EP1077855B1 - Rail vehicle - Google Patents

Description

The invention relates to a rail vehicle for operation on conventional, running below Railway tracks, with a hull comprising a plurality in succession arranged, substantially rigid body segments, each having at least one Support pair of wheels on the track and at their ends facing each other segment connections have which adjacent fuselage segments hinged and detachable to each other Couple, the outer contour of the fuselage segments continue between them and when driving of track curves, crests and dips form a distance compensation.

For driving on conventional rail networks car-structured vehicles are known, in which the individual wagons have pull and push devices, for instance in the form of a central buffer coupling, connected to each other. The transitions connecting areas between the cars are indeed so disguised that outwardly the impression of a continuous outer contour arises. But this must not hide the fact that it is In any case, these are separate vehicles, each individually a behavior and In particular, have a driving dynamics, by the wheelsets or wheel pairs in the Chassis of individual vehicles are determined.

The train designed as a coupling / buffer combinations train and shock devices Pressure or tensile forces between the cars. These forces are each central transmitted at the bottom of the vehicles, where the increased rigidity Floor group is located.

In the said connection region is for pivoting movements of the vehicle links against each other required gap laterally and above usually in the form of a tunnel with a flexible rubber bellows construction closed. This is usually designed that they affect the relative movements of the tracks caused by the track, influenced as little as possible adjacent car units.

The execution of the segment transition device, in particular the bellows constructions, Although it has been the subject of constant further developments, the underlying Construction principle, however, nothing was changed.

For example, German published patent application DE 4 213 948 A1 discloses a rail vehicle, in which between two Jakobs-style on a common bogie resting Segments in addition a rigid intermediate piece is provided, wherein the one Segment on the intermediate piece about a vertical axis and the other segment on the Intermediate piece about a horizontal axis lying transversely to the longitudinal direction of the segments is rotatably mounted. By this arrangement, among other things, the transmission of longitudinal compressive forces Improved in the car network and a nesting of the segments at to prevent an impact.

As with this solution ultimately only the relative movements between the adjacent car divided into separate rotational movements about two mutually perpendicular axes, It remains here at a power diversion from the segments in the chassis area located fasteners.

From the German patent application DE 22 32 279 is also a modification of the classic Rubber bellows construction known, with the relative movements between the vehicle links to be stabilized damping. For this purpose, an execution of the side panels as nut and spring interlocking hollow rubber profiles in conjunction with a adjustable internal pressure.

Again, these are transitions between normally coupled long vehicles, at which the rubber bellows perform a kind of shock absorber function, as in articulated vehicles otherwise achieved by existing in the joint area, concentrated damper elements becomes. In addition, here is the conventional system of flexibly coupled long vehicles not changed.

The published patent application DE 196 17 978 A1 discloses a rail vehicle for passenger transport, the car a centrally located below in its longitudinal extent Chassis with four wheels have. The connection between adjacent car bodies Freischwebend with the help of a joint formed by two flat-set turntables becomes. The power flow between adjacent cars is characterized as in the aforementioned Solutions focused on a narrow section in the lower vehicle area. This requires a correspondingly robust structure of the car bodies in this area.

From the patent application DE 3 124 682 A1 is also a car transition device for a track-guided high-speed vehicle known in the multi-part, inflatable Hollow chamber profiles provided with over the internal pressure automatically adjustable stiffness are. This is a in all driving conditions aerodynamically advantageous, dirt-tight and effectively soundproofing lining of the connection area are secured. there the variable fairing of the transition area is merely a measure which for the connection of adjacent car units at most of secondary importance is. The concept of connecting long carriage units via concentrated coupling elements will not leave here either.

Although the conventional construction of long vehicles with concentrated power transmission at the ends of the wagon and two opposite the wagon ends easily to the center of the vehicle shifted bogies is an introduced standard concept, it turns out that this Almost all constructive disadvantages are united, once one of the only advantage the relative concentration of aggregates such as pairs of wheels and utilities apart.

Long car units require large distances between suspensions, which reduces the load of the Support car units and transferred to the track body. Large spans condition However, a large load per pair of wheels and at the same time require a correspondingly stiff and robust, and therefore heavy construction of the car bodies and chassis.

Coupling and buffer elements in the area of the chassis require the diversion of significant Forces from the vehicle shell into the concentrated coupling points. This is reinforced the need for a structurally rigid design of the vehicle shells - in particular to the wagon ends.

Since the area moments of inertia to be considered in the construction are linear As the length dimensions increase with higher power, it becomes apparent which constructive effort in the stiffening of existing long-distance vehicles had to be operated te. The resulting high load per pair of wheels generates high wheel contact forces on the track and accelerates the wear of the road and wheels. A lot of effort to their Maintenance is the result.

The design principle described can not prevent accident situations in Overstress in the longitudinal direction of the train by impact or the like kink stiffness the train is significantly undersized. Since the car in the ground area are much stiffer than in the construction above, they buckle at Accidental impact on the one hand often from the roof. The train can on the other hand, bend upwards or sideways.

