DE102018215691B4 - Rail vehicle and method for operating a rail vehicle - Google Patents

Abstract

Rail vehicle (100), in particular traction vehicle (102), wherein the rail vehicle (100) comprises the following: a chassis (106) on which one or more wheel axles (108) are arranged and which comprises two end parts (116) facing away from one another with respect to a direction of travel (114) of the rail vehicle (100) and a middle part (118) arranged between the end parts (116); a casing element (134) which can be brought into two end positions facing away from one another relative to the chassis (106), in particular displaceable at least approximately parallel to the direction of travel (114) of the rail vehicle (100), characterized in that the rail vehicle (100) comprises one or more, in particular two, shape-variable transition elements (186) for adapting a transition between the chassis (106) and the casing element (134), in particular at an abutting edge (188) between the chassis (106) and the casing element (134), wherein a transition element (186) is arranged in a transition region (190) between the central part (118) and an end part (116) and wherein a geometry of the end part (116) of the chassis (106) continues continuously and/or tangentially on the transition element (186).

Description

The present invention relates to a rail vehicle, in particular a traction vehicle.

Rail vehicles, for example, are from the DE 923 669 B , the DE 30 23 382 A1 and the DE 295 15 970 U1 known.

The present invention is based on the object of providing a rail vehicle, in particular a traction vehicle, which can be operated in two opposite directions of travel and which has reduced air resistance and/or reduced noise development.

This object is achieved according to the invention by a rail vehicle, in particular by a traction vehicle, having the features of claim 1.

• ein Fahrgestell, an welchem eine oder mehrere Radachsen angeordnet sind und welches zwei einander bezüglich einer Fahrtrichtung des Schienenfahrzeugs abgewandte Endteile und einen zwischen den Endteilen angeordneten Mittelteil umfasst;
• ein Hüllenelement, welches relativ zu dem Fahrgestell in zwei einander abgewandte Endpositionen bringbar, insbesondere zumindest näherungsweise parallel zur Fahrtrichtung des Schienenfahrzeugs verlagerbar, ist.

The rail vehicle, in particular the traction vehicle, comprises the following:

• a chassis on which one or more wheel axles are arranged and which comprises two end parts facing away from each other with respect to a direction of travel of the rail vehicle and a middle part arranged between the end parts;
• a casing element which can be brought into two opposite end positions relative to the chassis, in particular can be displaced at least approximately parallel to the direction of travel of the rail vehicle.

The rail vehicle is in particular a traction vehicle for a train formation, in particular for providing drive power in a train formation.

In the context of this description and the appended claims, “at least approximately” is understood to mean in particular a deviation from a predetermined value of at most approximately 20%, in particular of at most approximately 10%, preferably of at most approximately 5%.

For the purposes of this description and the appended claims, “at least approximately parallel to the direction of travel” is therefore understood to mean in particular an angular deviation of at most approximately 15°, in particular of at most approximately 10°, preferably of at most approximately 5°.

According to the invention, it is provided that the rail vehicle comprises one or more, in particular two, shape-variable transition elements for adapting a transition between the chassis and the casing element, in particular at an abutting edge between the chassis and the casing element.

A transition element is arranged at a transition area between the middle part and each end part.

A geometry of an end part of the chassis continues continuously and/or tangentially at a transition element.

The casing element is preferably displaceable at least approximately parallel to a main extension direction of the chassis.

The casing element is in particular displaceable along a displacement direction which runs parallel to the longitudinal axis of the chassis.

In the context of this description and the appended claims, a longitudinal axis of the chassis is understood to mean in particular an axis running parallel to the direction of travel of the rail vehicle and/or parallel to a main direction of extension of the chassis.

It can be advantageous if the casing element can be attached to an outer contour of a wagon that is or can be coupled to the rail vehicle.

Preferably, a train assembly comprising a rail vehicle according to the invention can be aerodynamically optimized by means of the casing element. In particular, air resistance and/or noise development of the rail vehicle and/or the train assembly during operation can be reduced by means of the casing element.

Preferably, the chassis comprises one or more bogies.

The chassis comprises in particular two or more than two bogies.

It may be advantageous if each bogie comprises one or more wheel axles, in particular two or more than two wheel axles.

Each wheel axle preferably comprises two or more than two wheels mounted for rotation about an axis of rotation.

The chassis preferably comprises at least one driven and/or drivable axle.

Preferably, each bogie is arranged at least partially, in particular at least approximately completely, in the direction of gravity below a respective end part of the chassis.

Preferably, the bogies can therefore be arranged as far forward and/or as far back on the chassis as possible.

The chassis is preferably designed substantially symmetrically to a center plane of the chassis.

The end parts of the chassis preferably have a substantially identical outer contour.

In a respective end position of the cover element, the cover element preferably covers one end part of the chassis, in particular completely.

In the context of this description and the appended claims, “completely covering” is understood to mean in particular that the cover element completely covers the respective end part of the chassis in a direction transverse, in particular perpendicular, to a main extension direction of the chassis.

It may be advantageous if the rail vehicle comprises one or more main drive motors, in particular one or more electric motors and/or one or more combustion engines.

The one or more main drive motors of the rail vehicle are preferably arranged in or on the central part of the chassis.

Preferably, at least one wheel axle can be driven by one or more main drive motors.

It can be advantageous if the chassis comprises two driver's cabs, with one driver's cab being arranged in each end section of the chassis.

Preferably, the rail vehicle is a bidirectional vehicle.

The rail vehicle is preferably a high-speed rail vehicle, in particular a traction vehicle for a high-speed train.

The rail vehicle is in particular a traction vehicle for a high-speed freight train.

The rail vehicle is in particular a so-called power car.

It may be advantageous if the rail vehicle comprises a control device for autonomous and/or automated operation, in particular for autonomous and/or automated driving, of the rail vehicle.

Preferably, the rail vehicle can be operated driverless by means of the control device.

In the context of this description and the appended claims, driverless operation of the rail vehicle is understood to mean, in particular, operation of the rail vehicle without a train driver.

Preferably, the rail vehicle has a maximum speed of at least approximately 150 km/h.

It can be advantageous if the chassis has an aerodynamically optimized shape in the area of the two end sections.

The chassis is aerodynamically optimized in the region of the two end parts in particular such that the rail vehicle has a flow resistance coefficient c _w of at most approximately 0.3, in particular of at most approximately 0.2, in particular parallel to a main extension direction of the chassis.

The rail vehicle preferably comprises one or more flow separation devices, which are arranged in particular at mutually opposite end regions of the casing element.

The one or more flow separation devices comprise in particular a flow element, for example a flow flap, which can be displaced between two end positions, in particular by a force effect of the air flowing onto the flow element during operation of the rail vehicle.

In a first end position, the flow element preferably forms a separation edge, wherein in a second end position the flow element preferably substantially does not influence the air flowing towards the flow element.

