WO1999058384A1

WO1999058384A1 - Rail vehicle

Info

Publication number: WO1999058384A1
Application number: PCT/EP1999/003300
Authority: WO
Inventors: Herwig Schenk; Arne Kühnel; Wolfgang Holstein
Original assignee: Deutsche Bahn Aktiengesellschaft
Priority date: 1998-05-13
Filing date: 1999-05-12
Publication date: 1999-11-18
Also published as: EP1077855B1; EP1077855A1; AU4040999A

Abstract

The invention relates to a rail vehicle (4) for operating on conventional railway tracks (2) which run underneath. Said vehicle has a body comprising a plurality of successively arranged, essentially rigid body segments (10, 12, 14) which are each supported on the track (2) by at least one wheel pair (8) and which have segment connections (16) on the ends thereof, said ends facing one another. The segment connections couple adjacent body segments to one another in an articulated and detachable manner, provide a continuation of the outer contour of the body segments (10, 12, 14) between the same, and compensate for distance when travelling on track curves, crowns or depressions. According to the invention, the body segments (10, 12, 14) comprise, in the longitudinal direction of the track (2), a constant hollow cross-section and a rigid overall length with which, in the area of the track curve having a minimum radius of 150 meters, each body segment (10, 12, 14) transversally projects over the track (2) on both sides with a respective length which is essentially constant along the railway vehicle (4). In addition, the segment connections (16) comprise coupling elements which are provided for the essentially exclusive transfer of the flow of force between the body segments (10, 12, 14). To this end, the segment connections extend on the front sides of the body segments along the outer contour thereof and/or are arranged on the front sides of the body segments (10, 12, 14) in a peripheral direction and in a homogeneously distributed manner.

Description

Rail vehicle

The invention relates to a rail vehicle for operation on conventional railway tracks running below, with a hull comprising a plurality of successively arranged, essentially rigid hull segments, each of which is supported on the track by at least one pair of wheels and which have segment connections at their ends facing one another Couple adjacent fuselage segments in an articulated and detachable manner, continue the outer contour of the fuselage segments between them, and form a distance compensation when driving on bends, crests and depressions.

For the purpose of traveling on conventional rail networks, vehicles divided into wagons are known in which the individual wagons are connected to one another via train and push devices, for example in the form of a central buffer coupling. The connection areas between the carriages with transitions are covered in such a way that the appearance of a continuous outer contour is created. However, this must not hide the fact that in each case it is a matter of separate vehicles, each of which has individual behavior and, in particular, driving dynamics, which are determined by the wheel sets or wheel pairs in the undercarriages of the individual vehicles. The pulling and pushing devices designed as coupling / buffer combinations transmit compressive or pulling forces between the cars. These forces are transmitted centrally in the lower area of the vehicles, where the floor assembly with increased rigidity is located.

In the connection area mentioned, the gap required for swiveling movements of the vehicle members against one another is closed at the top and side mostly in the form of a tunnel with a flexible rubber bellows construction. This is usually designed so that it influences as little as possible the relative movements of the adjacent wagon units connected by it.

The design of the segment transition device, in particular the bellows construction, has been the subject of constant further developments, but nothing has been changed in the underlying construction principle.

For example, a rail vehicle is known from German published patent application DE 4 213 948 A1, in which a rigid intermediate piece is additionally provided between two Jakobs-type segments resting on a common bogie, one segment on the intermediate piece about a vertical axis and the other Segment is rotatably mounted on the intermediate piece about a horizontal axis lying transversely to the longitudinal direction of the segments. This arrangement is intended, inter alia, to improve the transmission of longitudinal compressive forces in the wagon assembly and to prevent the segments from sliding into one another in the event of an impact.

Since this solution ultimately only divides the relative movements between the adjacent carriages into separate rotary movements about two mutually perpendicular axes, there is still a redirection of force from the segments to the connecting elements located in the chassis area.

From German published patent application DE 22 32 279 a modification of the classic rubber bellows construction is also known, with which relative movements between the vehicle members are to be stabilized in a damping manner. For this purpose, the side parts are designed as tongue and groove interlocking hollow rubber profiles in conjunction with an adjustable internal pressure.