Apart from the points already mentioned, the following were recognized as disadvantageous: high demands narrow track channel tolerances, poor space utilization and poor aerodynamics interrupted, relatively narrow and tall box shape. Also, the passage areas limited, and in the car-connection area large relative position changes occur on, which must be absorbed by the segment connections. Passing Carriage transitions makes this problem clear to every traveler.

Also bogies, the Jacob-type shared by the neighboring cars will only solve part of the problem. On the one hand, those with the concentrated one Power transmission related problems are still compounded. The power transfer takes place only still punctually in the area of the pivot of the common bogie. The other is a simple separation of the car is no longer possible. Finally, because of the enlarged and exclusively to the center of curvature directed additional supernatant in curves on vehicles according to Jakobsbauart a limited vehicle length not exceeded become.

A rail vehicle is known for operation on a conventional, below the Vehicle running railway track (US-PS 2,865,306). The hull of this rail vehicle forms a plurality of successively arranged individually car, which is supported by one or two pairs of wheels on the track, the length of the carriage and the distance The adjacent pairs of wheels is about 20 m. This great distance of the wheel pairs loaded due to the associated large load entries, the rails and the wheels strong. Especially in the area of track arches this wear is above average. Moreover, this prior art has a longitudinal force flow between the fuselage segments, solely via arranged in the bottom region coupling elements. The diversion of forces to be transmitted between the vehicles in the coupling elements in Ground area requires a rigid design of the vehicle shells, in particular to the longitudinal car ends out. This increases the design effort and the weight of the Dare. Furthermore, the stiffening of the car to the longitudinal ends is with a constriction the hollow cross-section of the car in this area available. By the stiff and increased design of the vehicle shells and the large car lengths come next the increase in weight to relatively large lateral projections of the cars in track curves.

Also known is a mounted in a high track vehicle, which on a pair Rollers running on either side of its hull (FR-A 1 567 343). The vehicle has a long body divided into a number of segments. The load of the vehicle is transmitted to the rail channel via the laterally arranged wheels. The described The monorail system is completely different compared to a normal rail vehicle Support and guidance functions. In the case of a monorail system, the lateral side is the focus Suspension short, substantially horizontal power flows to the support points. Farther takes place in a monorail in cornering the tracking due to the both sides of the Fuselage running rails by indirect application of force in the Rupfsegmente of Vehicle and not - as in conventional rail vehicles - on the below Hull arranged wheels. Another difference between the two systems is the need the passage of track and track groups, which is impossible for a monorail. A comparison of both systems is not feasible for various reasons.

Based on the solutions of the prior art, the invention is therefore the task to provide a rail vehicle of the type mentioned, by which reduces the wear on the road and the vehicle and the useful space of the rail vehicle is enlarged.

The problem is solved for a rail vehicle of the type mentioned in that the fuselage segments in the longitudinal direction of the track a constant hollow cross-section and have a rigid overall length, in the range of track curves with a radius up to down to 150 m each - a length of less than 6 meters having - fuselage segment with its transverse extension over the track protrudes on both sides by one length, which is substantially constant along the vehicle, and that the segment connections Have coupling elements, which are for essentially exclusive transfer the power flow between the fuselage segments at their end faces along their outer Contour extending and / or on the front sides of the fuselage segments in the circumferential direction are arranged homogeneously distributed.

The invention includes the basic technical teaching, on the one hand by a reduction the spans a shortening of the power flows from the load to the wheel contact point and thus to achieve a reduction of the acting bending moments. The corresponding lower load allows easier construction of the fuselage segments including their landing gear, which achieves a substantial lightening of the vehicle becomes. Both the reduction of the span and the lighter construction of the invention Rail vehicle cause a reduction in the wheel contact forces and the example occur in track curves tracking forces.

On the other hand, according to the invention, the transition of the longitudinal force flow between the Hull segments on the entire circumference of the hollow section formed by its wall distributed. The segment connections take over according to the idea of the invention thus not only the function of the distance compensation between the fuselage segments, but in addition at least part of the joint function, which in the prior art on trolleys and the pulling and pushing devices is distributed. This function integration is eliminated such mass-afflicted elements as the pulling and pushing device. The uniform Distribution of the longitudinal force flow on the entire cross section avoids the stand The technique required, particularly stiff training of sections with concentrated Force transmission. This will bring more weight gains.

By the invention, the longitudinal extent of the fuselage segments is reduced so far that their lateral projection beyond the track also in track curves with a radius down to to 150m along the rail vehicle is substantially constant, is an improved Use of the regulatory clearance space of the guideway prescribed by building regulations allows. The fuselage segments can be built with greater transverse extent than this allows the conventional designs. This will make the available Useable space in the rail vehicle increased.

If one considers the rail vehicle according to the invention as a whole leaves, then it becomes clear that by the multiplication of the joint and support points one along the vehicle more even distribution of vehicle load and tracking forces on the track is achieved, which roadway and vehicle are equally relieved and their wear is significantly reduced. The high flexibility of the train leads to the fact that he almost conforms to the course of the track in an almost ideal way, that is, under particularly low laterally directed interaction with the track. This works together with the increased width of the fuselage segments, a significantly increased ride comfort. Also the areas of the segment connections can be unrestricted, for example for the Seating can be used, as the connection area is not restricted by narrow passages is and because of the high, homogeneously distributed over the vehicle articulation only slight relative movements between adjacent segments occur.