It can be advantageous if flow elements from opposite end areas of the hull element are arranged such that the flow elements each form a separation edge alternately and/or depending on the direction of travel.

In particular, the flow element of a flow separation device located at the rear in the direction of travel forms the separation edge.

In one embodiment of the rail vehicle, it is provided that the rail vehicle comprises a linear guide for the casing element, in particular for displacing the casing element along a main extension direction of the chassis.

The linear guide preferably comprises one or more guide rails and/or one or more carriage elements slidably guided on the guide rails.

The linear guide comprises in particular two or more than two guide rails.

It can be advantageous if two or more than two guide rails of the linear guide are arranged on opposite sides of the chassis.

The linear guide preferably comprises one or more stop elements for limiting a maximum displacement path of the casing element.

It can be advantageous if the two or more than two guide rails extend completely over the length of the middle section of the chassis.

Preferably, the two or more than two guide rails each extend at least approximately over half a length of the two end parts.

The two or more than two guide rails extend in the area of the two end parts of the chassis, in particular over the bogies.

The one or more guide rails preferably extend at least about 80%, in particular at least about 90%, preferably at least about 95%, along an overall length of the chassis.

Preferably, this makes it possible to displace, in particular shift, the casing element along the longitudinal axis over as large an area as possible, in particular over as long a displacement path as possible.

The one or more carriage elements are preferably arranged on the casing element, in particular fixed thereto.

The one or more carriage elements preferably each comprise one or more rolling and/or sliding bearing elements.

The one or more guide rails, together with carriage elements each slidably guided on a guide rail, preferably form one or more rolling and/or sliding bearings.

Preferably, the one or more carriage elements are arranged on, in particular fixed to, lower longitudinal stiffening elements of the casing element in the direction of gravity.

In one embodiment of the rail vehicle, it is provided that the rail vehicle comprises a drive, in particular a linear drive, for displacing the casing element along a main extension direction of the chassis.

The drive is, for example, a rack and pinion drive.

It may be advantageous if the drive comprises one or more racks, which are arranged in particular on the casing element and/or if the drive comprises one or more pinions, which are arranged in particular on the chassis, wherein teeth of the one or more pinions engage with teeth of the one or more racks.

The one or more racks are preferably arranged parallel to the direction of travel and/or parallel to a main extension direction of the chassis.

Preferably, the one or more racks are displaceable by rotating the one or more pinions about a pinion rotation axis along the main extension direction of the chassis.

It may be advantageous if the two racks are arranged transversely, in particular perpendicularly, to the direction of travel and/or to a main extension direction of the chassis on opposite sides of the chassis.

Preferably, the two racks have a length which is equal to or greater than a maximum displacement path of the casing element.

Alternatively or in addition to a rack and pinion drive, the drive may comprise a belt drive, a chain drive and/or a linear motor.

In one embodiment of the rail vehicle, it is provided that the rail vehicle comprises a fixing device for fixing the casing element in the two end positions and/or in intermediate positions arranged between the two end positions.

The casing element can be fixed relative to the chassis preferably axially and/or radially by means of the fixing device, in particular in a form-fitting and/or force-fitting manner.

In the context of this description and the appended claims, an axial direction is understood to mean in particular a direction running parallel to a main extension direction of the chassis or along the main extension direction of the chassis.

In the context of this description and the appended claims, a radial direction is understood to mean in particular a direction running transversely, in particular perpendicularly, to a main extension direction of the chassis.

It may be advantageous if the fixing device comprises one or more fixing elements and/or one or more fixing element receptacles in which the fixing elements can be received in a fixing position.

In the fixing position, the one or more fixing elements can preferably be received axially and/or radially in a form-fitting and/or force-fitting manner in a fixing element receptacle.

The one or more fixing element receptacles are preferably designed like a keyhole.

It may be advantageous if the one or more fixing element receptacles are arranged on the casing element.

The one or more fixing element receptacles are preferably each arranged between two longitudinal stiffening elements of the casing element, in particular fixed to them.

Preferably, the one or more fixing elements are arranged on the chassis, in particular on a supporting structure of the chassis.

The one or more fixing elements are arranged, for example, on the central part of the chassis, in particular on a truss structure of the central part.

It may be advantageous if the one or more fixing elements can be pivoted about a pivot axis, in particular if they are pivotally mounted.

Preferably, a fixing element can be received in a respective fixing element receptacle and/or brought into the fixing position by pivoting.

The fixing device preferably comprises one or more fixing element drives for, in particular, pivotably driving the fixing elements.

The one or more fixing element drives preferably comprise a drive motor. In particular, each fixing element drive comprises a drive motor.

The drive motor of a respective fixing element drive is, for example, a hydraulic or pneumatic drive motor.

The one or more transition elements are designed in particular to adapt a transition of a cross section of a respective one to a cross section of the casing element.

It may be advantageous if the one or more transition elements comprise an elastic material, in particular an elastic plastic material.

The elastic plastic material of the one or more transition elements is, for example, an elastomer material, in particular a fiber-reinforced elastomer material.

Preferably, the one or more transition elements each comprise one or more cover elements which comprise or consist of an elastic plastic material, in particular an elastomer material.

The one or more cover elements are in particular sealing lips and/or slats.

It may be advantageous if a cover element of a transition element is fixed to the chassis on one side, in particular directly adjacent to an end part of the chassis.

A cover element of a transition element is fixed to the chassis in particular over a circumference of the chassis.

Preferably, a cover element of a transition element is movable and/or deformable between a radially inner position and a radially outer position in an end region which faces away from an end region of the cover element fixed to the chassis.

In the context of this description and the appended claims, a radial movement and/or deformation of the cover element is understood to mean in particular a movement and/or deformation transversely, in particular perpendicularly to a main extension direction of the chassis and/or to the direction of travel.

A cross-section of a cover element of a respective transition element can be adapted to a cross-section of the casing element, in particular by radially moving and/or deforming a respective cover element.

It may be advantageous if air can be introduced into the casing element in the region of a first transition element and can be led out of the casing element in the region of a second transition element.

For this purpose, the one or more transition elements comprise, for example, one or more passage openings, in particular one or more air inlet openings and/or air outlet openings.

In one embodiment of the rail vehicle, it is provided that a respective transition element comprises a transition element drive, by means of which a cover element of a respective transition element is radially movable and/or radially deformable.

The transition element drive preferably comprises one or more drive elements and/or one or more drive motors.

It may be advantageous if the one or more drive motors of the transition element drive are pneumatic, hydraulic, electric and/or electro-hydraulic drive motors.

Preferably, the transition element drive comprises 3 to 20, in particular 8 to 12, preferably 10, drive elements and/or drive motors, which are arranged in particular distributed over a circumference of the transition element.

In one embodiment of the rail vehicle, it is provided that the rail vehicle comprises one or more, in particular two, current collectors which are movable between a use position and a storage position, in particular alternately.

