DE102013002096A1 - High-speed train e.g. AGV French high speed train, has head module comprising head bogie, and entry areas for passenger compartment arranged between wheels of driving module, where entry areas are in cruciform shape when viewed from top - Google Patents

Abstract

The train has a head module (3) comprising a head bogie (2), and a driving module (1) comprising four individually suspended wheels and rotational-and suspension points for a passenger compartment. The first suspension point is arranged in a region of a wheel axle of a leading pair of wheels, and the second suspension point is arranged in the region of the axle of a trailing pair of the wheels in the driving module. Entry areas for the compartment are arranged between the wheels of the driving module. The entry areas are in a cruciform shape when viewed from top.

Description

Due to dwindling resources, it is necessary in all areas of technology to develop energy-saving machines, equipment and means of transport.

A rail vehicle in which steel wheels run on steel rails has a considerably lower rolling resistance than a road vehicle (tires on asphalt). So there are favorable conditions for a low energy consumption of the rail vehicle.

• – Rollwiderstand (= R)
• – Luftwiderstand (= L)
• – Beschleunigungswiderstand (= B)
• – Steigungswiderstand (= S)

The energy consumption of a rail vehicle consists essentially of four parts:

• - rolling resistance (= R)
• - Air resistance (= L)
• - acceleration resistance (= B)
• - slope resistance (= S)

The converted energy [Ws = Nm] is calculated from the sum of the products resistance [N] times traveled distance [m].

Rolling resistance R:

The formula for the rolling resistance R [N] is: R = m * g * cr Where:
m = mass of the vehicle [kg]
g = gravitational acceleration = 9.81 [m / (s * s)]
cr = rolling resistance coefficient [/]

The rolling resistance coefficient cr in a rail vehicle is already very low. In order to further minimize the rolling resistance so is to aim for the lowest possible vehicle mass m.

On locomotive trains, the tractive power is generated exclusively by the locomotive. Therefore, the locomotive or the power train needs a relatively high weight in order to transfer the traction force for the entire train via friction on the driven wheels on the rail. The non-powered cars in the middle of the train must transfer this high traction to the next car, which in turn means a robust construction and increased weight for the cars.

The so-called multiple-unit concept trains as many wheels as possible on the entire train. This eliminates a heavy locomotive and between the car to be transmitted traction forces are low. Also, between the car to be transmitted braking forces are low, because each car is braked for themselves. This offers the possibility of weight reduction through appropriate structural design, together with the use of lightweight materials. This concept is already widely used on modern high-speed trains.

A large wheel diameter increases the mileage (kilometers traveled) of a wheel to reach the wear limit and also has a positive effect on the rolling resistance coefficient. Therefore, one strives to use in modern high-speed trains wheels with larger diameters.

Air resistance L:

The aerodynamic formula L [N] reads: L = A * cw * roL * v * v / 2 Where:
A = the cross-sectional area of the vehicle [m * m]
cw = drag coefficient [/]
roL = density of air [kg / m *** 3]
v = speed of the vehicle [m / s]

Considering the vehicle speed and the density of the air as given, the air resistance can be reduced by the smallest possible cross-sectional area A and a low drag coefficient cw.

• – Reduzierte Fahrstabilität durch hohe Schwerpunktlage
• – Erhöhte Seitenwind-Empfindlichkeit
• – Geringere Entgleisungssicherheit bei Erdbeben
• – Unbequemer Einstieg, vor allem für ältere Personen und Behinderte, weil der Fußboden im Wagenkasten höher liegt als die Bahnsteigebene.

The cross-sectional area of a rail vehicle is essentially determined by the cross section of the passenger compartment and its height above the rail top edge. In the construction principle, which is usually used today in long-distance transport, the module body is placed on the module bogie. This means that the floor of the car body is usually over the wheels of the bogie. This results in a large overall height of the vehicle with a correspondingly large cross-sectional area A. Due to the high design with correspondingly high energy conversion, there are further disadvantages:

• - Reduced driving stability due to high center of gravity
• - Increased crosswind sensitivity
• - Lower derailment safety during earthquakes
• - Uncomfortable entry, especially for the elderly and the disabled, because the floor in the car body is higher than the platform level.

In modern high-speed trains is generally trying to give the vehicle an aerodynamically favorable shape and thus to achieve a low drag coefficient cw to minimize air resistance.