In a preferred embodiment of the invention, the jacket of the fuselage segments, except for openings for the wheels, in the circumferential direction substantially closed, so that the rail vehicle takes about the shape of a hinged tube. In this way the longitudinal force transmission takes place in a particularly homogeneous manner and the vehicle receives an aerodynamically favorable form. The aerodynamic benefits are provided by an execution the exterior surface without significant steps or heels reinforced.

Preferably, each fuselage segment has a disposed within its shell, from Wheel pair supported support frame, which is substantially parallel to the rail surface extends over the length and width of the fuselage segment and that at least one essential Part of the load of the coat carries. By this measure, the jacket is substantially freed from the function of carrying vertical loads. This allows for a lightweight, self-supporting Construction of the coat. The load of the jacket, the internals and aggregates and not least the payload (people or goods) are on the support frame on special short distances transferred to the chassis. Favorable in this context, in particular a direct connection of the chassis with the support frame. The support frame can by design as a plate or with a corresponding surface simultaneously as Serve inner floor of the vehicle. It can also be used to increase driving comfort Interposition of a damping stage a arranged above it, separate inner bottom be provided, which is mounted on the support frame via the damping stage. The Adjacent supporting frames of adjacent fuselage segments are in the area of Segment connections with the required clearance preferably elastically connected to each other, for example with the help Elastormerhaltiger plates, with their mobility relative to each other not restricted, but still a closed-to-the-track and about the Whole length of the vehicle is defined extending interior. The coat is here attached to the support frame preferably near its transversely facing sides. The Attachment leaves no significant relative movement of the segment jacket and support frame to.

In a further preferred embodiment, the connecting line lies between the Centers of the wheels of a pair of wheels in a cross-sectional plane of the associated Hull segment. The chassis is freed from the function, the articulation of the rail vehicle to ensure. Rather, the wheel pair always depends on the instantaneous orientation of the associated fuselage segment to the track, in track curves So for example, always in a substantially radial direction. This will be preferred achieved by the already mentioned, direct attachment of the chassis to the support frame. At the State of the art necessary intermediate frames such as a bogie frame or other Chassis frame omitted, which leads to an additional lightening of the vehicle. The hinge properties in this preferred embodiment are completely on the Transfer segment connections. Elaborate bogies are for tracking not mandatory.

The pair of wheels can be used with individually guided wheels or, in a particularly simple way, as Wheel set to be formed. In the latter case, the axle of the wheelset coincides with the connecting line between the wheel centers together. Damping and spring elements between chassis and support frame can be provided to improve ride comfort are, but are designed so that the mobility of the pair of wheels on said Cross-sectional level remains limited.

In this case, a pair of wheels is preferably provided under each fuselage segment, which, in the longitudinal direction seen, is arranged centrally below the support frame. By the arrangement only of a pair of wheels Will be the disadvantage of multi-axle cars and bogies avoided that when passing through a track curve of the flange of the radial direction Outer wheel must start laterally to the rail to be pressed into the track curvature become. This wear moment occurs, however, in a single, centered below the Hull segment arranged wheel pair not on, which is always aligned radially.

In an alternative construction, the pair of wheels or chassis is in the region of a longitudinal side End of the associated (first) support frame arranged so that the (second) Supporting frame of the adjacent there fuselage segment can be supported on it. The second support frame projects for this purpose in the longitudinal direction a bit far from its fuselage segment and is releasably attached to the landing gear, so that the separability of the fuselage segments is not affected.

Preferably, in this embodiment, the suspension in a short, between two Fuselage segments arranged joint and chassis section accommodated by a shell portion with a slightly greater longitudinal extent than the chassis is formed. The joint and chassis section is on both sides via segment connections to the adjacent Fuselage segments coupled. Its cross-sectional profile does not differ significantly from the described fuselage segments. In the bottom area of the rigid shell section openings are provided for the wheels.

In principle, each hull segment is provided with a joint and chassis section assigned. When separating the fuselage segments for purposes of maintenance or The reconfiguration of train sets therefore always remains one end of a respective one Fuselage segments firmly on its support plate to the associated joint and chassis section coupled. The other longitudinal end is provisionally supported, as it moves from trains to Jakobs design is known.

For maintenance purposes, however, in this embodiment, the joint and chassis section also be completely decoupled from its associated fuselage segment. For this purpose, the connection between jacket and support plate in this section is solvable. To the Supporting the shell after separation from the support frame is a temporary connection mechanism provided between jacket and chassis. The advantage of separability of the articulated and chassis section of the associated fuselage segment is that an easily replaceable module with all essential, high-maintenance chassis and Joint elements is formed. So far, it is necessary to maintain such an item to take a whole car out of service. In the present embodiment The invention, however, for maintenance of the joint and chassis section quickly be decoupled from one train and replaced by another. The maintenance work are then performed exclusively on this module, while the low-maintenance Sections of the fuselage segments can continue to operate.