Here, too, there are transitions between normally coupled long-distance - 3 -

testify in which the rubber bellows perform a kind of shock absorber function, as is otherwise achieved in articulated vehicles by concentrated damper elements present in the joint area. In addition, the conventional system of flexibly coupled long vehicles has not been changed here.

The published patent application DE 196 17 978 A1 discloses a rail vehicle for local public transport, the carriages of which have a chassis with four wheels arranged centrally below in their longitudinal extent. The connection between adjacent car bodies is free-floating with the help of a hinge, which is formed by two flat turntables. The power flow between adjacent cars is thus concentrated on a narrow section in the lower vehicle area, as in the aforementioned solutions. This requires a correspondingly robust structure of the car bodies in this area.

From the published patent application DE 3 124 682 A1, a carriage transfer device for a track-guided high-speed vehicle is also known, in which multi-part, inflatable hollow chamber profiles with stiffness that can be automatically adjusted via the internal pressure are provided. This is intended to ensure that the connection area is clad in an aerodynamically advantageous, dirt-tight and effectively noise-insulating manner in all driving conditions. The variable cladding of the transition area merely represents a measure which is at most of secondary importance for the connection of adjacent wagon units. The concept of connecting long wagon units via concentrated coupling elements is not abandoned here either.

Although the conventional design of long vehicles with concentrated power transmission at the ends of the vehicle and two bogies slightly offset from the ends of the vehicle towards the center of the vehicle is an established standard concept, it can be seen that almost all of the design disadvantages are combined, if one only takes advantage of the relative concentration who ignores aggregates such as wheel pairs and utilities.

Long wagon units require large distances between bogies that support the load of the wagon units and transfer them to the track body. However, large spans require 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 undercarriages. - 4 -

Coupling and buffer elements in the area of the chassis require the diversion of considerable forces from the vehicle shell to the concentrated coupling points. This increases the need for a structurally rigid design of the vehicle shells - especially towards the ends of the car.

Since the area moments of inertia to be taken into account in the design increase with higher power when the length dimensions are linearly increased, it becomes clear what design effort had to be made in the bracing of previous long vehicles. The resulting high load per pair of wheels creates high wheel contact forces on the track and accelerates wear on the road and wheels. The result is a high effort for their maintenance.

The design principle described cannot prevent the buckling stiffness of the tensile structure from being significantly undersized in the event of an accident in the event of overstress in the longitudinal direction of the train due to impacts or the like. Since the carriages are made much stiffer in the floor area than in the area above them, they often buckle from the roof in the event of accidental impact loads. On the other hand, the train set can buckle upwards or sideways.

In addition to the points already mentioned, the following were recognized as disadvantageous: high demands on narrow track channel tolerances, poor space utilization and poor aerodynamics of the interrupted, relatively narrow and high box shape. The passage areas are also restricted, and large relative position changes occur in the carriage connection area, which must be absorbed by the segment connections. Passing car crossings makes this problem clear to every traveler.

Bogies that are shared by neighboring wagons based on the Jakobs design also solve only part of the problem. On the one hand, the problems associated with concentrated power transmission are becoming more common. The power is only transferred selectively in the area of the pivot of the common bogie. On the other hand, it is no longer possible to simply separate the carriages. Finally, because of the enlarged additional protrusion in curves in vehicles of Jakobsbau and directed exclusively to the center of curvature, a limited vehicle length can not be exceeded. Starting from the solutions of the prior art, the invention is therefore based on the object of specifying a rail vehicle of the type mentioned at the beginning, by means of which the wear on the roadway and vehicle is reduced and the usable space of the rail vehicle is increased.

The object is achieved for a rail vehicle of the type mentioned in that the fuselage segments in the longitudinal direction of the track have a constant hollow cross-section and a rigid overall length, in which in the area of track arches with a radius down to 150 m each fuselage segment with its transverse extension over the Track protrudes on both sides by a length that is essentially constant along the vehicle, and that the segment connections have coupling elements that extend for the essentially exclusive transfer of the force flow between the fuselage segments on their front sides along their outer contour and / or on the front sides the fuselage segments are arranged homogeneously distributed in the circumferential direction.

