WO2009021831A1 - Rail vehicle with a drive device - Google Patents

Abstract

Rail vehicle with at least one first wagon body (102) which is supported on a non-driven first wheel unit (103.1) and a driven second wheel unit (103.2) which is spaced apart in the longitudinal direction of the at least one first wagon body (102), and an electric drive device (104) which drives the second wheel unit (103.2) and which comprises a transformer unit (104.1) and at least one first power inverter unit (104.2), wherein the transformer unit (104.1) is arranged in the region of the first wheel unit (103.1), and wherein the first wheel unit (103.1) is arranged at a first end of the first wagon body (102), in the region of which a driver's stand (106) for a driver of a vehicle is arranged.

Description

 Rail vehicle with a drive device

The present invention relates to a rail vehicle having at least a first car body supported on a non-driven first wheel unit and a driven second wheel unit spaced apart in the longitudinal direction of the at least one first car body, and an electric driving device driving the second wheel unit comprising a transformer unit and at least one comprises first power converter unit, wherein the transformer unit is arranged in the region of the first wheel unit.

In conventional rail vehicles, it is known to drive the two wheel units (wheelsets, wheel pairs or bogies) via a drive device whose components are distributed in or on the car body. For example, in the rail vehicle of the BR 445 series of Deutsche Bahn AG, a common transformer for both motor bogies is arranged centrally at the rear end of the car. Furthermore, an arrangement with two transformers at one end of the car and an arrangement of two power converters at the other end of the car is provided in the vehicles of the series RABe 514 SBB. Finally, in the vehicles TER 2 NG / X 40 of the company. Aistom SA, FR, an arrangement with one or two transformers at one end of the car and a power converter module in the roof space at the other end of the car is provided.

A disadvantage of all these known vehicles that because of the concentrated in a car drive system because of the high weight of the engine bogies, if necessary, only correspondingly lightweight drive components can be installed with relatively low drive power not to exceed the permissible axle loads. In addition, if trains are to be formed with multiple cars, so the problem is that usually only non-driven cars can be used, so that the relative drive power decreases. In order to overcome this disadvantage, other drive systems (transformers, drive converters, motor bogies in trains (TER 2 NG) are sometimes arranged.) The disadvantage here is the high weight due to the arrangement of further transformers and the associated costs poor scalability of the drive power or a high cost (cost, weight) when arranging other drive systems in the train. To remedy this problem, a generic rail vehicle is proposed in EP 1 024 070 B1, in which the drive is distributed to a plurality of carriages. The cars include at coupled ends, among other non-driven bogies (so-called bogies), in their area heavy components, such as the transformers of the drive device and other heavy

Components (pantograph, accumulators, chokes, etc.) are arranged so that a more favorable mass distribution is achieved in the train.

A problem with this generic rail vehicle, however, is that due to the comparatively large number of heavy components above the bogie because of the maximum permissible axle loads and the limited space only a comparatively small main transformer can be used correspondingly low power. Consequently, even here with the main transformer only a comparatively low drive power can be realized. To increase the drive power, more transformers would have to be provided as in the vehicles mentioned above, thereby increasing the cost of the rail vehicle again.

The present invention is therefore based on the object to provide a rail vehicle of the type mentioned, which does not have the disadvantages mentioned above, or at least to a much lesser extent and in particular allows for simple and cost-effective manufacturability, a high, easily scalable drive power.

The present invention solves this problem starting from a rail vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

The present invention is based on the technical teaching that, with simple and cost-effective manufacturability, a high, easily scalable drive power is achieved when the first wheel unit is arranged at the free end of the rail vehicle, ie at a first end of the first car body, in its region Driver's cab is arranged for a driver. This arrangement at the free end in the area of the driver's cab has the advantage that there is usually no passage for passengers and no other heavy components (such as the

Pantograph) are to be arranged, so that the transformer device can be made correspondingly large and accordingly with a correspondingly high performance, without the permissible axle loads of the bogie running, in whose area the transformer device is arranged.

This has the advantage that the drive power of the rail vehicle is easily scalable, because thanks to the high performance of the transformer device additional cars can be easily inserted with other motor bogies in the train network, which can be powered by the transformer device. The addition of additional transformers is unnecessary here.

The transformer unit can in principle be arranged in any suitable manner in the region of the first wheel unit. Preferably, the transformer unit is arranged such that the center of gravity of the transformer unit at least near the

Longitudinal center plane of the first car body is arranged. As a result, a favorable load distribution in the vehicle or trim of the vehicle is achieved. Additionally or alternatively, the center of gravity of the transformer unit is arranged at least approximately centrally above the first wheel unit in order to achieve a favorable load distribution to the first wheel unit.

