EP2208655A1 - Flap arrangement for a railway vehicle, in particular for a high speed train - Google Patents

Abstract

The flap arrangement (5) has movable elements (7,8,9), where the former movable element has an approximately horizontal borderline to the latter and third movable element in the closed condition. The latter and third movable element have approximately vertical borderline to each other in the closed condition. An independent claim is also included for a method for coupling a rail vehicle, particularly a high-speed train, with another rail vehicle.

Description

The invention relates to a flap arrangement for a rail vehicle, in particular for a high-speed train, wherein the flap arrangement comprises movable elements which form a part of the outer surface at the bow or tail of the rail vehicle in a closed state and cover a arranged in the bow or stern of the rail vehicle coupling device. In an open state, the movable elements allow use of the coupling device. The invention further relates to a method for coupling a rail vehicle, in particular a high-speed train, with another rail vehicle, wherein a arranged in the bow or tail of the rail vehicle coupling device is initially covered in a closed state by a flap assembly and wherein movable elements of the flap assembly in an open state be brought, in which the coupling device is needed. Moreover, the invention relates to a method for producing a flap assembly for a rail vehicle, in particular for a high speed train, wherein movable elements of the flap assembly are provided which form a part of the outer surface at the bow or stern of the rail vehicle in a closed state and one in the bow or stern of Cover rail vehicle arranged coupling device and allow in an open state, a use of the coupling device. The invention also includes a rail vehicle with such a flap assembly.

In particular, in high-speed trains, ie rail vehicles and rail vehicle train sets reaching maximum speeds of 200 km / h and more, the design of the bow and stern is based on aerodynamic criteria. In particular, to be able to form a train, however, the vehicles usually have a coupling device which is covered by a flap assembly when not in use. At the bow, the flap assembly is located in front of the coupling device, so that the flap or the flaps form a part of the outer surface that is particularly important for aerodynamics. For example, in the ICE-3 of Deutsche Bahn AG, the Bugklappenanorcfnung two movable flaps, which by rotation in each case to a vertical axis of rotation can be opened to release the coupling device for use.

Since the coupling device during use, i. While the rail vehicle is coupled to another rail vehicle must be pivotable over a relatively large angular range, the front doors extend in particular in the horizontal direction, but also in the vertical direction over a large area of the bow (or in the opposite direction of the stern). The flaps therefore do not form a plane, but rather a mostly strongly curved part of the outer surface of the rail vehicle when they are in the closed state. On the other hand, this complicates a construction which allows opening, i. allows movement of the flaps in the open state. When the coupling device is exposed, the bow flaps must be able to be accommodated in the bow area. The movement device for moving the nose flaps should be robust in order to function reliably in the sometimes harsh operating conditions.

Requirements for the impact behavior in a collision with other rail vehicles or other obstacles complicate the construction in addition. Thus, e.g. in future high-speed trains, multiple impact absorbers will be accommodated in the nose area, each designed to absorb impacts in a given impact event (e.g., impact on a freight train).

In order to create space in the bow area, it has already been proposed to make the coupling device movable in the direction of travel, so that it can be extended for use in the direction of travel. Cost and weight can be saved, however, if the coupling device is not movable. Also, the reliability of a non-movable coupling device is greater.

It is an object of the present invention to provide a rail vehicle, a rail vehicle door assembly, a rail vehicle coupling method, and a flap assembly method of using a sturdy motion mechanism to open the nosegates with minimal space required to open the nosegates enable. It should be possible to use a coupling device that is not in Direction of travel is movable. In addition, should remain as possible space for shock absorbers, which are arranged in the height and in the distance of buffers for freight wagons.

It is proposed that the flap assembly comprises three movable elements which in the closed state form a part (in particular each element a separate part) of the outer surface at the bow or stern of the rail vehicle and cover a coupling device arranged in the bow or stern of the rail vehicle and which in an open state allow use of the coupling device. One of the movable members (hereinafter: the first movable member) has an approximately horizontal borderline to the other two movable members (hereinafter: second and third movable members). The second and third movable members have an approximately vertical borderline with each other in the closed state of the flapper assembly. In other words, the three-piece (i.e., consisting of at least three movable members) flap assembly has both horizontal and vertical pitch when viewed in the closed state, i. two of the elements are arranged side by side and these two elements and the first element are arranged one above the other.