The invention includes the basic technical teaching, on the one hand to achieve a reduction in the force flows from the load to the wheel contact point and thus a reduction in the effective bending moments by reducing the spans. The correspondingly lower load allows a lighter construction of the fuselage segments including their undercarriages, which makes the vehicle considerably lighter. Both the reduction in the span as well as the lighter construction of the rail vehicle according to the invention result in a reduction in the wheel contact forces and the guidance forces which occur, for example, in track arches.

On the other hand, according to the invention, the transfer of the longitudinal force flow between the fuselage segments is distributed over the entire circumference of the hollow cross section formed by its wall. According to the concept of the invention, the segment connections therefore not only take on the function of distance compensation between the fuselage segments, but additionally at least part of the articulated function which, in the prior art, is distributed to undercarriages and the pulling and pushing devices. This integration of functions eliminates such mass elements as the pulling and pushing device. The uniform distribution of the longitudinal force flow over the entire cross-section avoids the particularly stiff design of sections with concentrated force transfer necessary in the prior art. This will result in further relief gains. - 6 -

By reducing the longitudinal extent of the fuselage segments according to the invention to such an extent that their lateral projection beyond the track is essentially constant even in bends with a radius down to 150 m along the rail vehicle, an improved use of the standard light space of the track, which is predetermined by building regulations, is made possible. The fuselage segments can be built with a larger transverse extension than the conventional construction methods allow. This increases the usable space available in the rail vehicle.

If one considers the rail vehicle according to the invention as a whole, it becomes clear that the distribution of the vehicle load and of guidance forces on the track is achieved more evenly along the vehicle by increasing the articulation and support points, thereby relieving the strain on the roadway and vehicle and their wear is significantly reduced. The high flexibility of the train set means that it "clings" to the track in an almost ideal manner, that is, it is guided with particularly little laterally directed interaction with the track. Together with the increased width of the fuselage segments, this results in significantly increased driving comfort. The areas of the segment connections can also be used without restriction, for example for seating, since the connection area is not restricted by narrow passages and due to the high degree of articulation distributed homogeneously over the vehicle, only minor relative movements occur between adjacent segments.

In a preferred embodiment of the invention, the shell of the fuselage segments, except for openings for the wheels, is essentially closed in the circumferential direction, so that the rail vehicle assumes the shape of an articulated tube. In this way, the longitudinal force is transmitted in a particularly homogeneous manner and the vehicle is given an aerodynamically favorable shape. The aerodynamic advantages are enhanced by a design of the outer surface without significant steps or steps.

Preferably, each fuselage segment has a supporting frame arranged within its shell and supported by the pair of wheels, which extends essentially parallel to the rail surface over the length and width of the fuselage segment and which carries at least a substantial part of the load of the shell. This measure essentially frees the jacket from the function of supporting vertical loads. This allows a light, self-supporting construction of the jacket. The - 7 -

The load of the jacket, the internals and aggregates and, last but not least, the payload (people or goods) are transferred to the chassis via the support frame in particularly short distances. In this context, a direct connection of the undercarriage to the supporting frame is particularly advantageous. The support frame can serve as an interior floor of the vehicle by design as a plate or with a corresponding surface. However, in order to increase the driving comfort with the interposition of a damping step, a separate inner floor arranged above it is provided, which is mounted on the support frame via the damping step. The adjoining support frames of adjacent fuselage segments are preferably elastically connected to one another in the region of the segment connections with the required play, for example with the aid of plates containing elastomer, their mobility relative to one another not being restricted, but nevertheless being closed to the track and extending over the entire length of the Vehicle-extending interior is defined. The jacket is preferably attached to the support frame near its transverse sides. The attachment does not allow any significant relative movement of the segment jacket and the support frame.

In a further preferred embodiment, the connecting straight line lies between the center points of the wheels of a wheel pair in a cross-sectional plane of the associated fuselage segment. The running gear is released from the function of ensuring the articulation of the rail vehicle. Rather, the wheel pair always aligns itself according to the current orientation of the associated fuselage segment to the track, that is, in track arches, for example, always in a substantially radial direction. This is preferably achieved by the above-mentioned direct attachment of the undercarriage to the support frame. Intermediate frames, such as a bogie frame or other undercarriage frame, which are necessary in the prior art are eliminated, which leads to an additional lightening of the vehicle. In this preferred embodiment, the joint properties are completely transferred to the segment connections. Elaborate bogie bogies are not required for tracking.