It may be advantageous if one or more pantographs are arranged on the middle part of the chassis.

The casing element preferably comprises one or more through-openings for the passage of one or more current collectors.

It may be advantageous if the casing element comprises a single feedthrough opening for the passage of a respective current collector, wherein the rail vehicle comprises in particular two current collectors and wherein optionally a current collector can be passed through the feedthrough opening of the casing element.

The individual feedthrough opening preferably has a closed edge area.

Preferably, a current collector at the rear in the direction of travel can be guided through the feedthrough opening of the casing element.

A current collector arranged in the storage position can preferably be completely covered by means of the cover element.

The one or more pantographs are preferably telescopic pantographs.

The one or more current collectors are, for example, scissor-type pantographs, bar-type pantographs or pole-type pantographs.

It may be advantageous if one or more pantographs can be retracted into the middle section of the chassis, in particular completely.

The one or more current collectors preferably each comprise a base body, wherein the through-opening of the casing element can be closed by means of the base body of a current collector, in particular in a position of use of a respective current collector.

The base body of a respective current collector is preferably designed to be complementary to the feedthrough opening.

In a respective end position of the casing element, the through-opening of the casing element is preferably arranged in alignment with a respective current collector in the direction of gravity.

The base body of a respective current collector is preferably designed to be complementary to the feedthrough opening.

It may be advantageous if the casing element comprises a sealing element, in particular a ring-shaped closed sealing element, which is arranged in the feedthrough opening, in particular for sealing between the base body of the current collector and the casing element.

As an alternative to a movable current collector, it can be provided that the casing element comprises an elongated feedthrough opening, wherein the one or more current collectors are guided in the elongated feedthrough opening when the casing element is moved between the end positions. The one or more current collectors are arranged in particular between two opposite, in particular parallel, edge regions of the elongated feedthrough opening.

Furthermore, it is conceivable that one or more current collectors are arranged directly and/or indirectly on the casing element and in particular can be displaced together with the casing element.

It may also be advantageous if the rail vehicle is designed to collect power via a conductor rail which is arranged on the floor or close to the floor.

In one embodiment of the rail vehicle, it is provided that the rail vehicle comprises several, in particular two, casing elements, which can be displaced in particular in directions facing away from one another.

Preferably, the chassis can be completely or at least substantially completely covered by means of the two cover elements.

It can be advantageous if a first casing element can be guided within a second casing element.

Preferably, the first casing element can be partially, in particular completely, accommodated in the second casing element.

The two shell elements preferably have a common length which is greater than a total length of the chassis.

By providing the two shell elements, the rail vehicle can be arranged, for example, between two wagons, in particular in an aerodynamically favorable manner.

It can be particularly advantageous if the two casing elements can each be placed on an outer contour of the two wagons. This can preferably reduce air resistance and/or noise development.

In one embodiment of the rail vehicle, the shell element forms an outer skin for the middle section of the chassis.

The casing element forms in particular a shell element.

The middle part comprises, for example, a truss structure, in particular an open truss structure.

It can be advantageous if the shell element forms a cladding component for the middle section.

Preferably, the middle part is completely covered by the cover element in the two end positions of the cover element.

In one embodiment of the rail vehicle, it is provided that the casing element can be moved beyond a respective end position for maintenance purposes.

For example, it is conceivable that the casing element can be disengaged from the linear guide.

Alternatively or additionally, it can be provided that one or more stop elements of the linear guide are removable for maintenance purposes, in particular without causing any damage.

In one embodiment of the rail vehicle, it is provided that the casing element has a length which is greater than twice the length of a displacement path of the casing element.

Preferably, the middle part of the chassis has a length which is greater than a length of the displacement path.

A length of the sheath element is preferably greater than a common length of the middle part and an end part, that is, greater than a Total length of the chassis minus the length of an end section.

In one embodiment of the rail vehicle, it is provided that the casing element comprises a supporting structure and a paneling arranged on the supporting structure.

It may be advantageous if the casing element comprises several casing element segments, in particular 4 to 12, for example approximately 8, casing element segments.

The casing element and/or the casing element segments preferably have an at least approximately U-shaped cross-section.

The casing element is designed to be open, for example, at a lower receiving area in the direction of gravity.

In the context of this description and the appended claims, a cross-section of the casing element is understood to mean in particular a cross-section of the casing element taken perpendicular to a main extension direction of the chassis and/or perpendicular to the direction of travel.

The shell element and/or the shell element segments preferably have substantially the shape of a straight cylinder, in particular parallel to the main extension direction of the chassis and/or parallel to the direction of travel.

It can be advantageous if the casing element comprises a sealing element at each of its opposite ends.

Preferably, the casing element can be applied with a respective sealing element to a wagon of a train or to a casing element of another rail vehicle according to the invention.

The sealing element preferably extends substantially along a circumferential direction of the casing element.

The shell element, in particular the supporting structure of the shell element, preferably comprises one or more transverse stiffening elements, in particular one or more frame elements, which are arranged perpendicular to the direction of travel and/or perpendicular to a displacement direction of the shell element.

The shell element, in particular the supporting structure of the shell element, preferably further comprises one or more longitudinal stiffening elements, in particular one or more stringer elements, which are arranged parallel to the direction of travel and/or parallel to a displacement direction of the shell element.

The casing element, in particular the supporting structure of the casing element, preferably comprises 2 to 10, in particular 4 to 8, longitudinal stiffening elements in a circumferential direction of the casing element.

The shell element, in particular the paneling of the shell element, preferably comprises a sandwich component.

It can be advantageous if the planking of the shell element is formed by one or more sandwich components.

The one or more sandwich components preferably comprise two cover layers and a core arranged between the two cover layers.

It can be advantageous if one or both cover layers are made or formed from a non-transparent material.

The cover layers of the one or more sandwich components preferably comprise or are formed from a fiber-reinforced plastic material, for example glass fiber reinforced polyurethane or carbon fiber reinforced plastic material, aluminum and/or steel.

The core of the one or more sandwich components preferably comprises polyurethane, polyvinyl chloride (PVC) and/or paper.

The core of the one or more sandwich components comprises in particular a foam and/or a honeycomb structure.

The sheath element is preferably not adjustable in length.

In particular, the sheath element has a fixed length.

In one embodiment of the rail vehicle, it is provided that the casing element comprises one or more ventilation openings, which are arranged in particular transversely to the direction of travel and/or laterally on the casing element.

The ventilation openings are particularly incorporated into the panelling of the hull element.

The ventilation openings are in particular passage openings in the planking of the shell element.

The ventilation openings are preferably ventilation slots or are formed by them.

Preferably, by providing the ventilation openings, a ventilation exchange in the middle part of the chassis can be enabled, in particular for cooling a main drive motor of the rail vehicle.

