[0068] [Fig.4] is an end car of a railway vehicle,

[0069] [Fig.5] is the upper level of an intermediate car,

[0070] [Fig.6] is an intermediate car,

[0071] [Fig.7] is a cross-section of a railway vehicle,

[0072] [Fig.8] is a Gl clearance template.

[0073] Fig. 1 shows a railway vehicle 1 with a single end car level 2 and two double-decker intermediate cars 5. The single-level end car 2 has a height of 4064 mm. The double-decker intermediate cars 5 have a height of 4280 mm. The end car 2 is equipped with a pantograph 13. In addition, the single-level end car 2 is equipped with two power conversion units 10 and a transformer 14. The two power conversion units 10 and the transformer 14 are arranged inside the railcar 1. It is also possible that the two power conversion units and The transformer is placed on the roof. The single-level end car 2 is equipped with two unpowered bogies 21. The single-level end car 2 and the two double-level intermediate cars 5 each have two door openings 18. Each door opening 18 has a clearance height 19 of 1890 mm. The single-level end car 2 includes a footbridge 43 to the adjacent car. Each double-level intermediate car 5 includes two footbridges 43 to the adjacent cars. The double-level intermediate cars 5 are each equipped with two powered bogies 22, which are driven by a drive unit 25. The powered axles are represented by solid black circles, while the unpowered axles are represented by circles with a white surface.

[0074] Figure 2 shows two examples of railway vehicle traction chains. Each traction chain includes a pantograph 13. The pantographs 13 of both traction chains are connected to an AC main switch 31 and a DC disconnector 33. The DC disconnector 33 is connected to a DC quick switch 34. The DC quick switch 34 is connected to the system selector 36 via the DC main line 35. The AC main switch 31 is connected to the transformer 14 via the AC main line 32. The transformer 14 is connected to the powered bogies 22. The four powered bogies 22 of the first traction chain include a drive group 25. A power conversion unit 10 is arranged between the powered bogies 22 and the transformer. The power conversion unit 10 includes a main converter 11 and a traction converter 12.Therefore, for each powered bogie 22 with a group drive 25, a main converter 11 and a traction converter 12 are provided. The second traction chain comprises two powered bogies 22 with a group drive 25 and four powered bogies 22 with a single powered axle 23. The other aspects of the second traction chain are designed similarly to those of the first traction chain.

[0075] Figure 3 shows a railway vehicle 1 according to Figure 1. Unlike Figure 1, the railway vehicle 1 of Figure 4 is a railway vehicle 1 comprising two single-level end cars 2 and six double-level intermediate cars 5. The two double-level intermediate cars 5 adjacent to each of the end cars 2 comprise two powered bogies 22 with group drives 25. Each single-level end car 2 comprises two unpowered bogies 21. The railway vehicle 1 has a length of 211 m.

[0076] Figure 4 shows a single-level end car 2 of a rail vehicle 1. The single-level end car 2 has a rail vehicle height of 4064 mm. The single-level end car 2 includes a pantograph 13. The single-level end car 2 includes two door openings 18. The door openings 18 each have a clearance height 19. The single-level end car 2 is equipped with two unpowered bogies 21. The single-level end car 2 has a distance 41 between the bogie joints of 19400 mm. The door openings 18 include a door sill 8. The single-level end car 2 is equipped with two boarding areas 17. The boarding areas 17 are part of the passenger entrance area 16. The boarding area 17 is connected to the door sill 8 by the first ramp 9. One of the boarding areas 17 is connected to a passenger area 40 by a second ramp 47. Both boarding areas 17 and the passenger area 40 can accommodate a wheelchair passenger.

[0077] Figure 5 shows the upper level of a double-decker intermediate car 5. The double-decker intermediate car 5 comprises two upper-level entrance areas 38. Each of the two upper-level entrance areas 38 has a headroom 39 that extends perpendicularly to the drawing plane and is therefore not visible. In addition, the double-decker intermediate car 5 comprises a passenger area 40. The upper-level entrance areas 38 are connected to the boarding area (not shown) by staircases 48. The intersection of the staircase 48 and the upper-level entrance area 38 is located in the middle of the car 5 across its width.

[0078] Figure 6 shows a double-decker intermediate car 5 of a railway vehicle 1. The double-decker intermediate car 5 has a railway vehicle height 45 of 4280 mm. The double-decker intermediate car 5 comprises two passages 43. The double-decker intermediate car 5 is equipped with two powered bogies 22. Each powered bogie 22 is equipped with a drive unit 25. The double-decker intermediate car 5 has a distance 41 between the bogie joints of 18680 mm. The double-decker car 5 has two door openings 18. Each door opening 18 has a door threshold 8. Each door opening 18 has a clearance height 19. The intermediate double-decker car 5 has two passenger entrance areas 16 and two boarding areas 17. The two boarding areas 17 are connected to the door openings 18 by the first ramps 9.The intermediate double-decker car 5 is equipped with second ramps 37. The second ramps 37 connect the boarding area 17 to the passenger area 40.