The first power converter unit assigned to the second wheel unit can in principle be arranged at any suitable location in the vehicle. Preferably, the first power converter unit is arranged in the region of the second wheel unit in order to again achieve a favorable load distribution or trim.

The first power converter unit can be arranged as a closed assembly in the vehicle. Preferably, at least part of the first power converter unit is arranged laterally, that is to say in the region of a first longitudinal side of the first vehicle body. This makes it possible to achieve a favorable flow of passengers in the vehicle, by virtue of the lateral arrangement, for example, an averaging advantageous aisle for the passengers can be realized.

In further advantageous variants of the rail vehicle according to the invention, a second part of the first power converter unit is arranged in the region of an opposite second longitudinal side of the first car body. As a result of this distributed arrangement of the first power converter unit, a favorable load distribution or trim and, if appropriate, a particularly wide central aisle can be achieved. Further particularly favorable variants of the rail vehicle according to the invention are characterized in that at least one further additional equipment, in particular an electrical auxiliary equipment, is provided, which is arranged in the region of the second part of the first power converter unit. As a result, the load distribution or trim can be optimized. In particularly advantageous variants, the separation into the first and second part of the first power converter unit takes place as a function of the required cooling for the respective components. This makes it possible in an advantageous manner to optimize the cost of cooling. In particular, at least one first cooling circuit may be provided for cooling the first part of the first power converter unit and at least one second cooling circuit may be provided for the common cooling of the second part of the first power converter unit and the additional equipment. The respective cooling circuit can then be optimally matched to the respective temperature level, for example, so that the overall result is optimized cooling.

In preferred variants of the rail vehicle according to the invention, at least one third wheel unit is furthermore provided and the drive device is designed to drive the at least one third wheel unit. It can be provided that the first power converter unit is also provided for driving the at least one third wheel unit. In other variants of the invention it is provided that the drive device for driving the at least one third wheel unit comprises a second power converter unit, wherein the second power converter unit for driving the third wheel unit is powered by the transformer unit, so that a simple scaling of the drive power is achieved here. Preferably, the second wheel unit and the third wheel unit are arranged adjacent to each other in order to keep the cost of wiring as low as possible. Preferably, the third wheel unit is arranged in the region of a second car body, which is supported on this third wheel unit, since in this way a favorable distribution of the drive power over the vehicle is achieved.

In further advantageous variants of the rail vehicle according to the invention with a simple scaling of the drive power at least a fourth wheel unit is provided and the drive means comprises at least a third Stromrichtereiπheit for driving the at least one fourth wheel unit, wherein the third power converter unit for driving the fourth wheel unit is in turn fed by the transformer unit , Preferably, the fourth wheel unit is arranged in the region of a third car body, which is supported on this fourth wheel unit, as a result, a favorable distribution of the drive power is achieved via the vehicle. Preferably, the fourth wheel unit is in the range of End of the third car body is arranged, which is closer to the transformer unit to keep the cost of wiring as low as possible.

In preferred variants of the rail vehicle according to the invention, a current pickup device connected to the drive device is provided, which is arranged in the region of the second wheel unit, since hereby a particularly favorable load distribution in the vehicle can be achieved.

The wheel units can basically be designed arbitrarily. In particular, wheelsets or pairs of wheels can be used. Preferably, at least one driven wheel unit is designed in the manner of a bogie.

The invention can also be used for any type of rail vehicles. It can be used particularly advantageously in connection with double-decker vehicles. Preferably, therefore, at least one of the car bodies is designed as a double-decker car body.

The present invention further relates to a train assembly with at least two of the rail vehicles described above. In this case, identically configured inventive rail vehicles can be combined. It is understood, however, that of course at least two rail vehicles according to the invention of any different configuration can be coupled together.

Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. It shows:

Figure 1 is a schematic side view of a preferred embodiment of the rail vehicle according to the invention;

Figure 2 is a schematic section through the rail vehicle of Figure 1 along the line M-Il;

FIG. 3 shows a schematic section through the rail vehicle from FIG. 2 along the line III-III; FIG. 4 shows a schematic section through a further preferred embodiment of the rail vehicle according to the invention;

Figure 5 shows a schematic section through a preferred embodiment of the tensile composite according to the invention;

FIG. 6 shows a schematic section through a further preferred embodiment of the tensile composite according to the invention;

7 shows a schematic section through a further preferred embodiment of the tensile composite according to the invention.