It is preferred that the first movable element is located above the two other movable elements. However, the reverse case is also possible, in particular in certain designs of the bow or stern of the rail vehicle.

So far, two-part Bugklappenanorcinungen known from the prior art, the pitch was vertical, so that the two flaps could be rotated about an approximately vertical axis of rotation. Occasionally, however, one-piece, upwards and at the same time rearward into the bow in movable Bugklappen have been proposed, such as in Norway operated FT / XT / IC, but had to be equipped because of the size of the front door with a complex movement mechanics.

With the present invention, these two approaches are combined. Due to the three-part design, however, the individual parts fall smaller and can therefore with simpler executed Movement mechanics are opened and closed. They also need less space. This applies in particular to their dimension perpendicular to the course of the surface, which forms the outer surface in the closed state. In other words, with smaller deviations of the individual movable elements of the ideally space-saving flat shape still a curved overall shape design of the bow or stern can be achieved in the closed state.

Advantageously, the second and the third movable element, which have an approximately vertical boundary line in the closed state, approximately the same size and with respect to the boundary line designed approximately mirror-symmetrical.

The approximately horizontal boundary line between on the one hand the first movable member and on the other hand, the second and third movable member may preferably extend approximately at the forwardmost in the direction of travel or the forwardmost portion of the bow, when the flap assembly in the closed state located. The same applies to the reverse direction of travel for the rear. Such a division has the advantage that the individual elements are relatively little curved.

The three-piece design, ie the presence of three movable elements of the flap assembly, does not exclude that the flap assembly comprises further elements which, when closed, form part of the outer surface at the bow or stern of the rail vehicle. For example, at least one of the movable elements could consist of two or more sub-elements, but these are usually moved together when opening and closing the flap assembly with little or no relative movement relative to each other. Alternatively or additionally, the flap arrangement may comprise a separate element, which is fastened in the closed state to at least one of the three movable elements. Such an additional element may be, for example, an access door that allows a service technician to look inside the bug without having to move the three moveable elements. Although not preferred, it would still be possible for an additional element of the flap assembly (eg, at the location where the horizontally extending boundary line and the vertically extending boundary line or their extensions meet in the closed state) to be removed, e.g. B. to be able to manually operate the flap assembly.

The first movable element is preferably rotatable about an approximately horizontal axis of rotation for opening and closing the flap arrangement. To effect the rotation, e.g. a hydraulically or pneumatically actuated piston / cylinder unit may be provided, which is operable by the driver. An embodiment will be discussed in more detail.

Alternatively or additionally, the second and third movable element for opening and closing the flap assembly may each be rotatable about an approximately vertical axis of rotation, which is preferably about the same axis of rotation. Again, the piston / cylinder unit or other unit can effect the rotational movement.

The outer edges of the movable elements in the closed state of the flap assembly are usually adjacent to fixed parts of the outer shell of the rail vehicle. In addition, the movable elements have a not insignificantly small thickness, in particular to be able to withstand the mechanical loads (impact and air resistance, especially at high speeds) as a Bugklappenanordnung. When (as with the preferred embodiments described above) the movable elements are to be brought into the open position and back again to the closed position only by a rotary movement about an axis of rotation, the outer edges of the movable elements are preferably chamfered, i. the respective edge is not perpendicular, but obliquely to the outer surface of the element. Alternatively or additionally, the edges of the edges of the fixed parts of the outer shell which are opposite in the closed state are also chamfered.

In particular, in a high-speed train, the three movable elements in the closed state can form part of the outer surface of the rail vehicle having a course in a vertical plane extending in the direction of travel of the rail vehicle, starting from a furthest projecting point in the direction of travel both recedes upwards and downwards. In other words, in the closed state, the three movable elements form at least a portion of the forwardly projecting bow (or rearwardly receding tail, where "jumping back" is not to be understood as a stepped shape design but includes the curved contours known for high speed trains).

The second and third movable elements may each be in the open state between on the one hand a shock absorber for absorbing kinetic energy upon impact of the rail vehicle and on the other hand an outer shell of the rail vehicle. This is possible because, due to the three-piece embodiment, little space is required for the second and third movable members. More specifically, the outer shell is an area bounded at the bottom and / or side right or left of the bow or the stern of the rail vehicle.