The pair of wheels can be designed with individually guided wheels or, in a particularly simple manner, as a wheel set. In the latter case, the axis of the wheelset coincides with the straight line connecting the wheel centers. Damping and spring elements between the chassis and support frame can be provided to improve driving comfort, but are designed so that the mobility of the wheel pair is limited to the cross-sectional plane mentioned - 8th -

remains.

A pair of wheels is preferably provided under each fuselage segment and, viewed in the longitudinal direction, is arranged centrally below the supporting frame. The arrangement of only one pair of wheels avoids the disadvantage that occurs in multi-axle carriages and bogies that when driving through a track curve the flange of the outer wheel in the radial direction has to run sideways against the rail in order to be pressed into the track curvature. This wear moment, however, does not occur with a single pair of wheels arranged centrally below the fuselage segment, which is always radially aligned.

In an alternative design, the pair of wheels or undercarriage is arranged in the region of a longitudinal end of the associated (first) support frame in such a way that the (second) support frame of the fuselage segment adjacent there can also be supported thereon. For this purpose, the second support frame protrudes a little in the longitudinal direction from its fuselage segment and is detachably fastened to the undercarriage so that the separability of the fuselage segments is not impaired.

In this embodiment, the undercarriage is preferably accommodated in a short articulated and undercarriage section arranged between two fuselage segments, which is formed by a jacket section with a somewhat greater longitudinal extension than the undercarriage. The joint and landing gear section is coupled on both sides to the adjacent fuselage segments via segment connections. Its cross-sectional profile does not differ significantly from that of the fuselage segments described. Openings for the wheels are provided in the bottom area of the rigid jacket section.

Basically, it is provided to assign a joint and landing gear section to each fuselage segment. When the fuselage segments are separated for the purpose of maintenance or the reconfiguration of train sets, one end of each fuselage segment remains firmly coupled to the associated joint and chassis section via its support plate. The other longitudinal end is provisionally supported, as is known from Jakobs-type trains.

In this embodiment, however, the joint and chassis section can also be completely decoupled from its associated fuselage segment for maintenance purposes. For this purpose, the connection between the jacket and the support plate can be released in this section. To support the jacket after separation from the - 9 -

A temporary connection mechanism between the jacket and the chassis is provided in the supporting frame. The advantage of a separability of the joint and chassis section from the associated fuselage segment is that an easily replaceable module is formed with all essential, maintenance-intensive chassis and joint elements. So far, it has been necessary to take an entire car out of operation for the maintenance of such an element. In the present embodiment of the invention, on the other hand, the joint and chassis section can be quickly uncoupled from a train set and replaced by another for maintenance. The maintenance work is then carried out exclusively on this module, while the low-maintenance sections of the fuselage segments can continue to be operated.

In one embodiment of the invention, the segment connections between respectively adjacent fuselage segments have fluid-operated coupling elements. These can be designed in a simple manner as cylinders distributed in the circumferential direction on the end faces. The cylinders are preferably double-acting in order to be able to transmit compressive and tensile forces equally.

In an alternative embodiment, the fluid-operated coupling elements are designed as bellows springs, each of which has a bellows which is connected to one end face and is embedded in a rigid mount and has a depression which extends predominantly in the circumferential direction of the jacket. A piston arranged opposite each other on the facing end face of the adjacent fuselage segment engages in this. This embodiment has the advantage that the force transfer is very homogeneously distributed over the segment jacket due to the large extent of the coupling elements in the circumferential direction. The bellows and piston can also be easily separated from one another if the profile of the bellows is approximately U-shaped and that of the piston is adapted accordingly.

To connect two fuselage segments, they are moved towards each other, the piston being inserted into the U-shaped recess of the opposite bellows. Then the bellows is pressurized so that the piston is tightly enclosed. To release the connection, the pressure in the bellows is reduced.

A thickened design of the piston at the engaging end is particularly advantageous. When viewed in longitudinal section, the thickening can be, for example, club-shaped or circular. On the one hand, a rounded shape and - 10 -

on the other hand, a large proportion of the area of the thickened piston section facing away from the piston end, but oriented parallel to the end faces. In this way, the insertion and removal of the piston when connecting or disconnecting two fuselage segments is made easy. On the other hand, the thickening of the engaging piston end, which is enclosed by the bellows under pressure, creates a positive connection, which is further reinforced by the static friction force between the pressed surfaces of the piston and the bellows. This allows the bellows springs to transmit both compressive and tensile forces between the fuselage segments.

