DE4436194A1 - Passenger carriage for magnetic levitation rail vehicle - Google Patents

Abstract

The carriage (10) has the passenger compartment divided internally into a main compartment (21), permanently secured to the rail-mounted chassis (14) and transit compartment (22), which can be displaced along the longitudinal axis of the rail vehicle to bring it into alignment with a required carriage. The main compartment and the transit compartment lie side-by-side and have complementary cross-sections, both pref. having the same axial length, with their facing walls having doors (30) which are aligned to allow a passenger to move from one compartment to the other.

Description

The invention relates to a rail-bound train connectable wagon, with a Ge guided on the rail stell and a structure supported on the frame, in particular to accommodate passengers.

The invention further relates to a combination of such cars seated train traveling on rails and an operating mode for a means of transportation using such trains.

Rail transport, d. H. track-guided land vehicles, that are tied to a fixed route are different Form known for a long time. The most famous rail-bound Vehicles are the classic railroad and similar vehicles, by means of a wheel / rail pairing on a single track formed guideway. Along the driveway or the Rail are stops in the form of train stations in the broadest sense arranged at which a train made up of cars stops to drive  to let guests get on and off, or to load or unload cargo to load. To the group of rail-bound rolling on wheels Land vehicles include modifications of the well-known railroad, such as for example tram, S-Bahn, U-Bahn u. a.

Rail-bound land vehicles in a broader sense include also modern magnetic levitation trains, in which the individual Wa train formed by a magnetic field over a rail in the Hover is held while an integrated in the rail Linear motor over an electromagnetic traveling field the necessary generated propulsive forces.

All rail-bound modes of transport, several along one Stops or train stations arranged with one another along the rail route connect, is common that the average Transportge speed is low for those passengers who lay on the way train stations to get to their destination station This is due to the fact that the holding times during the average speed of stay at a train station reduce drastically.

There have therefore been proposals for two rail-bound vehicles run side by side on parallel rails or tracks leave, using a passing train on a track will, d. H. a train that does not stop at intermediate stations while Feeder trains starting at the intermediate stations during the journey be coupled in order to board the moving train possible. Such an idea could not prevail because on the one hand the effort of two parallel to each other Rails is too big, and on the other hand the routing two parallel railways not so pre zise lets that couple between two Trains transverse to the direction of travel no changes in distance occur. Such changes in distance are due to the change of passengers from one train to the other but under all circumstances avoid. Because of the reasons mentioned has such a concept during the journey of coupled rail-guided means of transport  cannot enforce.

The invention is therefore based on the object of a train couplable cars of the generic type mentioned Art to design so that he couple together into a train , which enables an operation, the stopping at least the entire train is unnecessary at every intermediate station power. In other words, the object of the invention is lead one however on a rail in the broadest sense to design the train that allows passengers to travel despite the Dimensionality of the railroad to allow intermediate stations and it, on the other hand, allows other passengers from an intermediate train station only to the nearest stop or To drive intermediate station.

The solution to the problem is in a generic car characterized in that the structure of two arranged side by side There are car bodies whose cross-sections complement each other are formed, with a first car body fixed to the Ge stell is connected and the other, second body in longitudinal Direction can be moved relative to the frame and the first car body is stored. For the purposes of this description, a first Car body, which is firmly connected to the frame of a car, hereinafter referred to as the main cabin, while the other, two te car body, which is slidably mounted, in the following as Transit cabin is called. The designation transit cabin was coined because this part of a car according to the invention at a Operating mode according to the invention on none of the Intermediate stations located on the route comes to a stop, son who is in transit, as it were.

The inventive design of coupling together to form a train The rail-guided wagon makes it possible to pull a train out to form at least two cars and a transit cabin, the Tran sit cabin by moving lengthwise either on the front whose or the rear car can be arranged. Is with egg In such a train, the transit cabin was arranged on the front carriage  net and the train approaches a station, it is by decoupling of the rear carriage, which is also referred to below as the rear part train is referred to by the front part of the train that is the transit cabin carries and are also referred to below as enforcement the possibility is created to be closest to the partial train To have the intermediate station stop during the execution before Partial train passes through the intermediate station without stopping.