As already mentioned, the invention also encompasses a rail vehicle with the flap arrangement in one of the embodiments described here.

Furthermore, the invention relates to a method for coupling a rail vehicle, in particular a high-speed train, as mentioned above, wherein three movable elements of the flap assembly are moved to open the bow or tail, which form a part of the outer surface at the bow or stern of the rail vehicle in the closed state wherein a first one of the movable members in the closed state has an approximately horizontal borderline to the second and third movable members, and wherein the second and third movable members have an approximately vertical borderline to each other in the closed state.

The first movable element can be rotated to open and close the flap assembly about an approximately horizontal axis of rotation. Alternatively or additionally, the second and third movable element for opening and closing the flap assembly can each be rotated about an approximately vertical axis of rotation, wherein the two axes of rotation can also be the same axis of rotation.

Further embodiments of the method will become apparent from the description of the flap assembly.

In addition, the scope of the invention includes a method for producing a flap arrangement for a rail vehicle, as mentioned above. Three movable elements are arranged such that a first one of the movable elements in the closed state has an approximately horizontal borderline to the second and third movable element and that the second and third movable element in the closed state have an approximately vertical boundary line to each other.

Fig. 1

schematisch eine dreidimensionale Ansicht des Bugs eines Hochgeschwindigkeitszuges von vorne links gesehen,

Fig. 2

schematisch eine Ansicht von vorne auf den in Fig. 1 dargestellten Bug, wobei die linke Seite der Außenhülle und der Bugklappen des Schienenfahrzeugs weggelassen ist, um den Blick auf das Innere des Bugs freizugeben,

Fig. 3

eine Darstellung ähnlich der in Fig. 2, wobei jedoch die obere Klappe und die untere rechte Klappe der Bugklappenanordnung nicht wie in Fig. 2 in dem geschlossenen Zustand sind, sondern in dem geöffneten Zustand,

Fig. 4

die Darstellung gemäß Fig. 2, wobei der Blick jedoch von links vorne auf den Bug und das Innere des Bugs gerichtet ist,

Fig. 5

die Darstellung gemäß Fig. 3, wobei jedoch wie in Fig. 4 der Blick von schräg vorne auf den Bug und das Innere des Bugs gerichtet ist und wobei wie in Fig. 4 ein auf Höhe der Kupplungsvorrichtung angeordneter Stoßabsorber auf der linken Seite des Bugs nicht dargestellt ist, um den Blick auf die Bewegungsmechanik zu ermöglichen,

Fig. 6

eine Darstellung ähnlich der in Fig. 5, wobei jedoch die gesamte obere Bugklappe dargestellt ist, der auf Höhe der Kupplungsvorrichtung angeordnete linke Stoßabsorber ebenfalls dargestellt ist und wobei sich die untere rechte Bugklappe in dem geschlossenen Zustand befindet,

Fig. 7

eine Darstellung wie in Fig. 2, wobei jedoch der Blick von links seitlich auf den Bug und das Innere des Bugs gerichtet ist und

Fig. 8

eine Darstellung wie in Fig. 3, wobei der Blick jedoch von links seitlich auf den Bug und das Innere des Bugs gerichtet ist.

Embodiments of the invention will now be described with reference to the accompanying drawings. The individual figures of the drawing show:

Fig. 1

schematically seen a three-dimensional view of the bug of a high-speed train from the front left,

Fig. 2

schematically a view from the front on the in Fig. 1 illustrated bow, wherein the left side of the outer shell and the bow flaps of the rail vehicle is omitted, to reveal the view of the inside of the bow,

Fig. 3

a representation similar to the one in Fig. 2 however, the top flap and the bottom right flap of the nosegay assembly are not as shown in FIG Fig. 2 are in the closed state, but in the opened state,

Fig. 4

the representation according to Fig. 2 However, the view is directed from the left front to the bow and the inside of the bow,

Fig. 5

the representation according to Fig. 3 , however, as in Fig. 4 the view is directed from diagonally forward to the bow and the inside of the bow and being as in Fig. 4 a shock absorber arranged at the level of the coupling device is not shown on the left side of the bow in order to allow a view of the movement mechanism,

Fig. 6

a representation similar to the one in Fig. 5 but with the entire upper nose flap shown, the left shock absorber located at the level of the coupling device also shown, and with the lower right nose flap in the closed state,

Fig. 7

a representation like in Fig. 2 , however, the view is directed from the left side to the bow and the inside of the bow and

Fig. 8

a representation like in Fig. 3 However, the view is directed from the left side to the bow and the inside of the bow.