The segment connections between each adjacent fuselage segments include an embodiment of the invention, fluid-operated coupling elements. these can formed in a simple manner as circumferentially distributed at the end faces cylinder be. The cylinders are preferably double acting to withstand both compressive and tensile forces to be able to transfer.

In an alternative embodiment, the fluid-operated coupling elements are as Rollbalgfedern formed, each one connected to the one end, in a stiff Socket embedded rolling bellows with a predominantly in the circumferential direction of Mantels extending recess have. In each of these attacks on the facing Front side of the adjacent fuselage segment oppositely arranged piston a. This embodiment has the advantage that the force transmission because of the large extent the coupling elements in the circumferential direction very homogeneously over the segment jacket distributed. In addition, rolling bellows and pistons can be easily separated from each other designed the profile of the rolling bellows approximately U-shaped and adapted to the piston accordingly is.

To connect two fuselage segments they are moved towards each other, wherein the Piston is inserted into the U-shaped recess of the opposite rolling bellows. Subsequently the rolling bellows is pressurized, so that the piston tightly enclosed becomes. To release the connection, the pressure in the rolling bellows is lowered.

Particularly advantageous is a thickened at the engaging end training of the piston. The thickening can, seen in longitudinal section, for example, club or circular be. Important is on the one hand a rounded shape and on the other hand, a large area proportion facing away from the piston end, but aligned parallel to the end faces sides the thickened piston section. In this way, on the one hand, the input and execute the piston when connecting or separating two fuselage segments simply designed. By the under pressure of the rolling bellows enclosed thickening of the engaging On the other hand piston end a positive connection is made by the Static friction between the pressed surfaces of piston and rolling bellows is reinforced. This allows the Rollbalgfedern both compressive and tensile forces transferred between the hull segments.

Preferably, at least the outer surfaces of the piston and rolling bellows made of rubber or made of a different elastomer. As a result, high static friction forces can be generated. At the same time, such materials are the mechanical and climatic occurring Loads versus sturdy and durable. As fluids can gases as well as liquids be used.

The coupling elements described have an elasticity that occurs among all Requirements ensures a high flexibility of the segment connection. At the Traversing a track bend on the one hand, the bend parallel to the rail surface admitted, wherein on the inside of the bow a compression and on the outside a Extension of the segment connection occurs. Similar deformations occur in the roof and in the Ground area when driving through track groups or sinks. At the entrance in Rail bends are due to the inclination ramp on the outer track adjacent fuselage segments Slightly twisted against each other (twisted).

However, the interaction between piston and rolling bellows is also in controlled Appropriate orientation moments and restoring forces the orientation of the preceding and the subsequent fuselage segment brought to action. For one thing is ensured that the rail vehicle in a straight track in a stretched Shape is running. Furthermore, buckling deformations and pitch and yaw and rotational vibrations in the vehicle bandaged suppressed.

To a possible directional dependence of the longitudinal force transmission through the Rollbalgfedern To compensate, both rolling bellows and piston - in to each other "complementary" arrangement - are provided. You can in the circumferential direction connect to each other and preferably have one in each direction relatively short length. As a result, the power conductivity of the segment connections continues homogenized.

To improve the crash behavior in a further embodiment, the interconnected Rolling bellows of a segment connection connected to an overflow valve, through which the fluid from a predetermined, corresponding to an accident situation Pressure in a reservoir can escape. In this way, the kinetic energy of the rail vehicle partially converted to work on the fluid and so a simpler and effective mechanism of shock absorption realized.

Preferably, the fluid-operated coupling elements are each a segment connection connected for pressure equalization. The fluidic to be provided for this purpose Devices are known from the fluidics art. This embodiment can also further developed using fluidic switching and control technology be that the inner volumes of at least a portion of the rolling bellows divided into chambers are whose internal pressure is independent of each other rule and / or controllable. By Equipping the entire vehicle with this technique can actively affect the Alignment of the fuselage segments to the track can be achieved with the goal of tracking forces minimize and thereby further reduce wear on the road and the vehicle and to increase ride comfort.

In a further embodiment is to secure the tensile force transmission between the facing one another end faces alternately attached to one of the end faces Rolls provided in the circumferential direction guided coupling cable, the ends of which releasably connected to each other. Preferably, because of its high load capacity Steel rope used. The leadership of such an endless rope over rollers allows a tensile force transmission between the segments, without affecting the mobility of the fuselage segments is restricted against each other. It is also found in all relative movements of the Fuselage segments with deviating from the longitudinal direction of movement components automatic compensation of the rope tension instead. For example, the voltage decreases of the rope when passing through a curved track on the arc center point facing Page. At the same time, however, it is growing on the opposite side. This will cause the rope in Pulled towards the opposite side, which in turn ultimately the rope tension is kept constant.

In a preferred lightweight construction, the rigid fuselage segments are in, in particular mehrschaliger, Fiber composite construction executed as a form-reinforced surface structures or in conventional Differential and / or integral construction using semi-finished products Light metal alloys executed. In the fiber composite construction come as manufacturing technologies basically the prepreg process, the hand lay-up and the vacuum injection process, but especially the winding technology in question. It is possible in materials and production specific way impact energy absorbing areas, sound and Thermal insulation materials and installation ducts to be integrated into the walls.