Acceleration resistance B:

The formula for the acceleration resistance B [N] is: B = m * a Where:
m = mass of the vehicle [kg]
a = acceleration of the vehicle [m / (s * s)]

Considering the acceleration of the vehicle as given, the acceleration resistance can be reduced by a small mass m of the vehicle. The same considerations apply as stated above under the item "rolling resistance".

During the acceleration process, the energy supplied via the engine is converted into kinetic energy of the vehicle. As the vehicle decelerates, this kinetic energy is typically converted to heat via friction brakes. However, part of the kinetic energy can be recovered by regenerative braking. For this purpose, the drive motor is switched as a generator and the power thus generated is fed back into the grid. The recycled power is either absorbed by vehicles that are currently driving or he can by stationary energy storage such. B. large capacitors or flywheel energy storage temporarily stored. For effective use of the regenerative brake, it is advantageous to use a vehicle with as many driven axles as possible.

Gradient resistance S:

The formula for the slope resistance S [N] is: S = m * g * sin (alpha) Where:
m = mass of the vehicle [kg]
g = gravitational acceleration = 9.81 [m / (s * s)]
alpha = pitch angle [°]

Considering the gravitational acceleration and the pitch angle as given, the pitch resistance can be reduced by a small mass m of the vehicle. The same considerations apply as stated above under the item "rolling resistance".

Also from the point of view angle of inclination, the multiple unit concept with as many driven axles offers considerable advantages. A vehicle with all wheels driven offers maximum climbing capability.

When driving on a slope, the added energy is converted into potential energy of the vehicle. However, this potential energy can be recovered when driving the route in the opposite direction, ie when driving downhill. The downgrade then acts as an additional driving force on the vehicle. For a braking process on a slope, the regenerative brake is the ideal solution to feed energy back into the grid.

State of the art

In the Austrian Patent No. 11726 of the Imperial Royal Patent Office a articulated trolley for trains is described. The registration took place in 1901 by Waggonfabrik Aktiengesellschaft and Wilhelm Jakobs, both in Rastatt. These are passenger cars consisting of several articulated compartments, two of which each rest on a common bogie with the ends facing each other. This design of the later named after the inventor Jacob bogie is used today in many rail vehicles worldwide. Advantageous are a smooth running of the vehicle, low transverse displacements when cornering and cost and weight savings. A disadvantage compared to cars with conventional bogies is that a liberal uncoupling of individual cars of the train is not possible. Therefore, this type is primarily for trains that are not disconnected during operation. Such Jacob bogies are z. B. used in the French high-speed trains TGV and AGV.

In the bogies modern high-speed trains usually conventional wheelsets are used, ie two wheels are firmly mounted on a common axle. In a running bogie, there are typically three shaft brake disks on each wheelset shaft in order to be able to decelerate the vehicle safely even when the regenerative brake fails. In a drive bogie usually sit gearboxes with engines in the range of axles between the wheels and it wheel brakes are used, which are arranged on each side on each wheel. Two adjacent car bodies are usually connected by a flexible bellows, which is arranged centrally above the Jakobsdrehgestell. In these trains, both a drive bogie and a running bogie each forms a closed module on which the module car body is placed. The function "Entry" is assigned to the Module Car Body. A flat passage over the entire length of the train then results in a relatively high floor and a large cross-sectional area A of the vehicle associated therewith. Therefore lead, starting from a normal platform height, at the entrance door usually two steps up to the floor level of the car bodies.

Out DE 196 02 119 C1 is a compact single wheel drive for an electrically powered vehicle known. In this case, the engine is arranged on one side and the transmission on the other side of the drive wheel. It is possible to additionally cool the integrated braking device by the engine ventilation.

Out EP 1 270 359 B1 is known a drive bogie for a low-floor rail vehicle. It is a one-wheel drive with gearbox and motor, which are coupled by a Doppelkardangelenk, the transmission housing serves as a support member for a primary suspension.

In EP 2 020 355 A1 is a shallow bogie for low-floor rail vehicles, especially for trams described. The middle bogie is designed in Jakobsbauart to ensure a wide width of the passage, even when cornering. Above the Jacob bogie, a bellows connects the adjacent car bodies. Trams are used in local traffic, with short stops and frequent passenger changes. To enable a quick passenger change, therefore, many doors are distributed over the length of the car body. At the stops of trams there are usually no elevated platforms, but the entry is made from the street level. The low-floor construction has therefore largely prevailed in local traffic, because it allows easy access, even for the elderly and disabled persons.

task

Object of the present invention is to design a modern high-speed train by suitable combination of many technical advantages such that its energy conversion is less than that of previously known trains.