Out Fig. 1 you can see the bow (or in the reverse direction of the tail) of a high-speed train. Below the windshield 3, through which the driver can look forward to the lying in front of the rail vehicle part of the rail 4, located in the furthest in the direction of travel portion of the outer shell of the vehicle, a three-piece flap assembly, which is a Bugklappenanordnung in the case of forward travel and in the case of reverse driving is a tailgate assembly. The flap assembly 5 has three movable elements (hereinafter also called flaps). An upper flap 7 extends over the entire width of the flap assembly 5. In contrast, two mirror-symmetrically arranged and designed lower flaps 8, 9 by one in the middle of the rail vehicle (ie, approximately above the middle between the two rails of the rail 4) vertically extending Borderline demarcated. In the in Fig. 1 illustrated closed state of the flap assembly 5, the two lower flaps 8, 9 abut each other at the vertically extending boundary line. Further, the two lower flaps 8, 9 abut at its upper edge, ie at a horizontally extending boundary line at the lower edge of the upper flap 7.

The boundary lines must generally, i. in other embodiments of the invention, not continuous horizontally or vertically. Rather, e.g. only sections of the border lines extend horizontally or vertically. Also, the boundary lines or the sections do not have to be exactly horizontal or vertical. For example, e.g. also possible in a wave form or zigzagging boundary line.

The flaps 7-9 may be made of the same material that is used to make the other portions of the outer shell of the rail vehicle, e.g. Sheet metal or fiber reinforced plastic. However, it is also possible to use other materials for the bow flaps than for the remaining part of the outer shell. By using plastic materials, weight can be saved over sheet metal, which relieves the movement mechanics, including the corresponding drive means.

Unlike in the embodiment described herein, the approximately horizontal boundary line may be the nose flap assembly in another Share height ratio. In the basis of the Fig. 1 to 8 described embodiment, the pitch is approximately in the middle of the height.

Both the upper flap 7 and the two lower flaps 8, 9 have a convex shape, wherein the radii of curvature are very small in places and at other points of the outer surface are significantly larger, such as from Fig. 3 and Fig. 8 can be seen, each flap in the open position, ie in the open state show. The entire contour of the flap assembly 5 in the vertical center plane of the rail vehicle can be out Fig. 7 detect.

However, the outer contour of the individual panels need not be convex in all outer surface areas. In particular, the lower bow flaps could have a concave outer surface area near their lower edge for aerodynamic reasons.

The following deals with the movement mechanism and the drive devices, which enable a movement of the movement mechanism and thus of the flaps 7, 8, 9. This allows the flaps 7-9 out of the in Fig. 1 shown closed position in the example in Fig. 3 and Fig. 5 shown open position be brought. How good Fig. 3 . Fig. 5 and Fig. 6 can be seen, the upper flap 7 is rotatable about a horizontal axis of rotation 11. In this case, the rotational movement about the axis of rotation 11 (as well as in the preferred other embodiments of the invention) is sufficient to bring the upper (first) flap of the three-piece flap assembly from the closed state to the open state, and vice versa. In particular, therefore, for example, no slide guides or movement mechanics are needed, which superimpose a rotary movement of the linear motion.

Out Fig. 5 in the lower left and in the left upper part of the figure, respectively, a fixed part 81a, 81 b of the outer shell is shown, which has a chamfered edge region 82a, 82b, to a rotational movement of the corresponding flap 7, 8 from the closed position to the open position and vice versa enable. The corresponding chamfered lower edge 83a of the flap 8 and the corresponding chamfered upper edge 83b of the flap 7 are made Fig. 6 recognizable.