In realizing the composite principle described above, the fuselage segments have one significantly shorter length than conventional bogie wagons, especially lengths of less than 6 meters, preferably even only 3 to 5 meters. A half-turn of 200 m in length is made up in practice, depending on the segment length from 30 to 50 fuselage segments be.

Some of the rigid fuselage segments will not be entry and exit due to their short length and there will be segment units with more differentiated functions as usual, such as special sanitary or engineering / drive segments.

Figur 1

ein Ausführungsbeispiel des erfindungsgemäßen Schienenfahrzeugs in Seitenansicht,

Figur 2

eine teilweise geöffnete Seitenansicht eines Ausschnitts des Schienenfahrzeugs nach Figur 1 im Bereich einer Segmentverbindung,

Figur 3a und b

jeweils eine längs der Linie AB in Figur 2 geschnittene Ansicht eines Ausführungsbeispiels der Segmentverbindung,

Figur 4

die Anordnung von Kopplungselementen an einer Stirnseite eines Rumpfsegmentes in einer vereinfachten Vorderansicht

Figur 5

in einer vereinfachten, längs geschnittenen Teilansicht ein weiteres Ausführungsbeispiel des erfindungsgemäßen Schienenfahrzeuges mit einer alternativen Fahrwerksanordnung und

Figur 6

eine Querschnittsansicht eines Rumpfsegmentes.

Further advantages and features of the invention will be described in more detail below together with the description of preferred embodiments of the invention with reference to the drawing. Show:

FIG. 1

An embodiment of the rail vehicle according to the invention in side view,

FIG. 2

2 shows a partially opened side view of a section of the rail vehicle according to FIG. 1 in the region of a segment connection;

FIG. 3a and b

each one along the line AB in Figure 2 cut view of an embodiment of the segment connection,

FIG. 4

the arrangement of coupling elements on an end face of a fuselage segment in a simplified front view

FIG. 5

in a simplified, longitudinal sectional view of a further embodiment of the rail vehicle according to the invention with an alternative suspension arrangement and

FIG. 6

a cross-sectional view of a fuselage segment.

FIG. 1 shows a schematic side view of a track 2 traveling on and for its high-speed operation rail vehicle 4. Its drive can - depending on the version - concentrated on one of the longitudinal head segments 6 or on be provided each pair of wheels 8. The train is composed of combined entry / exit and Passenger segments 10 and pure passenger segments 12 and 14 without entry and exit area composed. Fuselage segments with additional functions (gastronomy, Club, media, fitness, sanitary or office segments, etc.) are natural depending on the application also executable and can be integrated into the train like the above-mentioned basic units.

Number and arrangement of the units outlined in the figure are variable. The total length such a train will be a maximum of about 400 m. On its outer surface are none formed significant gradations or paragraphs.

The mechanically stiff executed fuselage segments 10 to 14 each resting on one, based on their longitudinal extent, centrally arranged wheel pair 8 and are each about elastic articulated, with the segments substantially cross-sectional segment connections 16 interconnected.

The vehicle 4 is characterized by a corresponding composition of head segments 6 and Fuselage segments 10 to 14, if necessary, divisible into two half-trains, the driving principle are self-sufficient.

Figure 2 shows a partially opened side view of a section of the rail vehicle of Figure I in the region of the segment connection 16 between the fuselage segments 12 and 14. By horizontal lines in the upper and lower region of the segment coats 18th whose curvature is indicated perpendicular to the plane of the drawing. The segment connection 16 is outwardly from a flush with the Segmentmänteln 18 final membrane 20th surround. This extends over the entire circumference of the shell. The one below Interior of the segments subsequent part of the segment connection 16 is in the present Drawn dashed lines, as far as it is covered by the membrane 20, for Clarification but exposed in the middle section. The membrane is as below based of Figure 3 is described, embedded with laterally formed piping in grooves 22, at the Segmentmänteln 18 on both sides of the segment connection 16 on the extend the entire scope.

Towards the inside of the segment are below the membrane 20 circumferentially distributed Rollbalgfedern 24 arranged. In the present embodiment, each Rollbalgfeder extends 24 for a little less than an eighth of the circumference of the mantle. Each rolling bellows spring 24 has a fixed to the fuselage segment 14 rolling bellows 26 and a in this about his engaging the entire length and attached to the fuselage segment 12 piston 28. Of the Rolling bellows is embedded in a version, not shown here for clarity, the will be described below with reference to FIG.

Between the Rollbalgfedern are at the end faces of the segments 12 and 14 pulleys 30 and 32 attached to a coupling cable 34. The coupling cable 34 is for securing the Traction transmission as an endless rope over the entire circumference of the segmental casing between the adjacent end faces of the segments 12 and 14 out. there it also passes through the provided with corresponding holes 36 piston 28th

The bore 36 is in Figure 3a, a view along the line AB in Figure 2 cut view of Segment connection 16, clearly visible. The rolling bellows 26 has an approximately U-shaped profile and is for the generation of restoring forces and directional moments under the action of pressure or laterally directed forces by the piston 28 laterally and above, below and behind embedded in a stiff frame 38. Only the piston 28 facing side is open.

