Energy-supplying double-deck carriage, rail vehicle and method of manufacturing a double-deck carriage

Abstract

The invention relates to an energy-supplying double-deck carriage, in particular a passenger double-deck carriage, for power supply, in which a main transformer is arranged in the roof region, preferably on or at the roof, and moreover preferably substantially above a bogie.

Claims

1. An energy-supplying double-deck carriage for power supply, in particular a passenger double-deck carriage, comprising a main transformer, a power supply line to the main transformer, at least one bogie and a roof, wherein the main transformer is arranged in a roof region.

2. The energy supplying double-deck carriage according to claim 1, wherein the main transformer is arranged substantially in the transverse direction of the energy-supplying double-deck carriage centrally.

3. The energy supplying double-deck carriage according to claim 1, wherein the energy-supplying double-deck carriage comprises at least one main switch.

4. The energy supplying double-deck carriage according to claim 1, wherein the energy-supplying double-deck carriage comprises one or two current collectors which supply power to at least one main transformer via the power supply line.

5. The energy supplying double-deck carriage according to claim 1, wherein at least one bogie is a drive bogie.

6. The energy supplying double-deck carriage according to claim 1, wherein the energy-supplying double-deck carriage comprises at least one converter or one converter per powered bogie.

7. The energy supplying double-deck carriage according to claim 6, wherein the energy-supplying double-deck carriage comprises a cooling device, the cooling device being arranged in such a way that it can be used for converter and traction motor of the drive bogie.

8. The energy supplying double-deck carriage according to claim 1, wherein the energy-supplying double-deck carriage has a reinforced carriage body structure by a closed profile along at least one of side walls and a ceiling and a floor of the energy-supplying double-deck carriage, in order to be able to support the weight of the main transformer in the roof region.

9. The energy supplying double-deck carriage according to claim 1, wherein the energy-supplying double-deck carriage is an end carriage which in particular has a front, the main transformer being arranged essentially at the end opposite the front in the last third of the carriage, so that the axle load does not exceed 21 t when properly loaded.

10. The energy supplying double-deck carriage, according to claim 1, wherein the energy-supplying double-deck carriage is a middle carriage.

11. A rail vehicle wherein the rail vehicle comprises at least one energy-supplying double-deck carriage according to claim 1.

12. A rail vehicle according to claim 11, wherein the rail vehicle comprises at least one or two energy-supplying double-deck carriages as end carriages.

13. A rail vehicle according to claim 12, wherein at least one current collector in each case is arranged on a middle carriage connected to one or two end carriages, and the power supply line thus runs from or to the middle carriage to or from the one or two end carriages.

14. A rail vehicle according to claims 11, wherein the rail vehicle comprises at least one or two end carriages and at least one middle carriage, each end carriage each comprising one or two converters, the end carriage being supplied with power by the energy-supplying double-deck carriage, so that a power supply line is formed from the main transformer on the middle carriage to the one or two converters in the end carriage.

15. A method for manufacturing an energy-supplying double-deck carriage according to claim 1, wherein the main transformer is arranged in a roof region on or at the roof.

16. The energy-supplying double-deck carriage according to claim 1, wherein the transformer is arranged substantially above the bogie.

17. The energy-supplying double-deck carriage according to claim 2, wherein the main transformer is arranged with the longest extent of the main transformer parallel to the longitudinal axis.

18. The energy -supplying double-deck carriage according to claim 3, wherein the main switch is arranged in the power supply line to the main transformer and establishes a disconnectable connection.

19. The energy -supplying double-deck carriage according to claim 6, wherein the converter is arranged essentially above the bogie or each drive bogie.

20. The rail vehicle according to claim 13, wherein the middle carriage with current collector comprises a main switch.

Description

[0088] In the following, embodiments of the invention are described in detail with reference signs. Here shows

[0089] FIG. 1: A rail vehicle with energy-supplying double-deck carriages as end carriages with a section of the adjacent carriage,

[0090] FIG. 2: a circuit diagram for a rail vehicle with an energy-supplying double-deck carriage according to FIG. 1,

[0091] FIG. 3: a rail vehicle with a section of an energy-supplying double-deck carriage as middle carriage and the adjacent carriage,

[0092] FIG. 4: a circuit diagram for a rail vehicle with an energy-supplying double-deck carriage as the middle carriage according to FIG. 3.

[0093] Identical reference signs in the figure indicate identical components.