It can be advantageous if the ventilation openings can be optionally closed.

In one embodiment of the rail vehicle, it is provided that the casing element can be expanded radially in order to move, in particular to shift, the same.

The casing element can preferably be expanded transversely, in particular perpendicularly, to the direction of travel and/or perpendicular to a main extension direction of the chassis.

Alternatively or additionally, it is conceivable that the chassis is compressible for displacing, in particular for shifting, the casing element radially, in particular perpendicular to the direction of travel and/or perpendicular to a main extension direction of the chassis.

Preferably, the casing element can be arranged in a respective end position of the casing element on an abutting edge between the casing element and the chassis, flush with an end part of the chassis. In particular, the provision of one or more transition elements can be dispensed with.

The present invention further relates to a method for operating a rail vehicle, in particular a rail vehicle according to the invention.

• Bereitstellen eines erfindungsgemäßen Schienenfahrzeugs;
• Bereitstellen eines oder mehrerer Waggons;
• Koppeln des Schienenfahrzeugs mit einem Waggon und Verlagern, insbesondere Verschieben, des Hüllenelements in Richtung des mit dem Schienenfahrzeug gekoppelten Waggons, insbesondere bis das Hüllenelement in einer Endposition an dem mit dem Schienenfahrzeug gekoppelten Waggon anliegt.

The method preferably comprises:

• Providing a rail vehicle according to the invention;
• Providing one or more wagons;
• Coupling the rail vehicle to a wagon and displacing, in particular sliding, the casing element in the direction of the wagon coupled to the rail vehicle, in particular until the casing element rests in an end position on the wagon coupled to the rail vehicle.

The method according to the invention for operating a rail vehicle, in particular a rail vehicle according to the invention, preferably has one or more of the features and/or advantages described in connection with the rail vehicle according to the invention.

In the final position, the casing element preferably rests directly and/or indirectly on the wagon coupled to the rail vehicle.

For example, it is conceivable that the casing element indirectly rests on the wagon coupled to the rail vehicle via a sealing element arranged at one end of the casing element.

It may be advantageous if the casing element is fixed in an intermediate position and/or in a final position by means of the fixing device.

Preferably, an abutting edge between the casing element of the rail vehicle and the wagon coupled to the rail vehicle is sealed, for example by means of a sealing element.

It may also be advantageous if two rail vehicles according to the invention are provided which are coupled to one another.

After the two rail vehicles have been coupled, the casing elements of the two rail vehicles can preferably be displaced, in particular shifted, in the direction of the other rail vehicle. The casing elements of the two rail vehicles are preferably displaced, in particular shifted, until the casing elements of the two rail vehicles are in contact with one another.

Preferably, an abutting edge between the casing element of a first rail vehicle and the casing element of a second rail vehicle, which is coupled to the first rail vehicle, is sealed, for example by means of a sealing element.

It can be advantageous if the rail vehicle is operated autonomously and/or automatically, in particular driverless, by means of a control device.

It can also be advantageous if individual or several rail vehicles are automatically coupled into and/or uncoupled from a train, especially while the train is in motion.

Preferably, the casing elements of the rail vehicles are used when coupling and/or uncoupling the rail vehicles into a train or after coupling and/or uncoupling the rail Passenger vehicles are relocated, in particular shifted, into a train formation.

• Das Schienenfahrzeug umfasst vorzugsweise einen Energiespeicher zum Speichern und/oder Bereitstellen von elektrischer Energie. Vorzugsweise sind mittels eines Energiespeichers nicht elektrifizierte Streckenabschnitte überbrückbar.

The rail vehicle according to the invention and the method according to the invention for operating a rail vehicle can preferably further comprise one or more of the features and/or advantages described below:

• The rail vehicle preferably comprises an energy storage device for storing and/or providing electrical energy. Non-electrified track sections can preferably be bridged by means of an energy storage device.

It may also be advantageous if the rail vehicle comprises one or more cladding elements for covering a coupling device arranged at a respective end part of the chassis.

Preferably, the rail vehicle comprises two cladding elements, wherein one cladding element is arranged at each end part of the chassis.

The cladding elements are, for example, so-called bow flaps.

Further advantages of the invention are the subject of the following description and the drawing of an embodiment.

• 1 eine schematische perspektivische Darstellung eines Schienenfahrzeugs, insbesondere eines Triebfahrzeugs, welches ein Fahrgestell und ein Hüllenelement umfasst;
• 2 eine schematische perspektivische Darstellung des Fahrgestells des Schienenfahrzeugs aus 1;
• 3 eine schematische Seitenansicht des Schienenfahrzeugs aus 1 bei Blick in Richtung des Pfeils 3 in 1;
• 4 eine vergrößerte Darstellung des Bereichs IV in 2;
• 5 einen schematischen Teilschnitt eines Übergangselements des Schienenfahrzeugs aus 1 in einer radial äußeren Stellung eines Abdeckelements;
• 6 eine der 5 entsprechende Darstellung des Übergangselements des Schienenfahrzeugs aus 1 in einer radial inneren Stellung eines Abdeckelements;
• 7 einen schematischen Schnitt durch das Schienenfahrzeug aus 3 längs der Linie VII-VII in 3;
• 8 eine vergrößerte Darstellung des Bereichs VIII in 7;
• 9 eine vergrößerte Darstellung des Bereichs IX in 7;
• 10 einen Ausschnitt einer schematischen perspektivischen Darstellung einer Fixiereinrichtung des Schienenfahrzeugs aus 1 zum Fixieren des Hüllenelements von einer Innenseite des Hüllenelements; und
• 11 einen Ausschnitt einer schematischen perspektivischen Darstellung der Fixiereinrichtung aus 10 bei Blick in Richtung des Pfeils 11 in 10.

The drawings show:

• 1 a schematic perspective representation of a rail vehicle, in particular a traction vehicle, which comprises a chassis and a casing element;
• 2 a schematic perspective view of the chassis of the rail vehicle from 1 ;
• 3 a schematic side view of the rail vehicle from 1 when looking in the direction of arrow 3 in 1 ;
• 4 an enlarged view of area IV in 2 ;
• 5 a schematic partial section of a transition element of the rail vehicle from 1 in a radially outer position of a cover element;
• 6 one of the 5 corresponding representation of the transition element of the rail vehicle from 1 in a radially inner position of a cover element;
• 7 a schematic section through the rail vehicle 3 along the line VII-VII in 3 ;
• 8th an enlarged view of area VIII in 7 ;
• 9 an enlarged view of area IX in 7 ;
• 10 a section of a schematic perspective view of a fixing device of the rail vehicle from 1 for fixing the cover element from an inner side of the cover element; and
• 11 a section of a schematic perspective view of the fixing device from 10 when looking in the direction of arrow 11 in 10 .

Identical or functionally equivalent elements are provided with the same reference numerals in all figures.