The wall of the rolling bellows 26 typically consists of several elastomer layers, partly with sealing function and partly with protection against mechanical damage and weather conditions. Between these layers is a strengthening layer embedded. The choice of elastomers and the strength member is done accordingly the intended load. The piston 28 is external for protection and generation a relatively high coefficient of friction in contact with the rolling bellows 26 as well Surrounded by an elastomer layer, but not bendable in the core.

As fluid 42, both gases (in particular air) and liquids come into question. in the Present embodiment, a hydraulic oil is provided.

The membrane 20 is made of an elastomer and contributes to the transmission of tensile force between segments 12 and 14 at. Clearly recognizable in this presentation are her Both sides formed piping 40 which are inserted into the grooves 22. Before a breakup the segments 12 and 14, the membrane 20 and the coupling cable 34 are first removed.

FIG. 3b shows a longitudinal section profile of an alternative segment connection 16 '. It differs mainly by a thickening of the piston 28 'at his in the Rolling bellows 26 'engaging end 44. It is here about club-shaped. For insertion of the piston 28 'in the rolling bellows 26', the fluid pressure is lowered. After insertion If the pressure is increased and the rolling bellows 26 'surrounds the thickened portion 44 through to the piston skirt 46. The rolling bellows has a slight broadening of its chambers for this purpose at the ends of the legs of the U-shaped profile. The version 38 'is at the Segment 12 side facing only so far closed that the insertion of the piston 28 ' is not obstructed in the rolling bellows 38 '. In this way, the rolling bellows spring offers in this Variant even with the occurrence of tensile forces an elastic resistance, the can be used for power transmission, without the flexibility of the segment connection Restrict 16 'compared to the construction described above.

FIG. 4 shows a possible arrangement of roller bellows 26 (or 26 ') on one end face of the roller bellows 26 (or 26') Mantels 18 of the fuselage segment 14. In the highly simplified front view is only the Segment jacket 18 shown. A total of eight rolling bellows 26 are in the circumferential direction one behind the other arranged. In between is in each case a deflection roller 32 for the coupling cable 34th arranged. The use of the coupling cable 34 is not required if the alternative Construction of the segmental connections 16 'is used. In this case, the Bellows extend at the front over the entire circumference.

Figure 5 shows a simplified longitudinal sectional view of an alternative construction of the invention Rail vehicle. Shown are two segments 12 'and 14' with it extending therein supporting frames 48 and 50. Unlike the one shown in Figure I. Embodiment here is the chassis 8 not in the middle, but at the end of the longitudinal extent the support frame 48 is arranged. The support frame 48 is fixed to the chassis 8, but elastically connected, which is symbolically indicated in Figure 5 by a spring. A Movement of the chassis relative to the support frame and the firmly associated segment jacket 18 ', however, is exclusively in a cross-sectional plane of the fuselage segment 12 'possible.

The support frame 48 does not extend in this arrangement over the entire length of Hull segment 12 '. In contrast, the support frame 50 of the adjacent fuselage segment protrudes 14 'beyond its longitudinal extension into the segment 12' into it and is also on the chassis 8 in the same manner as the support frame 48 stored. The support frame 50 is but releasably connected to the chassis 8 to the separability of the fuselage segments 12 ' and 14 'apart. Both supporting frames are connected to each other by a connecting piece 52 elastically connected, so that their mobility against each other is not limited but the interior of the segments is isolated from the underbody area.

By provided on both sides of the chassis segment links 16 is a section 54 of the fuselage segment 12 'is formed in which concentrates the joint and chassis functions are.

The connection of the support frames 48 and 50 with the jacket 18 and 18 'of the fuselage segments is basically fixed in all embodiments. Sheath and support frame form at the Railway vehicle according to the invention a vehicle dynamic unit, wherein the load of Mantels supported by the support frame and is transmitted to the pair of wheels.

In the present exemplary embodiment, this principle is fundamentally not deviated from However, in the area of the joint and chassis section 54 a slight mobility the support plate allowed relative to the jacket. This flexibility will help you made of a special connecting element 56.

FIG. 6 a shows an example of such a connection element 56 in a cross-sectional view. shown in Figure 6b in a perspective view. The connecting elements 56 are arranged on both transverse sides of the support frame 48 and 50 opposite one another. In each case a plurality of connecting elements 56 arranged one behind the other be.

The connecting element 56 has a rectangular back plate 58 which is connected to the body shell 18 'is connected. In the present embodiment, this is a simple screw provided, for which the back plate 58 has a plurality of holes 60. From the back plate 58, a cylindrical pin 62 extends to the transverse side of the support frame 48 out. The back plate 58 and the pin 62 are integrally made of a rigid Material, preferably made of metal. From about half to the front end its longitudinal extension is the pin 62 of a firmly connected with him rubber jacket 64 surrounded. This, in turn, is made of an outer jacket firmly attached to it 66 which extends beyond the end of the pin 62 and thereby to the support plate 48 tapers towards the transverse side with a slot-shaped opening 68 fixed to include. The support plate can not be moved relative to the opening 68. For this is a (not shown) screw connection between the support plate 48 and the outer shell 66 of the connecting element provided.