First exemplary embodiment

Figures 1 and 2 show schematic representations of an inventive

Rail vehicle 101. The rail vehicle 101 comprises a first end car 101.1 with a double-deck car body 102, which is supported in the region of its two ends on a first wheel unit in the form of a first bogie 103.1 and a second wheel unit in the form of a second bogie 103.2. The first bogie is designed as a non-driven bogie runner 103.1, while the second bogie is designed as a driven drive bogie 103.2.

The drive wheelsets of the drive bogie 103.2 are driven by an electric drive device 104. The Antriebssei device 104 includes this in addition to the - not shown in the figures for reasons of clarity - traction motors of the second bogie 103.2 a transformer unit in the form of a main transformer 104.1 and fed by the main transformer 104.1 first power converter unit 104.2. The first power converter unit 104.2 is functionally assigned to the second bogie 103.2, that is to say it supplies the traction motors of the second bogie 103.2 with energy. The drive device 104 is in turn supplied via a current collector 105 from a - not shown - line network with energy.

The main transformer 104.1 is arranged in the region of the running bogie 103.1, which in turn is arranged at the leading end of the car body 102, in whose area a driver's cab 105 is provided for the driver. The first power converter unit 104.2 is the same as the current collector 105 and other electrical Additional devices 107 (for example, the power converter for the auxiliary power, etc.) arranged at the other end of the car body 102 in the region of the drive bogie 103.2.

Due to the arrangement of the main transformer 104.1 as the only heavy component of the electrical equipment of the vehicle 101 on the leading (even comparatively easy) bogies 103.1, it is possible to equip the main transformer 104.1 with a comparatively high power, so make the main transformer 104.1 comparatively large and heavy without exceeding the permissible axle loads of the bogie 103.1. In addition, at this point in the area of the driver's cab 105 there are generally no passages (to be designed with a view to a smooth flow of passengers) for the passengers, so that in this respect there is no further restriction of the installation space available for the main transformer 104.1.

A further advantage of such a high-performance main transformer 104.1 is that it has the same power as compared to a number of smaller transformers (and therefore has a lower power weight). Consequently, the main transformer 104.1 thus has a higher power compared with a number of smaller transformers at a weight given by the maximum permissible axle loads of the bogie 103.1.

Finally, another advantage of such a large main transformer 104.1 is that it is less expensive to manufacture and operate than several smaller transformers.

Furthermore, such a high power equipped main transformer 104.1 can be readily dimensioned to supply the drives of a number of other motor bogies. As a result, the scaling of the drive power of the rail vehicle 101 is considerably simplified, as easily other cars with

Motor bogies can be added, the energy supply can be done via the large Haupttraπsformator 104.1.

The arrangement over the leading bogie has the advantage that unlike the trailing second bogie 103.2 there is usually no compulsion to arrange heavy components. Thus, for example, at least the pantograph 105 is usually arranged on the trailing second bogie 103.2, in order to operate as large as possible between two coupled vehicles To ensure pantographs and thus to prevent mutual mechanical interference of the pantograph (for example via a vibration excitation of the overhead line by the leading pantograph).

The main transformer 104. 1 is arranged in a space 102. 1 behind the driver's cab 106, which leaves lateral access to the driver's cab 106 on one longitudinal side of the vehicle 101. The main transformer 104.1 is designed and placed so that its center of gravity is at least close, preferably in the (vertical) longitudinal center plane 101.2 of the vehicle 101 and further preferably at least close, preferably directly above the center of the bogie 103.1. Hereby, a particularly favorable load distribution and thus a favorable trim of the vehicle 101 is achieved.

The first power converter unit 104.2 is divided into two parts (a larger first part 104.3 and a smaller second part 104.4). The two parts 104.3 and 104.4 of the first power converter unit 104.2 are housed separate cabinets 102.2 and 102.3 on both longitudinal sides of the car body 102. The two cabinets 102.2 and 102.3 are separated by a central aisle 108, via which the vehicle passengers, if necessary, the transition into an adjacent car in the vehicle network is possible. This arrangement has the advantage that the center aisle 108 allows a favorable flow of passengers.

The two cabinets 102.1 and 102.2 have approximately the same size. Since the second part 104.4 of the first power converter unit 104.2 requires less installation space than the first part 104.3 of the first power converter unit 104.2, further additional equipment 107 is arranged in the cabinet 102.3. As a result, a particularly favorable load distribution or trim is also in the region of the second bogie 103.2.