The 1 to 11 show an embodiment of a rail vehicle designated as a whole with 100.

The rail vehicle 100 is in particular a traction vehicle 102, for example a traction vehicle 102 for a train set 104.

The rail vehicle 100 serves in particular to provide drive power in the train set 104.

The rail vehicle 100 preferably comprises a chassis 106, on which in particular several wheel axles 108 are arranged.

Each wheel axle 108 preferably comprises two or more than two rotatably mounted wheels 110.

The chassis 106 comprises in particular several, preferably two or more than two, bogies 112, wherein each bogie 112 preferably in turn comprises two wheel axles 108.

The chassis 106 comprises in particular two end parts 116 facing away from each other with respect to a direction of travel 114 of the rail vehicle 100 (cf. in particular 2 ) and a middle part 118 arranged between the two end parts 116.

Preferably, a bogie 112 is arranged at least partially, in particular at least approximately completely, in the direction of gravity G below a respective end part 116 of the chassis 106.

Preferably, the bogies 112 can thus be arranged as far forward and/or as far back as possible on the chassis 106.

The rail vehicle 100 preferably includes one or more main drive motors 120 for providing drive power.

The one or more main drive motors 120 are preferably arranged in or on the center portion 118 of the chassis 106.

The one or more main drive motors 120 are, for example, electric motors and/or internal combustion engines.

The middle part 118 comprises, for example, a truss structure 122, in particular an open truss structure 124.

The chassis 106 preferably comprises two driver's cabs 126, wherein one driver's cab 126 is arranged in each end part 116 of the chassis 106.

The rail vehicle 100 is therefore preferably a bidirectional vehicle 128.

The chassis 106 is preferably designed substantially symmetrically to a center plane 130 of the chassis 106.

The two end parts 116 of the chassis 106 preferably have a substantially identical outer contour.

The chassis 106 preferably has an aerodynamically optimized shape in the region of the two end parts 116.

The chassis 106 is aerodynamically optimized in the region of the two end parts 116 in particular such that the rail vehicle 100 has a flow resistance coefficient c _w of at most approximately 0.3, in particular of at most approximately 0.2.

The rail vehicle 100 is thus in particular a high-speed vehicle, in particular a traction vehicle 102 for a high-speed train, in particular for a high-speed freight train.

The rail vehicle 100 preferably has a maximum speed of at least approximately 150 km/h.

It may be advantageous if the rail vehicle 100 comprises a control device 132 for autonomous and/or automated operation, in particular for autonomous and/or automated driving, of the rail vehicle 100 (cf. 3 ).

The rail vehicle 100 can preferably be operated driverless, i.e. without a train driver, by means of the control device 132.

The rail vehicle 100 preferably further comprises a casing element 134 which can be brought into two opposite end positions relative to the chassis 106.

The cover element 134 preferably forms a cladding component for the center section 118 of the chassis 106.

The middle part 118 of the chassis 106 is preferably completely covered by the cover element 134 in the two end positions of the cover element 134.

The shell element 134 forms in particular an outer skin 135 for the middle part 118 of the chassis 106.

The cover element 134 forms in particular a shell element.

The casing element 134 is in particular displaceable at least approximately parallel to the direction of travel 114 of the rail vehicle 100.

The casing element 134 is preferably displaceable at least approximately parallel to a main extension direction 136 of the chassis 106 (cf. 2 ).

The sheath element 134 is preferably not variable in length and in particular has a fixed length 137 (cf. 3 ).

It may be advantageous if the casing element 134 is displaceable along a displacement direction 138 which runs parallel to the direction of travel 114 and/or to the main extension direction 136 of the chassis 106.

Preferably, the cover element 134 covers an end part 116 of the chassis 106 in a respective end position, in particular completely.

3 shows that the casing element 134 can be applied to an outer contour 140 of a wagon 141 coupled or coupleable to the rail vehicle 100.

Preferably, a train assembly 104 comprising a rail vehicle 100 can be aerodynamically optimized by means of the casing element 134. In particular, air resistance and/or noise development of the rail vehicle 100 and/or the train assembly 104 can be reduced by means of the casing element 134.

The rail vehicle 100 preferably comprises a linear guide 142 for the casing element 134, in particular for displacing the casing element 134 along the main extension direction 136 of the chassis 106 (cf. 1 to 3 and 8 ).

The linear guide 142 preferably comprises two or more than two guide rails 144.

It can be particularly advantageous if two or more than two guide rails 144 of the linear guide 142 are arranged on opposite sides of the chassis 106.

The linear guide 142 preferably comprises a plurality of slide elements 146 which are slidably guided on the guide rails 144 (cf. 8th ).

The linear guide 142 preferably further comprises one or more stop elements (not shown in the drawing) for limiting a maximum displacement path of the casing element 134 relative to the chassis 106.

It may be advantageous if the two or more than two guide rails 144 extend completely over a length 148 of the middle part 118 of the chassis 106.

Preferably, the two or more than two guide rails 144 each extend at least approximately over half of a length 150 of the two end parts 116.

The two or more than two guide rails 144 extend in the region of the two end parts 116 of the chassis 106, in particular over the bogies 112.

The two or more than two guide rails 144 preferably extend at least about 80%, in particular at least about 90%, preferably at least about 95%, along an overall length 152 of the chassis 106.

Advantageously, this makes it possible to displace, in particular to shift, the casing element 134 along the main extension direction 136 of the chassis 106 over as large an area as possible, in particular over as long a displacement path as possible.

The carriage elements 146 are preferably arranged on the casing element 134, in particular fixed thereto (cf. 8th ).

The carriage elements 146 preferably each comprise one or more rolling and/or sliding bearing elements and together with the guide rails 144 preferably form one or more rolling or sliding bearings.

It may be advantageous if the slide elements 146 are arranged, in particular fixed, to the lower longitudinal stiffening elements 154 of the casing element 134 in the direction of gravity G.

It may be advantageous if the casing element 134 can be moved beyond a respective end position for maintenance purposes.

The casing element 134 can, for example, be disengaged from the linear guide 142.

For example, it is conceivable that one or more stop elements of the linear guide 142 are removable for maintenance purposes, in particular without causing any damage.

The rail vehicle 100 preferably comprises a drive 156, in particular a linear drive 158, for displacing the casing element 134 along the main extension direction 136 of the chassis 106.

The drive 156 and/or the linear drive 158 are in 1 only shown schematically by an arrow.

The drive 156, for example, is a rack and pinion drive.

It may be advantageous, for example, if the drive 156 comprises one or more racks, which are arranged, for example, on the casing element 134 and/or if the drive 156 comprises one or more pinions, which are arranged, for example, on the chassis 106.

Preferably, teeth of the one or more pinions are in engagement with teeth of the one or more racks.

The one or more racks of the drive 156 are preferably arranged parallel to the direction of travel 114 and/or parallel to the main extension direction 136 of the chassis 106.