The rotational movement for rotating the upper flap 7 about the axis of rotation 11 is effected by a piston / cylinder unit 12 (eg Fig. 7 ). In this case, for example, the piston rod 13 of the unit 12 is attached to a horizontally extending carrier 15 projecting from supporting parts 14 of the vehicle in the direction of travel. The attachment to the carrier 15 is designed as an articulated connection 16, which allows a rotational movement of the piston rod 13 about a horizontal axis of rotation when opening or closing the flap 7.

The cylinder 17 of the unit 12 is also connected via a hinged connection 18 with a horizontal axis of rotation with a bow-shaped flap carrier 19. The weight of the flap 7 and the other forces acting on the flap, especially when driving at high speed, are therefore on the flap carrier 19, the rotary mechanism 20, which allows the rotational movement about the axis of rotation 11, and the carrier 15 to the supporting structure of the Rail vehicle derived. In order to fasten the flap 7 stably on the flap carrier 19, each leg 23a, 23b of the flap carrier 19 has a fork-like branch 21a, 21b, via which the leg 23 is connected to a strut 22a, 22b, which is fastened to the flap 7 is (see eg Fig. 5 and Fig. 7 ).

The bracket 24 of the flap carrier 19 is preferably adapted to the shape of the flap 7 on its inside surface, so that the Fig. 4 recognizable upper surface (in the closed state) of the bracket 24 over the entire surface or at numerous points with the inner surface of the flap 7 may be connected. This creates a very stable and durable connection between the flap carrier and the flap.

A bow-type flap carrier for the first movable element of the three-piece flap arrangement can be used not only in the embodiment described here. More generally, in embodiments of the invention, a movable, in particular rotatable about an axis of rotation flap carrier may be provided which has two legs which are interconnected via a bow-shaped connecting portion. In particular, the bow-shaped connection region can be connected over the entire surface or at numerous points with the flap to be worn.

In particular, at the front in the direction of travel end of said carrier (in the embodiment carrier 15), which also carries the rotatable connection 20 to the bow-shaped flap carrier 19, the vertical axis of rotation 39 for the lower two flaps 8, 9 are (see, eg Fig. 3 . Fig. 5 . Fig. 7 and Fig. 8 ). The axis of rotation 39 is a common axis of rotation for the rotational movements which lead to the opening or closing of the two lower flaps 8, 9. Each of the lower flaps 8, 9 is connected via a fork-shaped, the weight of the flap 8, 9 supporting strut construction 40 with the hinge 41, which allows the rotational movement and the rotation axis 39. Such as out Fig. 4 is clearly recognizable, the fork-shaped support structure 40 of the flap 9 (the lower left flap, which in the Fig. 2 to 8 not shown) a total of four struts 42a-42d, which are connected at its end to the flap 9. In this case, two lower struts 42a, 42b extend approximately in a star shape starting from a fork lug in the vicinity of the joint 41 in the horizontal direction and approximately rectilinearly to the attachment point to the flap. In the course of the two horizontal struts 42a, 42b branches off in each case an obliquely upwardly extending strut 42c, 42d, which contacts the flap at a higher contact point (see, for example Fig. 4 and Fig. 7 ). With the exception of the attachment of this movable support structure to the hinge 41, the support structure of the lower right flap 8 is designed exactly mirror-image, as the support structure of the lower left flap. 9

The fork-shaped supporting structures 40 may, for. B. by an at least partially housed in the carrier 15 piston / cylinder unit 63 are rotated about the rotation axis 39 ( Fig. 6 and 7 ). For this purpose, at the front in the direction of travel end of a piston rod (or extension of the piston rod) of the unit 63 may be attached approximately in the horizontal direction transverse to the longitudinal extent of the piston rod extending end piece 62. On the end piece 62, a connecting strut 61 is hinged on the right and left (rotatable about a rotation axis extending in the vertical direction), which at its opposite end turn hinged (about a rotational axis extending in the vertical direction) with one of the horizontally extending struts 42a, 42b is connected. Are the flaps 8, 9 in the closed state and should be opened, the piston rod 63 is retracted in the direction of travel to the rear, which also moves the tail 62 to the rear, away from the flaps 8, 9. Since the connecting struts 61 at a distance from the axis of rotation 39 on the respective forked support structure 40 of Damper 8 and the flap 9 attack, they are rotated about the axis of rotation 39 and the flaps 8 and 9 reach in the open state.