Support plate 48 and fuselage shell 18 'are not by the connecting element 56, however completely rigidly connected. The support plate and the pin 62 are at a small distance from each other arranged so that the support plate 48 together with the outer shell 18'- maximum up to the stop on the pin 62 - a piece to move on this, the Rubber sheath 64 is elastically deformed, the kinetic energy of the support plate 48 across the Track receives and generates a deflection of the opposing restoring force.

Furthermore, this distance allows a tilting movement of the support frame 48 together with the outer shell 66 against the pin 62. A slow inclination of the support frame 48 against the segmental casing occurs at inclination ramps of the outer rail when entering or Exit from railroad tracks on. Short-term or high-frequency tilting movements, for example Due to unevenness of the rails, are due to the rubber-metal construction of the connecting element 56 is damped. The maximum tilt angle of the support plate against the pin is characterized by the low compressibility of the elastomer, from the the rubber jacket 64 is made, limited between the outer shell 66 and the pin 62. Beyond this limit, inclinations appear on the hull mantle transfer.

Due to its construction, the first connecting element 56 thus allows on the one hand the Transmission of tracking forces on the joint and chassis section 54 of the segmental jacket. On the other hand, it dampens the transmission of short-term and high-frequency pulses from the rails over the chassis and the support plate to the segment jacket.

The transverse extent of the support frames is slightly smaller in this section 54 than in the other Fuselage segment sections

FIG. 7 shows a fuselage segment 70 of a further embodiment of the invention in FIG a schematic cross-sectional view shown. The chassis 8, its connection to here designed as a plate support frame 72 has been explained above, is here by a Wheelset indicated, whose wheels through openings, outside the cross-sectional plane lie, protrude from the fuselage mantle to the track 2 out. A deflection of the wheels is not provided. Above the support frame 72 may, if necessary, additional Damping and suspension stages, a (not shown here) inner bottom are stored, which is supported with all the load applied to the support frame 72. It is a common one Two seating 74 with aisle provided. It turns out that compared to conventional Vollbahn vehicles the standard gauge a considerable gain in space is achieved. The Width b of the illustrated fuselage segment 70 is, for example, 3.30 m, which is why Particularly noteworthy is because this width is practically the entire length of the train to Available. This also salons in the restaurant car with bilateral Set up two-seater, which brings improved usability as the number Passengers per train length is increased. The comfort is even increased.

In a variable embodiment a variety of uses are possible. So one can be Segment, for example, a kitchen or a bicycle compartment accommodate. The number of With doors provided segments can be adjusted to the individual traffic conditions configure. In local transport, the number of door areas with standing opportunities is corresponding bigger. For night traffic can be provided spacious sleeping compartments.

It is particularly noteworthy that the segment jacket to the track down to the Wheel area inside - the wheels partly overlapping laterally - extends. Possibly a fairing can even cover the entire floor area except the wheel openings lock in.

The invention is not limited in its execution to the above preferred embodiments. Rather, a number of variants is possible, which make use of the illustrated solution in a different kind of execution.

To realize the segments is the reinforced or self-reinforcing plastic construction Although preferred under lightweight aspects, but it is also a light metal construction, for example or a steel skeleton composite construction with plastic or light metal planking possible.

In addition to glass fiber reinforced thermosets are in plastic construction - in compliance with Cost situation - in principle also carbon or polymer fiber reinforced thermosets or thermoplastics can be used, where appropriate, in an advantageous manner by incorporating aligned Reinforcement material a on or u.U. also biaxial preferred orientation imprinted becomes. As an elastomer in addition to rubber, for example, elastomers based on PU foam O.A. be used.

Claims (24)