[0094] FIG. 1 shows the arrangement of a main transformer 3 in the roof region on the roof 9 of an end carriage 101. In this embodiment, the main transformer 3 is arranged in the last third of the carriage body near the joint 12.

[0095] The converters 4 are each arranged above the drive bogies 13 so that a single cooling device (not shown in FIG. 1) can be used for the traction motors 5 (not shown in FIG. 1) and the converters 4.

[0096] Since the energy-supplying double-deck carriage 103 of the rail vehicle 100 is an end carriage 101, the front 11 is equipped with a crash front (not shown in FIG. 1) to ensure safety. This additional weight must be compensated for, taking into account the maximum axle load. In FIG. 1, this additional load on the front is compensated by mounting the main transformer 3 on the opposite end of the car on the roof 9.

[0097] The end carriage 101 is also equipped with two drive bogies 13, each with two axles driven by traction motors 5.

[0098] The adjacent middle carriage 102 is connected to the end carriage 101 by a formed connection 12 and a power supply connection 15.

[0099] The connection from current collector 1 to power supply connection 15 is also formed to be selectively disconnectable by a main switch 2.

[0100] The middle carriage 102 has a bogie 18 with two running axles 6 and a current collector 1.

[0101] In this embodiment, the current collector 1 of the middle carriage 102 is used to supply electrical power to the end carriage 101.

[0102] The current collector 1 is mounted on the non-energy-supplying double-deck car, the middle carriage 102. This mounting of the current collector 1 allows the main transformer 3 to be mounted on the roof 9 of the end carriage 101.

[0103] Thus, an advantageous axle load of the rail vehicle 100 is possible, since current collector 1 and main transformer can be arranged on two carriages.

[0104] FIG. 2 shows the circuit diagram for a rail vehicle according to FIG. 1, with the current collector 1 being shown selectively connectable to the main transformer 3 via a main switch 2 by means of a power supply connection 15 to the power supply line 14. In this context, the power supply connection 15 connects the power supply line 14 via two carriages.

[0105] The transformed current can feed the converters 4 and drive the traction motors 5 of the driven wheelsets via converter current supply and discharge connections 16. Thereby, a converter current supply and discharge 16 extends through the end carriage 101 to the converter 4 at the front drive bogie 13.

[0106] FIG. 3 shows a section of an energy-supplying double-deck carriage 103 as a middle carriage 102 capable of driving a non-energy-supplying end carriage 101.

[0107] The main transformer 3 of the energy-supplying double-deck carriage 103 as middle carriage 102 is connected to the end carriage 101 via a power supply connection 15.

[0108] The energy-supplying double-deck carriage 103 as the middle carriage 102 has a running bogie 18, with two running axles 6, and a roof 9.

[0109] The end carriage 101 has two converters 4 above a powered bogie 13, the converters 4 being arranged on opposite sides for optimized weight distribution.

[0110] The converters 4 are designed to feed power to the traction motors 5 of the drive bogies 13 through traction motor cables 17 (not shown in FIG. 3).

[0111] Thus the weight of the front 11, with a heavy crash front, is at least partially balanced by two converters 4 on the opposite side, and an at least approximately equal axle load is ensured on both bogies.

[0112] The selectively disconnectable power supply line 14 through a main switch 2 is not shown in FIG. 3, but has been outlined in the dashed area in the circuit diagram in FIG. 4.

[0113] FIG. 4 shows the circuit diagram of the rail vehicle of FIG. 3, in which case the dashed delimited area is located on the energy-supplying middle carriage 102 adjacent to the end carriage 101, but not shown in FIG. 3. The dashed area includes a current collector 1 and a power supply line 14 that is selectively disconnectable by a main switch 2.

[0114] However, it is also possible to imagine a power supply through a more distant middle carriage 102.

[0115] In FIG. 4, the main transformer 3 is arranged on the roof of the middle carriage 102 in front of the power supply connection 15.

[0116] The power supply connection 15 bridges the gap through the formed connection 12 between the double-deck carriages.

[0117] The converter power supply and discharge connections 16 can thus feed both converters 4 above a drive bogie 13. In addition, a cooling device can thus be used for both converters 4 and traction motors 5, under the two converters 4.

[0118] In FIG. 4, the drive bogie 13 at the front 11 of the end carriage 101 is connected to the converter 4 above the rear bogie via the traction motor cable 17, thus avoiding the need to mount a converter 4 above the front bogie. Thus, advantageous weight distribution is made possible, but both drive bogies 13 of the end carriage 101 can still be driven.