Preferably, the racks can be displaced by rotating the one or more pinions about a pinion rotation axis along the main extension direction 136 of the chassis 106.

Preferably, two racks are arranged transversely, in particular perpendicularly, to the direction of travel 114 on opposite sides of the chassis 106.

Preferably, the two racks have a length which is equal to or greater than a displacement path of the sleeve element 134.

Alternatively or in addition to a rack and pinion drive, the drive 156 may comprise a belt drive, a chain drive and/or a linear motor.

The length 137 of the sheath element 134 is preferably greater than twice a length of a displacement path of the sheath element 134.

A length of the displacement path of the casing element 134 preferably corresponds at least approximately to the length 150 of an end part 116 of the chassis 106. The length of the displacement path of the casing element 134 is in particular greater than the length of an end part 116 of the chassis 106.

The length 148 of the middle part 118 of the chassis 106 is preferably greater than the length of the displacement path, that is, greater than the length 150 of an end part 116 of the chassis 106.

The length 137 of the shell element 134 is preferably greater than a common length of the middle part 118 and an end part 116, that is, greater than a total length 152 of the chassis 106 minus a length 150 of an end part 116.

The rail vehicle 100 preferably further comprises a 9 to 11 illustrated fixing device 160 for fixing the cover element 134 in the two end positions and/or in intermediate positions arranged between the two end positions.

It may be advantageous if the casing element 134 comprises a supporting structure 162 and a planking 164 arranged on the supporting structure 162.

The sheath element 134 preferably comprises a plurality of sheath segments 166, for example eight sheath segments 166.

The sheath element 134 and/or the sheath segments 166 preferably have an at least approximately U-shaped cross-section.

The casing element 134 and/or the casing segments 166 are preferably designed to be open at a lower receiving area in the direction of gravity G, in which in particular the chassis 106 can be received.

The support structure 162 of the shell element 134 preferably comprises a plurality of transverse stiffening elements 168, in particular a plurality of frame elements 170, wherein the transverse stiffening elements 168, in particular the frame elements 170, in 3 are only schematically marked by arrows at one point.

The transverse stiffening elements 168, in particular the frame elements 170, are preferably arranged perpendicular to the direction of travel 114 and/or perpendicular to the direction of displacement 138 of the shell element 134.

The support structure 162 of the shell element 134 preferably further comprises a plurality of longitudinal stiffening elements 154, in particular a plurality of stringer elements 174.

The longitudinal stiffening elements 154, in particular the stringer elements 174, are for example in the 10 and 11 clearly visible.

The longitudinal stiffening elements 154, in particular the stringer elements 174, are preferably arranged parallel to the direction of travel 114 or parallel to the direction of displacement 138 of the casing element 134.

The support structure 162 of the casing element 134 preferably comprises 2 to 10, in particular 4 to 8, longitudinal stiffening elements 154 in a circumferential direction of the casing element 134.

It may be advantageous if the planking 164 of the casing element 134 comprises a sandwich component or is formed by one or more sandwich components.

The sandwich component preferably comprises two cover layers and a core arranged between the two cover layers.

It can be advantageous if one or both cover layers are made or formed from a non-transparent material.

The two cover layers of the sandwich component preferably comprise a fibre-reinforced plastic material, for example glass fibre-reinforced Polyurethane or carbon fiber reinforced plastic material, aluminum and/or steel or are made thereof.

The core of the sandwich component preferably comprises polyurethane, polyvinyl chloride (PVC) and/or paper.

The core of the sandwich component comprises in particular a foam and/or a honeycomb structure.

Coming back to the 9 to 11 It can be clearly seen that the fixing device 160 comprises one or more fixing elements 176 and/or one or more fixing element receptacles 178.

The one or more fixing elements 176 can preferably be received in a fixing position in a respective fixing element receptacle 178.

Preferably, the fixing elements 176 can be received in the fixing position in an axially and/or radially form-fitting manner in a fixing element receptacle 178.

The one or more fixing element receptacles 178 are preferably designed like a keyhole (cf. 11 ).

The one or more fixing element receptacles 178 are preferably arranged on the casing element 134, in particular between two longitudinal stiffening elements 154 of the casing element 134.

The one or more fixing elements 176 are preferably arranged on the chassis 106, in particular on a supporting structure of the chassis 106.

For example, it is conceivable that the fixing elements 176 are arranged on the middle part 118 of the chassis 106, in particular on the truss structure 122 of the middle part 118.

The fixing elements 176 are preferably pivotable about a pivot axis 180, in particular pivotably mounted.

The fixing elements 176 can preferably each be received by pivoting in a fixing element receptacle 178 and/or brought into the fixing position.

Preferably, the fixing device 160 comprises one or more fixing element drives 182, in particular for pivotably driving the fixing elements 176.

The fixing element drives 182 preferably comprise a drive motor 184, for example a hydraulic or pneumatic drive motor.

The casing element 134 can be fixed axially and/or radially relative to the chassis 106 by means of the fixing device 160, in particular in a form-fitting and/or force-fitting manner.

The rail vehicle 100 preferably further comprises two shape-variable transition elements 186 for adapting a transition between the chassis 106 and the shell element 134, in particular at an abutting edge 188 between the chassis 106 and the shell element 134.

In the 1 and 3 Only one shape-variable transition element 186 is shown in each case, since the other transition element 186 is covered by the shell element 134.

Preferably, a shape-variable transition element 186 is arranged in a transition region 190 between the middle part 118 and an end part 116 of the chassis 106 (cf. 2 ).

By means of the transition elements 186, a transition of a cross section of the respective end part 116 to a cross section of the casing element 134 can preferably be adapted.

The two transition elements 186 preferably each comprise a cover element 192.

The cover elements 192 of the two transition elements 186 preferably comprise or consist of an elastic plastic material, in particular an elastomer material.

It may be advantageous if the cover elements 192 are sealing lips 194 and/or slats 196.

In the 5 and 6 It is shown in particular that the cover elements 192 of a respective transition element 186 are each fixed on one side to the chassis 106, in particular directly adjacent to an end part 116 of the chassis 106.

The cover elements 192 are preferably each fixed to the chassis 106 over a circumference of the chassis 106.

Preferably, the cover elements 192 are arranged in a transverse, in particular perpendicular, direction to the direction of travel and/or to the main direction of extension 136 of the chassis 106 is also U-shaped.

Preferably, a geometry and/or contour of a respective end part 116 of the chassis 106 continues continuously and/or tangentially on a transition element 186, in particular on a cover element 192 of a transition element 186.

A respective transition element 186 preferably comprises a transition element drive 198, by means of which a cover element 192 of a respective transition element 186 is radially movable and/or radially deformable.

The transition element drive 198 preferably comprises a plurality of drive elements 200 and/or a plurality of drive motors 202.