[0079] Figure 7 shows a cross-section of a double-decker intermediate car 5 of a railway vehicle 1. The double-decker intermediate car 5 has a railway vehicle height of 4280 mm. The double-decker intermediate car 5 has a railway vehicle width of 2800 mm. A passenger is shown in the passenger area 40. The passenger area 40 has a headroom of 1895 mm. The car The intermediate double-decker carriage 5 is equipped with an upper-level entrance area 38. Furthermore, the intermediate double-decker carriage 5 is equipped with 18 door openings. Each door opening 18 has a clearance height of 1890 mm. Each door opening 18 includes a door sill 8. The passenger entrance area 16 includes a boarding area 17. The boarding area 17 is connected to the door sill 8 by the first two ramps 9. The first two ramps 9 have an angle of inclination of 8 degrees.

[0080] Figure 8 represents a G1 44 profile conforming to standard EN 15273-3:2023-04. The 44 G1 clearance gauge has a maximum height of 4280 mm.

Claims

Demands

1. Railway vehicle (1) comprising an intermediate car (5) and an end car (2), in which all heavy load traction components and preferably a pantograph (13) are arranged in the end car (2), characterized in that at least one traction motor (24) is arranged in the intermediate car (5), and that the intermediate car (5) is designed as a two-level railway car of a maximum height (45) of 4280 mm.

2. A railway vehicle (1) according to claim 1, characterized in that the end car (2) comprises exclusively unpowered bogies (21) and / or the intermediate car (5) is devoid of any heavy-load traction component

3. Rail vehicle (1) according to any one of the preceding claims, characterized in that the intermediate car (5) is a first intermediate car (5), the rail vehicle (1) comprising a second intermediate car (5), the first intermediate car (5) and the second intermediate car (5) both being double-level cars, the end car (2), in particular each end car (2), being a single-level car.

4. Rail vehicle (1) according to any one of the preceding claims, characterized in that the rail vehicle (1) is usable in an AC system or the rail vehicle (1) is usable in a DC system, the rail vehicle (1) having a maximum axle load of 18t.

5. A railway vehicle (1) according to any one of the preceding claims, characterized in that the intermediate car (5) comprises an upper level having an upper level entrance area (38) above a boarding area (17) of the railway vehicle (1), the upper level entrance area (38) having a ceiling height (39) and a passenger area (40), wherein the ceiling height (39) of the upper level entrance area (38) is between 1880 mm and 1995 mm, preferably substantially equal to 1895 mm, wherein the boarding area (17) has a ceiling height, in particular the ceiling height of the boarding area (17) is between 1880 mm and 1995 mm, preferably substantially equal to 1895 mm.

6. Railway vehicle (1) according to claim 5, characterized in that the intermediate car (5) comprises a stairwell (48), the stairwell (48) connecting the upper level entrance area (38) and the boarding area (17), wherein at the intersection between the stairwell (48) and the upper level entrance area (38), the intermediate car (5) has a width of less than 600 mm, preferably less than 580 mm, more preferably substantially equal to 560 mm.

7. Railway vehicle (1) according to any one of the preceding claims, characterized in that the intermediate car (5) comprises a first bogie and a second bogie, the first and second bogie each having a pivot, and the pivot of the first bogie and the pivot of the second bogie being separated by a distance (41) between 18000 mm and 20000 mm, preferably between 18500 mm and 18900 mm.

8. Railway vehicle (1) according to any one of the preceding claims, characterized in that the intermediate car (5), preferably the first intermediate car (5) and the second intermediate car (5), comprises at least one bogie (23) comprising two powered axles, said two powered axles being preferably controlled as a group drive (23) by a converter (12), in which preferably all the bogies of the intermediate car (5) and more preferably of the first intermediate car (5) and the second intermediate car (5) are powered bogies.

9. Railway vehicle (1) according to any one of the preceding claims, wherein the end car (2) and the middle car (5) each have at least two bogies, each of these bogies having at least one pivot, wherein the pivots of the two bogies of the end car (2) are separated by a distance (41) which is 100 to 110 percent, preferably 102 to 105 percent of the distance (41) separating the pivots of the two bogies of the middle car (5).

10. A railway vehicle (1) according to any one of the preceding claims, characterized in that the diameter of each wheel of the railway vehicle (1) is between 800 mm and 950 mm, Preference between 830 mm and 900 mm, more preferably 870 mm.

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