The Fig. 2 to 8 show in addition to the movement mechanism for opening and closing the three-piece flap assembly 5 and shock absorber 51a, 51b, 152a, 152b. In this case, the shock absorbers 51 are below the shock absorber 152, approximately at the level of the rod-shaped, approximately in the horizontal direction forward projecting support structure 55 of the coupling device 56. This coupling device 56 is in some figures (eg Fig. 3 . Fig. 6 and Fig. 8 ) in various possible positions that may occur during operation of the rail vehicle when coupling to another rail vehicle. There is only one coupling device 56 in the bow.

The shock absorbers 152 are in the opened state of the flap assembly above the upper flap 7, ie the first movable element of the flap assembly is located between the carrier of the coupling device and the upper shock absorbers 152, such as Fig. 6 and Fig. 8 demonstrate. Specifically, only a portion of the first movable element (here: the flap 7) is located directly between the upper shock absorber 152 and the carrier 55.

In order to bring the first movable element from the closed state to the open state, in particular, a rotational movement about an approximately horizontally extending axis of rotation (in the embodiment axis of rotation 11) can be carried out, which rotates the flap by an angle in the angular range of 40 ° to 100 ° , in the exemplary embodiment about 65 °. Depending on the design of the outer shell of the rail vehicle in the bow area or rear area, however, a different angle of rotation can also be selected in order on the one hand to achieve the adequate opening of the nose flap and, on the other hand, to bring the first moving element into a suitable position in the opened state.

The second and third movable element can by rotational movement, such as Fig. 4 and Fig. 5 show in a gap between the outer shell and the lower pair of Stoßabsorbem 51 are brought into the open state. In this case, the respective flap is in the embodiment of Fig. 1 to 8 not at the height of the shock absorber 51. However, the outer shell of the rail vehicle extends in the bow area in its course from the horizontal side of the shock absorber 51 after down inward towards the vertical center plane of the rail vehicle, so that (like Fig. 3 Flap 8 is positioned in the open state below the shock absorber 51 b and above the underlying part of the outer shell of the rail vehicle.

Also with respect to the second and third movable members, other configurations are possible in which, depending on the shape of the bow and the components housed in the bow (such as clutch, shock absorber, moving mechanism, etc.), the movable members into other spaces between the components and / or the outer shell are brought into the open state.

• Durch die dreiteilige Ausführung der Klappenanordnung können verschiedene Freiräume im Bugbereich oder Heckbereich des Schienenfahrzeugs dazu benutzt werden, das jeweilige bewegliche Element im geöffneten Zustand der Klappenanordnung unterzubringen. Der Platzbedarf für die einzelnen beweglichen Elemente ist geringer als bei einer zweiteiligen Klappenausführung.
• Die Bewegungsmechanik kann einfacher und daher zuverlässiger ausgeführt werden als bei zweiteiliger oder einteiliger Ausführung der Klappenanordnung, da kleinere Elemente auf einfache Weise durch Drehbewegung in die gewünschte Position für den geöffneten Zustand gebracht werden können.
• Der geringere Platzbedarf für die beweglichen Elemente der Klappenanordnung im geöffneten Zustand schafft zusätzlichen Platz für Stoßabsorber und die Kupplungsvorrichtung im Bug oder Heck, so dass die Kupplungsvorrichtung nicht in Fahrtrichtung ausfahrbar und einfahrbar gestaltet werden muss.

The advantages of the invention can be summarized as follows:

• Due to the three-part design of the flap arrangement, various free spaces in the bow region or rear region of the rail vehicle can be used to accommodate the respective movable element in the opened state of the flap arrangement. The space required for the individual moving elements is less than for a two-piece flap design.
• The movement mechanism can be made simpler and therefore more reliable than in two-part or one-piece design of the flap assembly, since smaller elements can be brought in a simple manner by rotational movement in the desired position for the open state.
• The smaller footprint for the movable elements of the flap assembly in the open state creates additional space for shock absorber and the coupling device in the bow or stern, so that the coupling device must not be designed retractable and retractable in the direction of travel.