The drive motors 202 of the transition element drive 198 are, for example, pneumatic, hydraulic, electric and/or electrohydraulic drive motors 202.

The transition element drive 198 comprises, for example, 3 to 20, in particular 8 to 12, preferably 10, drive elements 200 and/or drive motors 202, which are arranged in particular distributed over a circumference of the transition element 186.

Preferably, a cover element 192 of a transition element 186 is thus movable and/or deformable between a radially inner position and a radially outer position at an end region which faces away from an end region of the cover element 192 which is fixed to the chassis 106.

The cover element 192 of the 5 and 6 The transition element 186 shown is for example in 5 in a radially outer position and in 6 shown in a radially inner position.

A cross section of the cover element 192 of a respective transition element 186 can thus preferably be adapted to a cross section of the casing element 134 by radially moving and/or deforming the cover element 192.

In the radially inner position of the cover element 192, the transition element 186 can preferably be completely received in the sleeve element 134.

The two transition elements 186 preferably comprise a plurality of passage openings not shown in the drawing, in particular a plurality of air inlet openings and/or air outlet openings.

Preferably, air can thus be introduced into the casing element 134 in the region of a first transition element 186 and can be led out of the casing element 134 in the region of a second transition element 186, for example for cooling a main drive motor 120 arranged in the middle part 118 of the chassis 106.

The rail vehicle 100 preferably comprises one or more, in particular two, current collectors 204.

The current collectors 204 are preferably movable between a use position and a storage position.

In the storage position, the current collectors 204 can preferably each be retracted into the middle part 118 of the chassis 106, in particular completely.

For this purpose, the middle part 118 preferably comprises a current collector receptacle 206 (cf. 2 ).

For reasons of clarity, 2 only one current collector 204 is shown, whereby no current collector 204 is arranged in a current collector receptacle 206.

The sheath member 134 preferably includes a passage opening 208 for passage of a single current collector 204.

Preferably, one current collector 204 can be selectively passed through the feedthrough opening 208 of the casing element 134.

In particular, a current collector 204 at the rear in the direction of travel 114 can be passed through the feedthrough opening 208 of the casing element 134.

A different current collector 204 arranged in the storage position, which is for example completely accommodated in the current collector receptacle 206 of the middle part 118, can preferably be completely covered by means of the cover element 134.

The sheath element 134 preferably comprises a 1 and 3 an annularly closed sealing element 210, which is only marked by an arrow and is preferably arranged in the through-opening 208.

The two current collectors 204 preferably each comprise a base body 212.

The base body 212 of the current collectors 204 is preferably designed to be complementary to the feedthrough opening 208.

Preferably, the through-opening 208 of the casing element 134 can be closed by means of the base body 212 of a respective current collector 204, in particular in a position of use of the current collector 204.

The ring-shaped closed sealing element 210 serves in particular for sealing between the base body 212 of the current collector 204 and the casing element 134.

The two pantographs 204 are preferably telescopic pantographs.

Alternatively or in addition to current collectors 204, it can be provided that the rail vehicle 100 is designed to collect current via a conductor rail which is arranged on a floor or close to the floor.

As particularly in the 5 and 6 As can be clearly seen, the casing element 134 preferably comprises a sealing element 214 at each of its opposite ends.

The sealing element 214 preferably extends substantially along a circumferential direction of the sleeve element 134.

It may therefore be advantageous if the casing element 134 can be attached to a wagon 141 of a train 104 with a respective sealing element 210 (cf. 3 ).

The rail vehicle 100 preferably further comprises two flow separation devices 216, wherein the flow separation devices 216 are in 1 are only marked by arrows.

The flow separation devices 216 are preferably arranged at opposite end regions of the casing element 134.

The flow separation devices 216 comprise in particular a flow element, for example a flow flap.

The flow element is preferably displaceable between two end positions, in particular by a force effect of the air flowing onto the flow element during operation of the rail vehicle 100.

In a first end position, the flow element preferably forms a separation edge, wherein in a second end position the flow element preferably substantially does not influence the air flowing towards the flow element.

It can therefore be advantageous if flow elements of flow separation devices 216 arranged at opposite end regions of the casing element 134 are arranged in such a way that the flow elements each form a separation edge alternately and/or depending on the direction of travel.

In particular, the flow element of a flow separation device 216 located at the rear in the direction of travel 114 forms the separation edge.

The casing element 134 of the rail vehicle 100 preferably comprises a plurality of ventilation openings 218, which are 1 are only schematically marked by an arrow.

The ventilation openings 218 are arranged in particular transversely to the direction of travel 114 and/or laterally on the cover element 134.

The ventilation openings 218 are in particular introduced into the planking 164 of the casing element 134 and are preferably designed as passage openings in the planking 164 of the casing element 134.

The ventilation openings 218 are preferably ventilation slots.

Preferably, by providing the ventilation openings 218, an exchange of air in the middle part 118 of the chassis 106 can be enabled, for example for cooling a main drive motor 120 of the rail vehicle 100.

The ventilation openings 218 are preferably closable, in particular optionally.

In an embodiment of the rail vehicle 100 not shown in the drawing, it can be provided that the rail vehicle 100 comprises several, in particular two, casing elements 134, which can preferably be displaced in directions facing away from one another.

Preferably, the chassis 106 can be completely or at least substantially completely covered by means of the two cover elements 134.

In particular, it can be provided that a first casing element 134 can be guided within a second casing element 134, in particular can be received in the second casing element 134.

Preferably, the first sheath member 134 is completely receivable within the second sheath member 134.

The two shell elements 134 preferably have a common length which is greater than an overall length 152 of the chassis 106.

By providing the two shell elements 134, the rail vehicle 100 can be arranged, for example, between two wagons 141 of a train set 104, in particular in an aerodynamically favorable manner.

It can be particularly advantageous if the two casing elements 134 can each be applied to an outer contour 140 of the two wagons 141, in particular to reduce air resistance and/or noise development.

In a further embodiment of the rail vehicle 100 not shown in the drawing, it can be provided that the casing element 134 can be expanded radially for displacement, in particular for shifting the same.

The casing element 134 can preferably be expanded transversely, in particular perpendicular to the direction of travel 114 and/or perpendicular to the main extension direction 136 of the chassis 106.

Alternatively or additionally, it is conceivable that the chassis 106 is compressible in the region of the central part 118 for displacing, in particular for sliding, the casing element 134 radially, in particular perpendicular to the direction of travel 114 and/or perpendicular to the main extension direction 136 of the chassis 106.

Preferably, the cover element 134 can be arranged in a respective end position of the cover element 134 at an abutting edge 188 between the cover element 134 and the chassis 106 flush with an end part 116 of the chassis 106, so that transition elements 186 can preferably be dispensed with.