This object is achieved by the features of claim 1.

• – Reduzierung der Querschnittsfläche des Fahrzeugs A
• – Reduzierung des Fahrzeuggewichts m

As a result of the resistance considerations mentioned above, the potential for improvement is essentially two points:

• - Reduction of the cross-sectional area of the vehicle A
• - Reduction of vehicle weight m

The cross-sectional area A can be very effectively reduced by the fact that the height of the floor is lowered (low-floor design) without having to accept restrictions on the interior of the passenger compartment. At the same time, a barrier-free passage should be maintained over the entire length of the train. This goal can be achieved by using Jacobs bogies with independent suspension. In order to minimize the longitudinal forces in the train when accelerating and braking, it is advantageous to provide as many of these individually suspended wheels with motor and brake.

The reduction of the cross-sectional area and the minimization of the longitudinal forces in the train already allows a considerable weight saving on the entire vehicle. A reduced vehicle weight also means that the brakes need to absorb less kinetic energy. So it seems realistic to replace the hitherto commonly used three brake discs per wheel (consisting of two wheels) by a shaft brake disk per wheel, which in turn means a weight saving.

Of great importance is also the weight minimization of the passenger cells. The arranged between the Jacob bogies passenger compartments are charged due to its own weight and payload on bending and must also be able to transmit longitudinal forces. Particularly in the case of a reduced overall height of the vehicle, doors arranged in the passenger compartment present weak points in terms of strength and require reinforcements of the frame structure with correspondingly additional weight. Therefore, the task arises to arrange the doors as possible so that a lightweight construction of the passenger compartment is possible without negatively affecting their strength.

Advantages of the invention

The invention is based on considerations to reduce the energy expenditure of a high-speed train in that the individual parts rolling resistance, air resistance, acceleration resistance and resistance gradient are minimized.

The main advantage of the invention is thus in the reduction of energy consumption and thus the operating costs.

• – Die flache, kompakte und Gewicht sparende Bauform des Fahrzeugs reduziert den Materialverbrauch beim Bau des Fahrzeugs und damit auch die Fertigungskosten.
• – Durch den tief liegenden Schwerpunkt verbessert sich die Fahrstabilität.
• – Durch die niedrige Bauart reduziert sich die Empfindlichkeit gegen Seitenwind.
• – Der tief liegende Einstieg für die Fahrgäste ermöglicht eine behindertengerechte Konstruktion. Der Zug kann auch von Rollstuhlfahrern ohne fremde Hilfsmittel genutzt werden.
• – Durch die räumliche Trennung der Komponenten Fahrmodul und Fahrgastsänfte sinkt der von den Fahrgästen wahrgenommene Geräuschpegel.
• – Durch die Anordnung der Einstiegtüren im Fahrmodul geht kein wertvoller, schallgedämmter Raum in den Fahrgastsänften verloren.
• – Durch aerodynamische Optimierung des Kopfmoduls kann eine Abtriebskraft auf das Kopfdrehgestell erzeugt werden. Dadurch erhöht sich die Entgleisungssicherheit.
• – Die Kabinenhaube des Kopfmoduls bietet dem Fahrer ein weites Sichtfeld, auch in seitlicher Richtung. Gleichzeitig kann den Fahrgästen im Kopfmodul Sicht nach vorne geboten werden.
• – Durch den Antrieb möglichst vieler Räder ergeben sich ein gutes Steigvermögen und eine hohe Anfahrbeschleunigung des Fahrzeugs. Ebenso wird eine starke generatorische Bremse mit Energierückspeisung ermöglicht.
• – Das Konzept erlaubt auch eine Ausführung des Fahrzeugs in Doppelstock-Bauart mit barrierefreiem Durchgang über die gesamte Fahrzeuglänge.
• – Bei entsprechender konstruktiver Gestaltung ist eine Verstellbarkeit der Spurweite (Spurwechselfahrzeug) realisierbar.