In particular, the coupling device referred to in this specification is the so-called middle buffer coupling, i. to the coupling device, which was classically arranged on wagons and locomotives between the bumpers. However, this does not mean that a rail vehicle with the flap arrangement according to the invention must have such bumpers. Rather, such impact buffers are dispensed with, especially in high-speed trains.

Claims (14)

A flap arrangement (5) for a rail vehicle, in particular for a high - speed train, the flap arrangement comprising movable elements (7, 8, 9) which in a closed state form part of the outer surface at the bow or stern of the rail vehicle and one in the bow or stern of the rail vehicle Cover the rail vehicle arranged coupling device (56) and allow in an open state, a use of the coupling device (56),
characterized in that
the flap arrangement comprises three of the movable elements (7, 8, 9), wherein a first (7) of the movable elements (7, 8, 9) in the closed state has an approximately horizontal boundary line with the second (8) and third (9 ) and wherein the second (8) and third (9) movable elements in the closed state have an approximately vertical borderline to each other. Flap assembly according to the preceding claim, wherein the first movable member (7) for opening and closing the flap assembly about an approximately horizontal axis of rotation (11) is rotatable. Flap assembly according to one of the preceding claims, wherein the second (8) and third (9) movable element for opening and closing the flap assembly are each rotatable about an approximately vertical axis of rotation (39). A flap assembly according to the preceding claim, wherein the second (8) and third (9) movable members are rotatable about the same axis of rotation (39). Flap assembly according to one of the preceding claims, wherein the three movable elements (7, 8, 9) in the closed state form part of the outer surface of the rail vehicle which has a course in a vertical plane extending in the direction of travel of the rail vehicle. which recedes starting from a furthest point in the direction of travel both up and down. Flap assembly according to one of the preceding claims, wherein the second (8) and third (9) movable element in the open state in each case between a shock absorber (51) for receiving kinetic energy in an impact of the rail vehicle and on the other hand, an outer shell of the rail vehicle , Flap assembly according to one of the preceding claims, wherein the flap assembly (5) in the closed state covers a not movable in the direction of travel coupling device (56). Rail vehicle, in particular high-speed train, with a flap arrangement (5) according to one of the preceding claims. Method for coupling a rail vehicle, in particular a high-speed train, with another rail vehicle, wherein a coupling device (56) arranged in the bow or stern of the rail vehicle is initially covered in a closed state by a flap arrangement, wherein movable elements (7, 8, 9) of Flap assembly are brought into an open state in which the coupling device (56) is useful,
characterized in that
for opening the bow or tail, three movable elements (7, 8, 9) of the flap assembly (5) are moved, which in the closed state form part of the outer surface at the bow or stern of the rail vehicle, a first (7) of the movable elements (7, 8, 9) in the closed state has an approximately horizontal borderline to the second (8) and third (9) movable elements, and wherein the second (8) and third (9) movable elements in the closed state approximate have vertically extending boundary line to each other. Method according to the preceding claim, wherein the first movable element (7) for opening and closing the flap arrangement (5) is rotated about an approximately horizontal axis of rotation (11). Method according to one of the preceding claims, wherein the second (8) and third (9) movable element for opening and closing the flap arrangement (5) are respectively rotated about an approximately vertical axis of rotation (39). Method according to the preceding claim, wherein the second (8) and third (9) movable elements are rotated about the same axis of rotation (39). Method according to one of the preceding claims, wherein the second (8) and third (9) movable element are moved from the closed state between on the one hand a shock absorber (51) for absorbing kinetic energy in a collision of the rail vehicle and on the other hand an outer shell of the rail vehicle to open the bow or the stern. Method for producing a flap arrangement (5) for a rail vehicle, in particular for a high-speed train, wherein movable elements (7, 8, 9) of the flap arrangement (5) are provided, which in a closed state form part of the outer surface at the bow or tail of the rail vehicle and cover a coupling device (56) arranged in the bow or tail of the rail vehicle and which, in an open state, allow the coupling device (56) to be used,
characterized in that
three of the movable elements (7, 8, 9) are provided and the three movable elements (7, 8, 9) are arranged such that a first (7) of the movable elements (7, 8, 9) in the closed state a approximately horizontally extending boundary line to the second (8) and third (9) movable member and that the second (8) and third (9) movable member in the closed state has an approximately vertical boundary line to each other.

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