Has a partial train at the nearest intermediate station, i.e. H. to at least one car without a transit cabin, passengers picked up and leave the intermediate station before the impending execution, see above there is the possibility on the next intermediate route, d. H. between the approached intermediate station and the next train courtyard the now front part train with the approaching execution turn to connect to a train, whereupon the transit cabin can be moved back to the Zugspitze.

This procedure can be repeated any number of times, so that the transit cabin from one partial train to the next partial train, as it were is passed, taking the respective partial train to the full train added. The transit cabin only comes at the start station (Start station) and destination station of the entire route to the stop.

In a preferred embodiment, the lengths are first and second car body, d. H. of main cabin and transit cabin in Longitudinal direction of a car is the same. This is not an imperative maneuverability, but is preferred according to the invention, since the poss It is possible to couple several cars together to form longer trains peln that have the same property as that in the above the example train described from two cars and a transit cab no

The facing walls of the main cabin and the transit cabin bine preferably have doors that are in alignment with each other arranged car bodies (cabins) are opposite each other. The Doors are opened when the transit cabin and main cabin are closed a complement are coupled together so that  a transfer of passengers or cargo from the main cabin into the transit cabin and vice versa is possible. Passengers have so the possibility to choose whether they remain in the transit cabin want d. H. want to drive through the next train station, or in to change a main cabin coming to a stop at the next train station gene.

The cars according to the invention are in relation to the transit cabin preferably designed so that it has coupling means with which each have adjoining second car bodies (Transitkabi one) in the longitudinal direction in front of or behind the wagon in question coupled car to a transit cabin who coupled can, the length of which is essentially an integer multiple ches the length of a main cabin (first car body). Alternatively, it can also be provided according to the invention that a a train made up of several carriages and a train that spanned several carriages Has transit cabin, which gel at intervals around a vertical axis is formed kig, the distances essentially the Kupp spacing, d. H. the division, the train. A sol che configuration corresponds to a longer transit cabin, which rests on multiple carriages and therefore several main carriages binen and the corresponding wagons added to an enforcement.

As is already clear from the explanation above, points a train formed from carriages according to the invention for implementation the operating mode according to the invention on at least one car does not carry a transit cabin. This provides at least one car as it were, the necessary maneuvering space available to the Tran to be able to move the cabin in the longitudinal direction and thus the poss ability to create a coupled front part train (wagon) by moving the transit cabin to the Zugspitze for execution to make while at least one rear car or one out of meh Existing part of the enforcement to a new rear Partial train will.

According to the invention, in particular a car made according to the invention formed train can be provided, which is characterized in that  a number of wagons on the train do not have a transit cabin, whose total length is essentially the length of the several wagon lengths comprehensive transit cabin. The transit cabin itself either from several individual transit cabins be coupled together, the length of each one essentially Carriage length corresponds, or one piece in one length forms, which is an integral multiple of the coupling distances de, the car, corresponds. In the latter training is it is necessary that the transit cabin is at a distance of one Car length is articulated to allow cornering lichen.

According to the invention it can also be provided that a number of Carriage of a train composed of carriages according to the invention have no transit cabins whose total length is greater than the length of the overlying tran, comprising several car lengths sit cabin. This creates the opportunity to a wagon belonging to a partial train stopping at an intermediate station to be provided for at the next intermediate station Stop coming. So there is the inven in this embodiment the possibility for a passenger to go to one of the last wa to board a partial train stopping at the intermediate station, among the last cars in the present context, the cars of the partial train are meant, which in the subsequent coupling and Moving the transit cabin to the Zugspitze not to full wagons be completed, and then at the next stopover rise as the last car of the partial train in which the passenger got on, to the front car of the now rear part train that comes to a stop at the next intermediate station.

If this embodiment is dispensed with, a passenger has who does not change into the transit cabin, only the option to get off at the next but one stop.