In addition, there are further advantages:

• - The flat, compact and weight-saving design of the vehicle reduces the material consumption during the construction of the vehicle and thus also the manufacturing costs.
• - The low center of gravity improves driving stability.
• - The low design reduces sensitivity to crosswinds.
• - The low entry for the passengers allows for a handicapped accessible construction. The train can also be used by wheelchair users without outside help.
• - The spatial separation of the components driving module and passenger lighters decreases the perceived by the passengers noise level.
• - The arrangement of the entry doors in the driving module is no valuable, soundproofed space lost in the passenger seats.
• - Through aerodynamic optimization of the head module, a downforce can be generated on the head bogie. This increases the risk of derailment.
• - The canopy of the head module offers the driver a wide field of vision, also in the lateral direction. At the same time, passengers in the head module can be offered a view to the front.
• - By driving as many wheels as possible, there is a good gradeability and a high acceleration acceleration of the vehicle. Likewise, a strong regenerative brake with energy recovery is possible.
• - The concept also allows an execution of the vehicle in double-decker design with barrier-free passage over the entire vehicle length.
• - With appropriate design an adjustability of the gauge (lane change vehicle) can be realized.

embodiments

Embodiments of the invention are illustrated in the drawings and explained in more detail in the following description part.

In the drawings shows

1 a partial side view and front view of the high-speed train according to the preferred embodiment of the invention.

2 shows a driving module in side and front view

3a shows the construction according to the invention, 3b the prior art with respect to the cross-sectional area of the passenger compartments and the entire vehicle.

The 4a to 4d show an example of the structure of a driving module:

4a shows a complete driving module in perspective view

4b shows the driving module 4a with removed chassis

4c shows the driving module 4b with the floor removed

4d shows the driving module 4c without bogie frame

The 5a to 5e show possibilities for disabled access to the passenger areas:

5a shows the transition between platform height and floor height in the passenger litter via a flat ramp.

5b shows a level connection between platform height and floor height in the passenger litter by raising the floor height.

5c shows the version "Ramp" 5a with scale representation of a person in a wheelchair.

5d shows the floor plan of 5c

5e shows 5d with the connection to the passenger compartments in perspective view.

The 6a to 6d show possibilities for an aerodynamically favorable and advantageous design of the head module.

6a shows the head portion of a train according to the invention in a perspective view.

6b shows the side view of the head module.

6c shows the head module seen from below obliquely.

6d shows a middle section of the head area.

7 shows an aerodynamically shaped pantograph, which is arranged on a driving module.

The 8a and 8b show by way of example in simplified form the construction of a wheel module with driven wheel and brake.

8a shows a wheel module in perspective view.

8b shows a horizontally cut wheel module.

Description of the embodiments:

The in 1 shown section of a high-speed train according to the invention shows its modular structure, consisting of driving module 1 , Head bogie 2 , Head module 3 and passenger litter 4 , It can be seen that a passenger litter 4 each between two driving modules 1 is arranged.

The driving module ( 2 ) includes four individually suspended wheels 5 and the traction motors 6 , The independent suspension has the advantage, among other things, that a continuous wheel axle, which connects two wheels to a wheel set in conventional trains, is eliminated. This allows a low-floor construction and the height of the vehicle can be reduced accordingly, thereby reducing air resistance and vehicle weight. At the same time are also the entrance doors 13 in the driving module. Thus, the length of the passenger litter is largely available for passengers' seats. The main sources of noise are in the driving module. A good soundproofing of the passenger compartment is thus made possible in a simple manner. After the passenger lighters 4 is not interrupted by side entry doors, a weight-saving design is possible.

In today's high-speed trains usually conventional bogies are used. These each contain two wheelsets, each wheel set consists of two wheels, which are rigidly connected to each other via a wheelset. In the case of a drive bogie, the gearbox with drive motor is located in the area of the wheelset shaft. This design has the consequence that the distance of the floor 11 ' from the top of the rail is greater than the wheel diameter.

The 3a and 3b show a comparative illustration between a high speed train according to the invention and a high speed train according to the prior art. The passenger spaces include, starting from the floor 11 respectively. 11 ' , identical height h and width b (identical cross-sectional area of the passenger compartments). It turns out that starting from a platform 9 normal height in high-speed trains according to the prior art usually two steps up to the height of the floor 11 ' to lead. In contrast, in a vehicle according to the invention, it is possible, starting from a normal platform height, to provide a step down. The positive consequences of this arrangement are reduced air resistance, lower vehicle weight, increased driving stability due to lower center of gravity and lower crosswind sensitivity.

The 4a to 4d show the individual components of a driving module:
4a shows a complete driving module in perspective with the chassis 10 and access door 13 ,

Will the chassis 10 of the driving module removed ( 4b ), you can see the bogie frame 12 which the access 8th carries and thus allows a minimum height of the vehicle. That means the entry 7 is at the height of the platform 9 and a step leads down to the height of the floor 11 (see also 3a ).