The division of the first power converter unit 104.2 into the first part 104.3 and the second part 104.4 is selected so that the components of the second part 104.4 are tuned to the additional equipment in 107 with regard to their cooling by a (not shown) cooling device. This makes it possible in an advantageous manner to optimize the cost of cooling the first power converter unit 104.2 and the additional equipment 107. In particular, at least one first

Cooling circuit for cooling the first part 104.3 of the first power converter unit 104.2 be provided and at least one second cooling circuit for the common cooling of the second part 104.4 of the first power converter unit 104.2 and the additional equipment 107th be provided. The respective cooling circuit can then be tuned optimally, for example, to the respective temperature level required for cooling the relevant components, so that the overall result is optimized cooling.

It should be noted at this point that the just described under the aspect of optimizing the cooling division of the components of the power converter unit as a function of other components to be cooled on its own (regardless of the arrangement of the main transformer) independently protectable inventive idea.

As can be seen from FIG. 3, the vehicle 101 comprises a further endcar 101.3 with a second carbody 109, which is coupled to the first carbody 102 and is supported on a third bogie in the form of a second drive bogie 110 and a bogie 111.

The traction motors of the second drive bogie 110 are supplied with energy via a second converter unit 104.5, the second converter unit 104.5 in turn being supplied with energy by the main transformer 104.1. This is possible because the main transformer 104.1 (as already mentioned) can provide a sufficiently large power. The second drive bogie 1 10 is adjacent to the first drive bogie 103.2, to keep the cabling overhead as low as possible.

It should be understood, however, that in other variants of the invention, however, it may also be provided that the traction motors of the second drive bogie are also supplied with energy by the first power converter unit.

Second embodiment

FIG. 4 shows (in a view corresponding to FIG. 3) a further exemplary embodiment of a rail vehicle 201 according to the invention

Rail vehicle 201 corresponds in its basic design and operation of the rail vehicle 101, so that only the differences should be discussed here. In particular, identical components are provided with identical reference numerals, while similar components are provided with increased by the value 100 reference numerals. The difference to the rail vehicle 101 is that between the two end cars 101.1 and 101.3 a middle car was 201.4 inserted. The middle car 201.4 has a third car body 212 which is supported on a fourth bogie in the form of a third drive bogie 213 and another running bogie 214.

The drive motors of the drive bogie 213 are supplied with energy via a third power converter unit 204.6, the third power converter unit 204.6 as well as the second power converter unit 104.5 being supplied with energy by the main transformer 104.1. This is possible because the main transformer 104.1 (as already mentioned) can provide a sufficiently large power. The third drive bogie 213 is arranged adjacent to the first drive bogie 103.2, in order to keep the cabling effort as low as possible.

Third embodiment

FIG. 5 shows (in a view corresponding to FIG. 3) an embodiment of a four-car train 301 according to the invention, in which two identical rail vehicles according to the invention are coupled together, each comprising a terminal car 101.1 and a center car 201.4 as described above.

Fourth Embodiment

FIG. 6 shows (in a view corresponding to FIG. 3) an embodiment of a train assembly 401 according to the invention with five cars, in which two rail vehicles according to the invention are coupled together. The rail vehicle arranged on the right side comprises a final wagon 101.1 and two middle wagons 201.4 (as described above), which are each supplied with energy from the main transformer 104.1 of the right-hand end wagon 101.1. The rail vehicle arranged on the left side comprises a wagon 101.1 and a middle wagon 201.4 (as described above), which is supplied with energy from the main transformer 104.1 of the left end wagon 101.1.

Fifth Embodiment

FIG. 7 shows (in a view corresponding to FIG. 3) an embodiment of a train assembly 501 according to the invention with six cars, in which two identical rail vehicles according to the invention are coupled together. That on the right Side-mounted rail vehicle comprises a final carriage 101.1 and two central cars 201.4 (as described above), which are each powered from the main transformer 104.1 of the right end car 101.1 with energy. The rail vehicle arranged on the left side comprises a final wagon 101.1 and two middle wagons 201.4 (as described above) which are each supplied with energy from the main transformer 104.1 of the left end wagon 101.1.

From the above embodiments it is clear that with the present invention, thanks to the correspondingly large recoverable power of the main transformer 104.1, a simple scaling of the drive power of the rail vehicle or of a train ensemble formed therefrom is possible, so that a simple adaptation of the vehicle or train combination to different required transport capacities can be done. Ultimately, only three different car types, the end cars 101.1, 101.3 and the center car 201.4 are required to always achieve a configuration with a favorable degree of motorization (ratio of the number of driven axles to the total number of axles) of 50%. This can thus be achieved in a simple manner, a particularly high degree of flexibility in the adaptation of the vehicle to the required capacity.