The sliding storage of the transit cabin is preferred realized by means of a pair of wheel rails. Are each arranged on the frame of a car rail sections, wherein  the length of a transit cabin must be chosen so that the over moving from one car to the other when moving lengthways direction is possible without endangering safe storage is.

In a preferred embodiment of a wa according to the invention gens or Zugs locking means are also provided to the transit cabin in one with that through the main cabins (first Car bodies) formed division to define the aligned position. This ensures that when training the invention modern car with doors in the facing walls of Main cabin and transit cabin an alignment of these doors under al len circumstances is ensured, so that a safe over a passenger enters the transit cabin from a main cabin and vice versa.

The carriages according to the invention and a train formed from them read can preferably be realized with frames that can be measured using Ma gnet levitation are guided on the rail. This technique is for example in the Federal Republic of Germany under the Designation "Transrapid TR 07" tested in Emsland. The one there Proven technology is particularly suitable because of the millimeter accuracy Very good guidance for realizing the invention.

In the known magnetic track technology, it points to a magnetic field stored train on two longitudinal rows of support magnet sets, which too are provided to generate the necessary propulsive forces. For this purpose, an elec. In a stator integrated in the rail tromagnetic traveling field that creates the magnetic levitation train drives up. This embodiment is disadvantageous for the invention lig that an approach of two wagons or partial trains with under different speeds is not possible because the speed speed of the electromagnetic traveling field of the train hovering above him. To the invention with egg ner known magnetic levitation train (Transrapid TR 07) to be able, it is further proposed according to the invention that the Train has two longitudinal rows of support magnet sets, of which le  diglich one is so polar that as a runner one in the Schie ne integrated linear motor works, while the magnet sets of the other series are alternately polarized in opposite directions, so that this longitudinal row of support magnet sets from the drive traveling field of the in the rail formed stator of the linear motor unaffected remains. In this way it becomes possible with simple means created two sub-trains traveling a short distance apart can be controlled independently of each other without complex structural Changes in the known technology are necessary.

When using cars according to the invention, in particular by means of the explained magnetic track technology, is the mode of operation for a rail-bound, d. H. in the broadest sense, track-guided ver Kehrsmittel, consisting of at least three train stations, namely a start station, an intermediate station and a destination station connecting rail characterized by the following steps:

• - a train starts at the start station, at least one Carriage without a transit cabin at its end (execution + rear part train),
• - there is at least one car without a train at the intermediate station Sitcab ready as a (front) part train,
• - after the train leaves the starting station during the trip the rear part train decoupled, so that the Enforcement with a transit cabin becomes independent,
• - the front partial train waiting at the intermediate station starts,
• - the load-bearing execution passes through the intermediate without stopping railway station,
• - the uncoupled rear one reaching the intermediate station Partial train stops there to pick up passengers or cargo,
• - on the route between the intermediate station and the destination  the train station driving links to the one in front of it the partial train,
• - The transit cabin is moved to the Zugspitze, so that so many cars at the end of the train without a partial train Transit cabins, like the one previously coupled at the front Partial train wagon,
• - The now rear part train is before reaching the goal uncoupled station,
• - The former rear part train waiting at the intermediate station starts to the front part train for a subsequent one To enforce.

It is the last in this mode of operation according to the invention named feature optional, d. H. the marriage waiting at the intermediate station The rear part of the train can consist of three stations Routing also waiting for the front part train for the in Form the opposite direction of enforcement.

Furthermore, when using the operation according to the invention point to a route with only three train stations, that the "now rear part train" before reaching the destination station is uncoupled. Execution and partial execution then reach the destination station together at the same time.

Furthermore, it can alternatively be provided according to the invention that a decoupled rear part train again in at least two Divides partial trains that stop at different intermediate stations.