The 1 to 11 The illustrated embodiment of the rail vehicle can preferably be operated as follows:

The rail vehicle 100 can be coupled to one or more wagons 141 of a train set 104, wherein the casing element 134 in particular is subsequently displaced relative to the chassis 106 in the direction of the wagon 141 coupled to the rail vehicle 100.

In particular, the casing element 134 is displaced until the casing element 134 is in an end position directly or indirectly in contact with the wagon 141 coupled to the rail vehicle 100.

Preferably, the sheath element 134 is then fixed in the final position by means of the fixing device 160.

An abutting edge 220 between the casing element 134 of the rail vehicle 100 and the wagon 141 coupled to the rail vehicle 100 is preferably sealed by means of the sealing element 214.

It may be provided that two rail vehicles 100 of the type 1 to 11 illustrated embodiment can be coupled together.

After coupling the two rail vehicles 100, casing elements 134 of the two rail vehicles 100 can preferably be displaced, in particular shifted, in the direction of the other rail vehicle 100.

The casing elements 134 of the two rail vehicles 100 are preferably displaced, in particular shifted, until the two casing elements 134 of the two rail vehicles 100 abut one another.

An abutting edge between the two casing elements 134 is preferably sealed by means of the sealing elements 214 of the two casing elements 134.

The 1 to 11 The illustrated embodiment of the rail vehicle 100 can preferably be operated autonomously and/or automatically by means of the control device 132, in particular driverless.

It may be advantageous if individual or multiple rail vehicles 100 are automatically coupled into and/or uncoupled from a train set 104, for example while the train is moving.

Preferably, casing elements 134 of the rail vehicles 100 are relocated, in particular shifted, when the rail vehicles 100 are coupled into and/or uncoupled from a train formation 104 or after the rail vehicles 100 are coupled into and/or uncoupled from a train formation 104.

Overall, a rail vehicle 100, in particular a traction vehicle 102, is provided which can be operated in two opposite directions 114 and which has a reduced air resistance and/or reduced noise levels.

List of reference symbols

100

Rail vehicle

102

Locomotive

104

Train formation

106

chassis

108

Wheel axle

110

wheel

112

bogie

114

Direction of travel

116

End part

118

Middle part

120

Main drive motor

122

Timber frame structure

124

open framework structure

126

Driver's cab

128

Bidirectional vehicle

130

Middle level

132

Control device

134

Cover element

135

Outer skin

136

Main extension direction

137

fixed length

138

Shift direction

140

Outer contour

141

wagon

142

Linear guide

144

Guide rail

146

Slide element

148

Length (of the middle part)

150

Length (of the end part)

152

overall length

154

Longitudinal stiffening element

156

drive

158

linear actuator

160

Fixing device

162

Supporting structure

164

planking

166

Shell segment

168

Transverse stiffening element

170

Frame element

174

Stringer element

176

Fixing element

178

Fixing element holder

180

Swivel axis

182

Fixing element drive

184

Drive motor

186

Transition element

188

Edge

190

Transition area

192

Cover element

194

Sealing lips

196

Slats

198

Transition element drive

200

Drive element

202

Drive motor

204

Pantograph

206

Pantograph mount

208

Feedthrough opening

210

Sealing element

212

Base body

214

Sealing element

216

Stall devices

218

Ventilation opening

220

Impact edge

cw

Flow resistance coefficient

G

Gravity direction

Claims (14)

Rail vehicle (100), in particular traction vehicle (102), wherein the rail vehicle (100) comprises: a chassis (106) on which one or more wheel axles (108) are arranged and which comprises two end parts (116) facing away from one another with respect to a direction of travel (114) of the rail vehicle (100) and a middle part (118) arranged between the end parts (116); a casing element (134) which can be brought into two end positions facing away from one another relative to the chassis (106), in particular displaced at least approximately parallel to the direction of travel (114) of the rail vehicle (100), characterized in that the rail vehicle (100) has one or more, in particular two shape-variable transition elements (186) for adapting a transition between the chassis (106) and the casing element (134), in particular at an abutting edge (188) between the chassis (106) and the casing element (134), wherein in each case a transition element (186) is arranged at a transition region (190) between the middle part (118) and in each case an end part (116) and wherein a geometry of the end part (116) of the chassis (106) continues continuously and/or tangentially at the transition element (186). Rail vehicle (100) to Claim 1 , characterized in that the rail vehicle (100) comprises a linear guide (142) for the casing element (134), in particular for displacing the casing element (134) along a main extension direction (136) of the chassis (106). Rail vehicle (100) to Claim 1 or 2 , characterized in that the rail vehicle (100) comprises a drive (156), in particular a linear drive (158), for displacing the casing element (134) along a main extension direction (136) of the chassis (106). Rail vehicle (100) according to one of the Claims 1 until 3 , characterized in that the rail vehicle (100) comprises a fixing device (160) for fixing the casing element (134) in the two end positions and/or in intermediate positions arranged between the two end positions. Rail vehicle (100) according to one of the Claims 1 until 4 , characterized in that a respective transition element (186) comprises a transition element drive (198), by means of which a cover element (192) of a respective transition element (186) is radially movable and/or radially deformable. Rail vehicle (100) according to one of the Claims 1 until 5 , characterized in that the rail vehicle (100) comprises one or more, in particular two, current collectors (204) which are movable between a use position and a storage position. Rail vehicle (100) according to one of the Claims 1 until 6 , characterized in that the rail vehicle (100) comprises several, in particular two, casing elements (134) which are displaceable in particular in directions facing away from one another. Rail vehicle according to (100) one of the Claims 1 until 7 , characterized in that the covering element (134) forms an outer skin (135) for the central part (118) of the chassis (106). Rail vehicle (100) according to one of the Claims 1 until 8th , characterized in that the casing element (134) can be displaced beyond a respective end position for maintenance purposes. Rail vehicle (100) according to one of the Claims 1 until 9 , characterized in that the sheath element (134) has a length (137) which is greater than twice a length of a displacement path of the sheath element (134). Rail vehicle (100) according to one of the Claims 1 until 10 , characterized in that the casing element (134) comprises a supporting structure (162) and a planking (164) arranged on the supporting structure (162). Rail vehicle (100) according to one of the Claims 1 until 11 , characterized in that the cover element (134) comprises one or more ventilation openings (218), which are arranged in particular transversely to the direction of travel (114) and/or laterally on the cover element (134). Rail vehicle (100) according to one of the Claims 1 until 12 , characterized in that the casing element (134) can be expanded radially for displacing, in particular for sliding, the same. Method for operating a rail vehicle (100), the method comprising: providing a rail vehicle (100) according to one of the Claims 1 until 13 ; Providing one or more wagons (141); coupling the rail vehicle (100) to a wagon (141) and displacing, in particular sliding, the casing element (134) in the direction of the wagon (141) coupled to the rail vehicle (100), in particular until the casing element (134) rests in an end position on the wagon (141) coupled to the rail vehicle (100).

Images