It is understood that in the vehicle configurations described above, one or more further middle cars 201.4 may possibly also be added. Their power converter unit 204.6 can in turn each of the

Main transformer 104.1 of the end car 101.1 be energized. Depending on the maximum power of the main transformer 104.1, starting from a certain number of additional intermediate cars 201.4, the vehicle's acceleration values may thereby deteriorate. However, this may be acceptable given the high transport capacity achieved.

The present invention has been described above by way of example only for a double-decker vehicle. It is understood, however, that the invention may also be used in conjunction with single-deck vehicles.

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Claims

claims A rail vehicle having at least one first vehicle body (102) which is supported on a non-driven first wheel unit (103.1) and a driven second wheel unit (103.2) spaced apart in the longitudinal direction of the at least one first vehicle body (102), and one 103.2) driving electrical drive means (104), which comprises a transformer unit (104.1) and at least one first power converter unit (104.2), wherein - the transformer unit (104.1) in the region of the first wheel unit (103.1) is arranged. characterized in that the first wheel unit (103.1) is arranged at a first end of the first car body (102), in whose area a driver's cab (106) is arranged for a vehicle driver. 2. Rail vehicle according to claim 1, characterized in that the transformer unit (104.1) is arranged such that the center of gravity of the transformer unit (104.1) at least near the longitudinal center plane (101.2) of the first car body (102) is arranged and / or at least approximately centrally above the first wheel unit (103.1) is arranged. 3. Rail vehicle according to one of the preceding claims, characterized in that the first power converter unit (104.2) in the region of the second Wheel unit (103.2) is arranged. 4. Rail vehicle according to one of the preceding claims, characterized in that at least a first part (104.3) of the first power converter unit (104.2) in the region of a first longitudinal side of the first car body (102) is arranged. 5. Rail vehicle according to claim 4, characterized in that a second part (104.4) of the first power converter unit (104.2) in the region of a second longitudinal side of the first car body (102) is arranged. 6. Rail vehicle according to claim 4 or 5, characterized in that at least one additional equipment (107), in particular electrical auxiliary equipment is provided, wherein the additional equipment (107) in the region of the second part (104.4) of the first power converter unit (104.2) is. 7. Rail vehicle according to claim 6, characterized in that at least one first cooling circuit for cooling the first part (104.3) of the first power converter unit (104.2) is provided and - At least a second cooling circuit for common cooling of the second part (104.4) of the first power converter unit (104.2) and the additional equipment (107) is provided 8. Rail vehicle according to one of the preceding claims, characterized in that - At least a third wheel unit (110) is provided and the drive means (104) for driving the at least one third wheel unit (110) is formed. 9. Rail vehicle according to claim 8, characterized in that the first power converter unit (104.2) is provided for driving the at least one third wheel unit. 10. Rail vehicle according to claim 8, characterized in that the drive device (104) for driving the at least one third wheel unit (110) comprises a second power converter unit (104.5), wherein the second power converter unit (104.5) for driving the third wheel unit (110) the transformer unit (104.1) is fed. 11. Rail vehicle according to claim 9 or 10, characterized in that the second wheel unit (103.2) and the third wheel unit (110) are arranged adjacent to each other. 12. Rail vehicle according to one of claims 8 to 11, characterized in that a second car body (109) is provided, which on the third wheel unit (110) is supported. 13. Rail vehicle according to one of claims 8 to 12, characterized in that - At least a fourth wheel unit (213) is provided and - the drive means (104) for driving the at least one fourth Wheel unit (213) comprises at least a third power converter unit (204.6), wherein the third power converter unit (204.6) for driving the fourth wheel unit (213) by the transformer unit (104.1) is fed. 14. Rail vehicle according to claim 13, characterized in that a third car body (212) is provided, which is supported on the fourth wheel unit (213). 15. Rail vehicle according to claim 14, characterized in that the fourth wheel unit (213) in the region of the end of the third car body (212) is arranged, which is closer to the transformer unit (104.1). 16. Rail vehicle according to one of the preceding claims, characterized in that with the drive means (104) connected to the current collector (105) is provided, wherein - the current collector (105) in the region of the second wheel unit (103.2) is arranged. 17. Rail vehicle according to one of the preceding claims, characterized in that at least one driven wheel unit (103.2; 110; 213) is designed in the manner of a bogie. 18. Rail vehicle according to one of the preceding claims, characterized in that the at least one car body (102, 109) is designed as a double-deck car body. 19. Zugverbund with at least two rail vehicles (101, 201) according to one of the preceding claims.