With a longer route, for example by one Starting station via the intermediate stations A-Stadt, B-Feld, C-Hausen leads to the destination station D-Dorf, it is possible to defi the above steps are each adjacent to a section of three ten stations and several executions, each with one Transit cabin to drive through the entire route one after the other  sen. The inventive transfer of a transit cabin from one rear part train on a front part train is repeated in this way offset on different sections of the route different executions. Finally, it can be provided that a partial train comprises more wagons than a full train, at for example five cars per train and four cars per train, and that the Wa arranged at the rear end of a front train conditions that do not exist after moving the transit cabin to the Zugspitze Wear transit cabin, along with the docked rear Partial train decoupled and thus become part of the rear partial train. This procedure creates the advantage that a trip of an intermediate station only to the next intermediate station becomes possible.

The invention is illustrated below with reference to one in the drawing presented embodiment explained in more detail. In the drawing demonstrate:

Fig. 1 shows a cross section through a fiction, modern execution,

Fig. 2 shows a cross section through a fiction, modern Teilzug,

Fig. 3 shows a cross section through a fiction, modern transit cabin,

Fig. 4 shows a longitudinal section through an existing from the coupled four cars execution,

Fig. 5 is a plan view of a curve passing execution according to Fig. 4 and

Fig. 6 (a + b) is a diagrammatic representation of the operation according to the invention.

Fig. 1 shows a section through a car 10 according to the invention, the structure of which largely corresponds to known "Transrapid" cars, as is being tested on a test track in the Federal Republic of Germany in Emsland.

A chassis 14 is guided on an elevated track in the form of a rail 12 using known magnetic levitation technology. The chassis 14 has two rows of support magnet sets 16 L and 16 R running in the longitudinal direction, which interact with two stators 18 L and 18 R of a linear drive integrated into the rail 12 . In conventional magnetic track technology, the individual NEN magnet sets of each longitudinal row of magnet sets 16 L and 16 R are magnetized in each case in the same direction, so that a driving force is exerted on the levitating car by generating a traveling hiking field in the stators 18 L and 18 R. According to the invention it is provided that the supporting magnet sets each of a longitudinal row 16 L or 16 R can alternately be polarized in opposite directions, so that on one side of the chassis, the driving forces generated by a moving field in a stator cancel each other out. Therefore, according to the invention, only one longitudinal row of magnet sets is responsible for the propulsion, while the other longitudinal row of magnet sets only serves to store and guide the carriage. In this way, according to the invention, the possibility is created of generating two independently controlled drive moving fields in a guideway or a rail 12 , namely on each side of the rail 12 , ie in the left stator 18 L or the right stator 18 R, so that the possibility is created to approach two successive trains or wagons at different speeds.

The carriage 10 according to the invention has a structure which consists of egg nem first car body 21 and a second car body 22 be. The first car body 21 is referred to below as the main cabin, the second car body 22 is referred to as Tran sitkabine. The main cabin 21 is fixed to the Fahrge stell 14 , as is known from a conventional Wagenauf construction. The transit cabin 22 is slidably mounted in the longitudinal direction, ie perpendicular to the plane of the drawing in FIG. 1. For the storage of the transit car 22 rail-like guide means 24 are provided on the chassis 14, in which the transit cabin 22, for example, rubber wheels and rollers o. The like. Guided. Main cabin 21 and transit cabin 22 complement each other because of their complementary cross-section, so that when lying on Transit gender cabin the clearance profile of the car according to the invention corresponds to that of a conventional car. A mixture consisting OF INVENTION to the invention carriage 10 of FIG. 1 formed train, that is, a train, in which all the cart both main cabin 21 as also comprise Transit cabin 22, referred to in the diction of this specification as "completion".

In the adjoining walls 26 and 28 of the main cabin 21 and transit cabin 22 sliding doors 30 are provided which can be opened in execution to enable passengers to pass from the main cabin 21 into the transit cabin 22 and vice versa.

Fig. 2 shows the carriage shown in Fig. 1, the Tran sitkabine 22 is shifted in the longitudinal direction to other carriages, so that the carriage 32 presents itself without a transit cabin. A train that does not carry a transit cabin on any of its wagons is referred to in the description of this description as a "partial train".