1. A rail vehicle (4) that operates on conventional railroad tracks (2) extending underneath the rail vehicle, wherein said rail vehicle comprises a body that consists of a plurality of successively arranged, essentially rigid body segments (10, 12, 14) that are respectively supported on the track (2) by means of at least one wheel pair (8) and provided with segment connections (16) on their ends that face one another in order to connect adjacent body segments in an articulated and detachable fashion, wherein said segment connections continue the outside contour of the body segments (10, 12, 14, 12', 14') between the segments and compensate distance changes when the rail vehicle travels through track curves, track elevations and track depressions, and wherein the wheel pair (8) is essentially arranged centrally underneath the supporting structure (48, 50) of the respective body segment (10, 12, 14) referred to the longitudinal direction of the rail vehicle (4), characterized in that the body segments (10, 12, 14, 12', 14') have a constant hollow profile and a fixed overall length in the longitudinal direction of the track (2), wherein the overall length of the body segments is less than 6 meters such that each body segment (10, 12, 14, 12', 14') respectively protrudes laterally over the track (2) on both sides by a length that is essentially constant along the rail vehicle (4) when traveling through curves with a radius as low as 150 m, and in that the segment connections (16) contain coupling elements (24, 26, 28, 26', 28') that essentially serve solely for the distribution of forces between the body segments (10, 12, 14, 12', 14') and are arranged on the end faces of the body segments along their outside contour and/or arranged on the end faces of the body segments (10, 12, 14, 12', 14') such that they are uniformly distributed in the circumferential direction.
2. The rail vehicle according to claim 1, characterized in that the respective body segments (10, 12, 14, 12', 14') consist of an approximately tubular shell (18, 18') that is essentially closed except for the openings for the wheels (8).
3. The rail vehicle according to claim 1 or 2, characterized in that its outside surface does not contain any significant shoulders or steps.
4. The rail vehicle according to one of the preceding claims, characterized in that each body segment (10, 12, 14, 12', 14') contains a supporting structure (48, 50) that is arranged within its shell (18, 18') and supported by the wheel pair (8), wherein said supporting structure extends over the length and the width of the body segment (10, 12, 14, 12', 14') essentially parallel to the rail surface and carries at least a substantial part of the load of the shell (18, 18').
5. The rail vehicle according to claim 4, characterized in that the shell (18, 18') is fixed on the supporting structure (48, 50) near its sides that point in the transverse direction.
6. The rail vehicle according to claim 4 or 5, characterized in that the supporting structures (48, 50) of adjacent body segments (10, 12, 14, 12', 14') are elastically connected to one another.
7. The rail vehicle according to one of the preceding claims, characterized in that the straight line connecting the centers of the wheels of a wheel pair (8) lies in a cross-sectional plane of the corresponding body segment (10, 12, 14, 12', 14').
8. The rail vehicle according to one of claims 4-7, characterized in that the wheel pair (8) is elastically connected to the respective supporting structure (48, 50).
9. The rail vehicle according to one of claims 1-8, characterized in that the supporting structure of the respectively adjoining body segment (12', 14') is supported on this wheel pair (11).
10. The rail vehicle according to one of the preceding claims, characterized in that the segment connections (16, 16') between two adjacent body segments (10, 12, 14, 12', 14') contain elastic coupling elements (24, 26, 28, 26', 28').
11. The rail vehicle according to one of the preceding claims, characterized in that the segment connections (16, 16') between two adjacent body segments (10, 12, 14, 12', 14') contain fluid-operated coupling elements (24, 26, 28, 26', 28').
12. The rail vehicle according to claim 11, characterized in that the coupling elements consist of double-action cylinders.
13. The rail vehicle according to one of the preceding claims, characterized in that the coupling elements are realized in the form of cushion-type pneumatic springs (24, 26, 28, 26', 28') that respectively comprise a bellows (26, 26') with a depression that predominantly extends in the circumferential direction of the shell (18, 18') and into which a piston (28, 28') engages that is oppositely arranged on the end face of the adjacent body segment (12, 14, 12', 14').
14. The rail vehicle according to claim 13, characterized in that the bellows (26, 26') has an approximately U-shaped cross-sectional profile.
15. The rail vehicle according to claim 13 or 14, characterized in that the end of the piston (28') engaging into the bellows (44) is thickened.
16. The rail vehicle according to one of claims 13-15, characterized in that the opposite end faces respectively contain complementary arrangements of bellows (26, 26') and pistons (28, 28').
17. The rail vehicle according to one of claims 11-16, characterized in that the fluid-operated coupling elements (24, 26', 26') of one respective segment connection (16, 16') are connected to one another for pressure compensation purposes.
18. The rail vehicle according to one of claims 12-17, characterized in that the inside volumes of at least some bellows (26, 26') are divided into chambers, the fluid pressure of which can be regulated and/or controlled independently of one another.
19. The rail vehicle according to one of the preceding claims, characterized in that a coupling cable (34) is guided over the entire circumference between the adjoining end faces of the body sections (10, 12, 14) by means of rollers (30, 32) that are alternately mounted on the respectively adjoining end faces.
20. The rail vehicle according to claim 19, characterized in that the coupling cable (34) is guided through a bore (36) in the piston (28, 28') that extends in the circumferential direction.
21. The rail vehicle according to one of the preceding claims, characterized in that a membrane is provided, particularly an elastic membrane (20) that is arranged flush with the outside surface of the shell (18, 18') and completely covers the segment connection (16, 16') outward in the longitudinal direction and in the circumferential direction of the shell (18, 18'), wherein said membrane engages into channels (22) arranged on both segment shells (16, 16') with the aid of one circumferentially extending keder (40) on each side.
22. The rail vehicle according to one of the preceding claims, characterized in that the body segments (10, 12, 14, 12', 14') essentially have a length between 3 and 5 m, particularly 4 m.
23. The rail vehicle according to one of the preceding claims, characterized in that the dimension of the body segments (10, 12, 14, 12', 14') transverse to the track (2) lies between 3.00 and 3.30 meter.
24. The rail vehicle according to one of the preceding claims, characterized in that the rigid body segments (10, 12, 14, 12', 14') are realized, in particular, in the form of multi-shell composite fiber components.

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