In 4c became the entry 7 and the access 8th away. At the bottom of the bogie frame 12 is the leading and trailing pair of wheels. There are two turning and suspension points 14 intended for passenger compartments, with the first suspension point in the area of the wheel axles 30 of the leading pair of wheels and the second suspension point in the wheel axles 30 of the trailing wheel pair in the driving module 1 is arranged. The turning and suspension point leads and carries over a pivot the passenger litter 4 or the head module 3 , It makes sense, in this area, the secondary suspension 15 z. B. to arrange in the form of a bellows.

When the bogie frame is hidden ( 4d ) you can see the four wheel modules 16 with common suspension axis 17 and the wheels 5 , At the outer end of each wheel module is in each case a support point 18 for the primary suspension, which is usually designed as a helical spring. In this area is also the linkage for the vibration damper of the primary suspension.

The proportion of elderly and disabled people in our society is increasing. Therefore, a disabled-friendly execution of buildings, public facilities and means of transport becomes more important. For a person in a wheelchair, it is relatively expensive to drive with a modern high-speed train. As a rule, special lifting devices are required to overcome the two levels between platform height and floor height in the train (see 3b ). But also a step down, as in 3a is represented represents a barrier for a wheelchair user.

In the 5a to 5e Possibilities are shown how, in the embodiment according to the invention of a high-speed train, a barrier-free access to the passenger seats or to the head module can be realized:
5a shows a driving module with removed chassis, such as 4b , But here is the step height between platform 9 and floor 11 by means of a flat ramp 19 bridged. Such a flat ramp is also passable by a wheelchair user.

In 5c is a person in the wheelchair shown to scale. 5d shows the floor plan of 5c , Here is the cross-shaped arrangement of boarding 7 and access 8th to recognize between the wheels of the driving module. These drawings were based on gauge standard gauge (1435 mm). It seems feasible to realize at this track a sufficient width for wheelchairs passage width between the wheels of the bogie.

5e shows the situation of 5d with the connection to the passenger seats in perspective. In the transition area between the driving module and passenger compartments, a sound-insulating wall with automatic sliding door can be arranged. This wall is not shown here. Likewise on the representation of the bellows between Fahrmodule 1 and head module 3 as well as driving module 1 and passenger litter 4 waived.

To the disturbing influence of the ramp 19 for non-disabled persons and for the on-board personnel to avoid, the ramp could also be driven by means of a servomotor only when needed up. In normal driving would then be a flat floor again 11 available.

If it is necessary to minimize the height of the vehicle, the height of the floor can 11 corresponding 5b on the platform height 9 be raised. In this case, a barrier-free access and a consistently flat floor height, ie platform height, are achieved with little effort 9 , Started 7 , Access 8th and floor 11 lie on a plane.

The 6a to 6d show an advantageous embodiment of the head portion of a train according to the invention.

6a shows a perspective view of the cabin hood 20 which allows the driver of the train a good view to the front and to the side. In addition, the passengers in the front rows of seats get an interesting view forward on the route.

The side view 6b and the view from diagonally below 6c show a training possibility of the nose 21 with a flow channel 22 , The nose forms the profile of a negatively employed wing. Thus, at high speeds an output force is generated, which is the derailment safety of the head bogie 2 elevated. The air flow is through the flow channel 22 deflected laterally upwards. In addition to the generation of an output force, this flow guidance also makes it possible to reduce the pressure surge generated when passing through a station on the platform.

Out 6d (Middle section) is the position of the pivot and suspension point 25 in the head bogie 2 seen. To ensure even loading of the four wheels of the head bogie, the pivot point is located 25 approximately in the middle between the leading and the trailing pair of wheels of the head bogie. This results - in contrast to the situation at the pivot point 14 of the driving module 1 - When cornering a relatively large transverse movement between head bogie 2 and head module 3 , As a result, the height of the floor in the area of the head bogie 2 must be lifted over the bogie. This stands for the passengers on the front seats 24 no headroom available. As compensation for this but can enjoy the prospect forward on the route. Alternatively, this limited in its height area could also be used for technical installations or as a wardrobe and luggage room.

In order to keep the transverse movements of the pantograph relative to the overhead line low when cornering, it is arranged in the area above a bogie. In the present case, therefore, a placement of the pantograph over the pivot point 25 of the head bogie 2 meaningful. Another possibility is in 7 shown. Here is the pantograph 26 directly on the roof of a driving module 1 arranged. After the height of the train is significantly lowered in the high-speed train according to the invention (see 3a ), results in a given height of the overhead line a greater height of the pantograph. In order to keep the air resistance of the pantograph low this can - as in 7 simplified shown - optimized by an aerodynamic design.