In a partial train, the sliding doors 30 are closed. The guide means 24 for the transit cabin 22 can additionally have locking means to enable alignment of the main cabin 21 and the transit cabin 22 in the longitudinal direction, that is to say in FIG. 2 perpendicular to the plane of the drawing.

Fig. 3 shows a cross section through a transit cabin, the length of which can either correspond to the length of a main cabin 21 , with coupling means then being provided at the front and rear ends in order to couple together a plurality of transit cabins to form a longer assembly, ie a longer transit cabin, the length of which is an integral multiple of the length of a main cabin; or which, as shown in FIG. 5, can be designed to span several carriages from the outset.

At the bottom of the transit cabin 21 , rubber rollers 34 are arranged which engage in the rail-like guide means 24 on the chassis 14 .

Fig. 4 shows a train 40 formed from four carriages 10 , ie a train in which each individual carriage has a cross-section, as shown in Fig. 1. The cross-section of a car therefore essentially corresponds to the cross-section of an already known Transrapid car.

Fig. 5 shows the execution shown in Fig. 4 during cornering in plan view. As can be seen in FIG. 5, the transit cabin 22 is designed to span four car lengths. In order to enable cornering and in particular to ensure that the opposing sliding doors 30 remain aligned during cornering, the transit cabin 22 has articulated connections 41 , which are each arranged at a distance of one car length.

The mode of operation according to the invention is explained with reference to FIG. 6. FIG. 6 schematically shows a route that leads from a starting station via an intermediate station to a destination station. The intermediate station is referred to as the A city, the destination station as the B field. On the right edge of FIG. 6, the route can continue to a C house that is no longer shown.

The time that has elapsed since a train formed from a partial train 38 and a train 40 from the start station has been shown on the Y axis. The sub-train 38 comprises five wagons, the full train 40 four wagons and, schematically indicated, a transit cabin 22 four wagons long. A partial train 42 is waiting at the intermediate station A-Stadt, also in the B-Feld. The train made up of execution 40 and partial train 38 departs from the start station at 00:00.

The example shown in Fig. 6 is based on the assumption that partial train and full train achieve accelerations of 1 m / s². The distance between the start station and the intermediate station A-Stadt is 2 km, the distance between the intermediate station A-Stadt and the destination train station B-Feld is 4 km.

At 00:56 am, during the journey on the route between the starting station and the A-Stadt intermediate station, the rear part train 38 is decoupled, which now brakes to a stop at the A-Stadt intermediate station. At 1:03, the sub-train 42 waiting in A-Stadt departs, which forms a front sub-train with regard to the approaching execution 40 . At 1:14, execution 40 passes through the A-Stadt interim train station without stopping. At 1:32 the rear section train 38 arrives at the A-Stadt intermediate station and stops there. The enforcement 40 is at the same time on the route between the A-city and the B-field and catches up at 1:57 the front sub-train 42 traveling in front of it. During the journey, the train 40 and the front sub-train 42 are coupled together and during the journey the transit cabin 22 is shifted from the rear four carriages of the overall train now formed to the front four carriages. At 2:17 the transit cabin 22 has reached the Zugspitze and forms a new execution 40 'with the four front carriages that belonged to the front part train 42 . The rearmost carriage 42 H of the front section 42 becomes the front most carriage 38 'V of a new section 38 ', which now forms the rear section 38 'of the new section 40 ', on the other hand can become the front section for an approaching section.

At 2:18 the rear part train 38 'has been uncoupled from the execution 40 ' and the part train 44 waiting in the destination station B-field leaves B-field. At 3:11 the rear part train 38 ′ reaches the destination station B-Feld and stops there. The passengers who got into A-Stadt in the last car 42 H, which later became 38 'V, have the opportunity to get out there. Passengers who have boarded the other four carriages of the front sub-train 42 , which stops in A-Stadt, have the opportunity to get out in C-Hausen, where this group of carriages will come to a stop as a rear sub-train of a later start of the execution the possibility to change to the transit cabin 22 in order to drive through the B-field, C-houses and possibly the following intermediate stations in the transit cabin.

The smallest element in the form of a sequence of procedural steps for the mode of operation according to the invention therefore consists in using a train on a section of three train stations, namely the starting station, intermediate station (A-city) and destination station (B-field), which consists of a rear Partial train 38 and a prison 40 , and to provide a waiting front part train 42 at the intermediate station. This creates the possibility of transferring the transit cabin 22 from the train to the front partial train 42 , while the rear partial train 38 stops in A-Stadt, ie at the intermediate station. As soon as the new train, formed from the front part train 42 and the execution train 40 , has arrived in the B field, there is the possibility of carrying out the same procedure or mode of operation in the opposite direction, the former rear part train 38 stopping in the A city then becomes the front part train and destination station B-field and start station switch roles.

As shown in FIG. 6, however, it is particularly to be seen according to the invention that the operating mode thus defined is to be run at different times with several executions that follow one another on the route in order to reach further train stations C-Hausen, D -To drive to village etc. For example, it can be provided that at 1:55 a second train, formed from the rear part train 38 ₂ and 40 ₂, leaves the start station, while the first 40 is on the route between A-city and B-field. The 1: 32 arrived in A-city formerly rear part of the execution 40 is now the front part train 42 ₂ of an approaching execution 40 ₂. The previously described method steps of the mode of operation according to the invention are repeated, so that the partial train 42 ₂ now forming a front partial train leaves the A-Stadt station at 2:56.

The mode of operation according to the invention therefore offers the advantage that on the one hand the average speed of transportation ge  is increased, and on the other hand the stopping times at the individual Intermediate stations can be extended.

Assuming a distance of 20 km, every 2 km a train station is arranged and you continue to put an accelerator comparison and deceleration of 1 m / s² results in a comparison between the mode of operation according to the invention and more conventional Technique the following data:

If a structure as shown in Fig. 6 is used, ie full trains with four car lengths each and partial trains with five car lengths each and using the known Transrapid technology, a transport performance of approx. 700,000 passenger kilometers per hour can be achieved.

Reference list

10 cars
12 rails
14 frame
16 L, 16 R support magnet sets
18 L, 18 R stators
21 first car body, main cabin
22 second car body, transit cabin
22 ₂ second transit cabin
24 management tools
26 wall (of 21 )
28 wall (of 22 )
30 sliding door
32 partial train in cross section
34 rubber rollers
38 rear part of the first train
38 ′ new rear part train
38 ′ V front car of 38 ′ , equal to 42 H
38 ₂ rear part of the second train
40 first execution
40 ₂ second execution
41 joint of 22
42 front part of the first train
42 H rear car from 42

Claims (16)