In 8a and 8b is an example in simplified form the structure of a wheel module 16 shown. 8a shows the view of the module in a perspective view. 8b shows a horizontal section through the wheel module 16 at the height of the wheel axle 30 , The module, which consists of the components Rad 5 , Transmission 27 , Drive motor 6 , Brake disc 28 with caliper 29 exists, is swinging swinging in the suspension axle 17 stored on the bogie frame.

Due to the relatively large distance between the wheel axle 30 and suspension axle 17 a spring movement of the bogie has only a small swing angle of the wheel module to the suspension axis 17 result. This will keep the Loads of the drive motor 6 by vibrations within limits. The support point 18 for the primary suspension is located at a large distance to the suspension axle 17 , This results in large spring travel and a good response of the primary suspension with damping. The supply of power and control lines 31 is located near the suspension axle 17 to minimize movement and acceleration forces on the cables. The complete wheel module forms a compact assembly, the z. B. in an engine, gear, or wheel damage can be exchanged on the vehicle. Brake pads and brake discs are subject to wear. The easily accessible position of the calipers 29 outside of the vehicle facilitates the exchange of brake pads. Also, the change of a brake disc 28 is feasible due to the flying bearing outside on the wheel shaft with little effort.

If on a drive of all wheels 5 is omitted, so is a wheel module with similar suspension 17 also without gear 27 and traction motor 6 realizable.

LIST OF REFERENCE NUMBERS

1

driving module

2

head bogie

3

head module

4

passenger sedan

5

wheel

6

traction motor

7

Started

8th

Access

9

platform

10

chassis

11

floor

12

bogie frame

13

entry door

14

Turning and suspension point driving module

15

secondary suspension

16

wheel module

17

of suspension

18

Support point for primary suspension

19

ramp

20

canopy

21

nose

22

flow channel

23

cockpit

24

front seats

25

Turning and suspension point head bogie

26

pantograph

27

transmission

28

brake disc

29

caliper

30

wheel axle

31

Power and control cables

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• AT 11726 [0021]
• DE 19602119 C1 [0023]
• EP 1270359 B1 [0024]
• EP 2020355 A1 [0025]

Claims (10)

High-speed train with low energy conversion, consisting of at least one head module ( 3 ) with head bogie ( 2 ), at least one passenger litter ( 4 ) and at least one driving module ( 1 ), wherein the driving module four individually suspended wheels ( 5 ) and two turning and suspension points ( 14 ) for passenger compartments, wherein the first suspension point in the region of the wheel axles ( 30 ) of the leading pair of wheels and the second point in the region of the wheel axles ( 30 ) of the trailing wheel pair in the driving module ( 1 ), characterized in that entry ( 7 ) and access ( 8th ) to the passenger compartments seen from above cruciform between the wheels ( 5 ) of the driving module ( 1 ) are arranged. High-speed train according to claim 1, characterized in that the distance between boarding ( 7 ) or access ( 8th ) and the upper edge of the rail is smaller than the diameter of the wheels ( 5 ). High-speed train according to claim 1, characterized in that wheel ( 5 ), Transmission ( 27 ), Drive motor ( 6 ) and brake ( 28 . 29 ) a wheel module ( 16 ), which around a substantially transverse to the direction of travel extending suspension axis ( 17 ) pivotable on the driving module ( 1 ) is suspended. High-speed train according to one or more of the preceding claims, characterized in that the wheel ( 5 ) substantially in the form of a disc and flying over a wheel axle ( 30 ) in the housing of the wheel module ( 16 ) is stored. High-speed train according to claim 4, characterized in that the wheel axle ( 30 ) is tubular. High-speed train according to one or more of the preceding claims, characterized in that the support point for the primary suspension ( 18 ) in one of the suspension axis ( 17 ) of the wheel module remote area is located. High-speed train according to one or more of the preceding claims, characterized in that the secondary suspension ( 15 ) of the passenger compartment in the area of the pivot and suspension point ( 14 ) is located. High-speed train according to one or more of the preceding claims, characterized in that the shape of the head module ( 3 ) is designed so that an aerodynamic contact pressure on the head bogie ( 2 ) is produced. High-speed train according to one or more of the preceding claims, characterized in that in the driving module ( 1 ) in the area of entry ( 7 ) a ramp ( 19 ) is arranged. High-speed train according to one or more of the preceding claims, characterized in that the current collector ( 26 ) has an aerodynamic fairing.

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