1. Rail-bound, to a train couplable carriage ( 10 ), with a on the rail ( 12 ) guided frame ( 14 ) and a structure supported on the frame, in particular to accommodate passengers, characterized in that the structure of two arranged side by side There are car bodies ( 21 , 22 ), the cross-sections of which are complementary to one another, a first car body being firmly connected to the frame (main cabin) ( 21 ) and the other, second car body being slidably mounted in the longitudinal direction relative to the frame and the first car body ( Transit cabin) ( 22 ). 2. Carriage according to claim 1, characterized in that the lengths of the first ( 21 ) and second car body in the longitudinal direction are the same. 3. Carriage according to claim 1 or 2, characterized in that the mutually facing walls ( 26 , 28 ) of the first car body (main cabin) ( 21 ) and second car body (transit cabin) ( 22 ) have doors ( 30 ) which are in alignment with each other on opposite car bodies opposite each other. 4. Carriage according to one of the preceding claims, characterized in that the second car body (transit cabin) ( 22 ) has coupling means with which it is coupled together with the respectively adjacent second car body of a car coupled in the longitudinal direction in front of or behind him to form a transit cabin can be, the length of which is essentially an integer multiple of the length of a first Wagenka least. 5. Train from cars according to one of the preceding claims, there characterized in that at least one of the wagons of the train has no transit cabin. 6. Train according to claim 5, characterized in that a number of carriages of the train have no transit cabin (partial train) ( 38 ), the length of which corresponds essentially to the length of the entire transit cabin (of the execution) ( 22 ). 7. Train according to claim 5, characterized in that a number of carriages of the train have no transit cabin partial train ( 38 ), the length of which is greater than the length of the entire transit cabin (of the execution) ( 22 ). 8. Train according to one of claims 6 or 7, characterized in that the train has a multiple wagon Transitka bine ( 22 ) which is formed at intervals around a vertical axis gelig, the distances substantially corresponding to the coupling distances of the train . 9. Carriage or train according to one of the preceding claims, characterized in that the transit cabin ( 22 ) by means of egg ner wheel / rail pairing ( 24/34 ) on the frame ( 14 ) is designed to be displaceable in the longitudinal direction. 10. Carriage or train according to claim 9, characterized by locking means to fix the transit cabin ( 22 ) in an alignment with the division formed by the first carriage bodies ( 21 ). 11. Carriage or train according to one of the preceding claims, since characterized in that the frame by means of magnetic levitation technology is guided on the rail. 12. Train according to claim 11, characterized in that it has two longitudinal rows of supporting magnet sets ( 16 L, 16 R), of which only one is polarized so that it is a rotor of a linear motor ( 18 L, integrated into the rail ( 12 ), 18 R) acts while the magnet sets of the other longitudinal row are alternately polarized in opposite directions, so that this other longitudinal row of support magnet sets remains unaffected by the traveling wander field of the stator of the linear motor formed in the rail. 13. Train according to claim 11, characterized in that it in Longitudinal direction is made up of two parts, each of which as a runner longitudinal row of support magnet sets on the each other side (right / left) is formed.   14. Operating mode for a rail-bound (track-guided) means of transport, consisting of a rail and trains connecting at least three stations (starting station, intermediate station (A-city), destination station (B-field)) according to one or more of claims 5-13, characterized by the following steps:

• - a train ( 38/40 ) starts at the start station and carries at least one car without a transit cabin at its end (full train + rear partial train),
• - At the intermediate station (A-city) there is at least one car without a transit cabin ( 22 ) as a (front) part train ( 42 ) ready,
• - After the train has left the starting station, the rear part train ( 38 ) is uncoupled during the journey, so that the execution train ( 40 ) with the transit cabin ( 22 ) becomes independent,
• - the front partial train ( 42 ) waiting at the intermediate station starts,
• - the execution ( 40 ) passes through the intermediate station (A-Stadt) without stopping,
• the decoupled rear part train ( 38 ) reaching the middle station stops there to take passengers or cargo,
• - The execution ( 40 ) on the route between the intermediate station (A-city) and the destination station (B-field) is coupled to the partial train ( 42 ) traveling in front of it,
• - The transit cabin ( 22 ) is moved to the Zugspitze, so that as many cars at the end of the train to a partial train ( 38 ') without a transit cabin, as the previously coupled partial train ( 42 ) wagons had,
• - The now rear part train ( 38 ') is uncoupled before reaching the destination station,
• - The former rear part train waiting at the intermediate station (A-Stadt) starts (optional) to form the front part train ( 42 ₂) for a subsequent (optional) execution ( 40 ₂).

15. Operating mode for a rail-bound means of transport according to claim 14, in which more than three train stations (starting station, A-city, B-field, C-Hausen, D-village) are connected to one another by a rail, characterized in that
that the mode of operation with the steps defined in claim 14 is applied to a section of three neighboring stations, and
that several executions ( 40 ₁, 40₂) each with a Transitkabi ne ( 22 ) successively drive the entire route. 16. Operating mode for a rail-bound means of transport according to one of claims 14 or 15, characterized in that a partial train ( 38 , 42 ) comprises more wagons than a full train ( 40 ) and that arranged at the rear end of a front partial train ( 42 ) Wagons ( 42 H), which do not carry a transit cabin ( 22 ) after moving the tran sitcabin to the Zugspitze, uncoupled together with the coupled rear part train ( 38 ') and thus become part ( 38 V) of a rear part train ( 38 ') .