Preferably, at least the outer surfaces of the piston and the bellows are made of rubber or another elastomer. As a result, high static friction forces can be generated. At the same time, such materials are robust and long-lasting against the mechanical and climatic loads that occur. Gases and liquids can be used as fluids.

The coupling elements described have an elasticity that ensures a high degree of flexibility of the segment connection under all occurring requirements. When driving through a curved track, on the one hand the bend is permitted parallel to the rail surface, with a compression occurring on the inside of the curve and an extension of the segment connection on the outside. Similar deformations occur in the roof and in the floor area when passing through track tops or depressions. When entering bends, adjacent torso segments are slightly twisted against each other (twisted) due to the incline ramp on the outer track.

Due to the interaction between the piston and the bellows, the orientation of the preceding and the following fuselage segment is also brought about in a controlled manner via appropriate directional moments and restoring forces. Firstly, it is ensured that the rail vehicle runs in an elongated form when the track is straight. Furthermore, buckling deformations as well as pitching, yawing and rotating vibrations in the vehicle group are suppressed.

In order to compensate for a possible directional dependency of the longitudinal force transmission through the roll bellows springs, both roll bellows and pistons can be provided on the end faces in a "complementary" arrangement. You can connect to each other in the circumferential direction and have in this - 1 1 -

tion preferably a relatively short length. This further homogenizes the force conductivity of the segment connections.

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

The fluid-operated coupling elements of a segment connection are preferably connected to one another for pressure compensation. The fluidic devices to be provided for this are known from fluidic engineering. This embodiment can also be further developed using fluidic switching and control technology in such a way that the internal volumes of at least some of the rolling bellows are divided into chambers, the internal pressure of which can be regulated and / or controlled independently of one another. By equipping the entire vehicle with this technology, it is possible to actively influence the alignment of the fuselage segments with the track, with the aim of minimizing the guidance forces and thereby further reducing wear on the road and vehicle and increasing driving comfort.

In a further embodiment, in order to secure the transmission of tractive force between the mutually facing end faces, a clutch cable is provided, which is guided in the circumferential direction and is alternately fastened to one of the end faces, the ends of which are releasably connected to one another. A steel cable is preferably used because of its high resilience. The guiding of such an endless rope over rollers allows a transmission of tractive force between the segments without the mobility of the fuselage segments being restricted with respect to one another. In addition, the rope tension is automatically compensated for in all relative movements of the trunk segments with movement components that deviate from the longitudinal direction. For example, the tension of the rope is reduced when passing through a curve on the side facing the center of the curve. At the same time, however, it grows on the opposite side. This pulls the rope towards the opposite side, which in turn ultimately keeps the rope tension constant. - 12 -

In a preferred lightweight construction, the rigid fuselage segments are designed in a, in particular multi-layer, fiber composite construction as form-stiffened surface structures or in a conventional differential and / or integral construction using semi-finished products made of light metal alloys. In the case of fiber composite construction, the prepreg process, the hand lay-up and the vacuum injection process, but in particular the winding technology, are possible production technologies. It is possible to integrate shock-absorbing areas, sound and heat insulation materials and installation ducts into the walls in a material and production-specific manner.

In realizing the composite principle described above, the fuselage segments have a significantly shorter length than conventional bogie wagons, in particular lengths of less than 6 meters, preferably even of only 3 to 5 meters. In practice, a half train of 200m length will be composed of 30 to 50 fuselage segments, depending on the segment length.

Some of the rigid fuselage segments will have no entry and exit areas due to the short length, and there will be segment units with more differentiated functions than previously common, such as special sanitary or technology / drive segments.

Further advantages and features of the invention are shown below together with the description of preferred embodiments of the invention with reference to the drawing. In it show:

FIG. 1 shows an exemplary embodiment of the rail vehicle according to the invention in a side view,

Figure 2 is a partially opened side view of a section of the

1 in the area of a segment connection,

3a and b each show a sectional view of an exemplary embodiment of the segment connection along the line AB in FIG. 2,

Figure 4 shows the arrangement of coupling elements on an end face of a fuselage segment in a simplified front view - 13 -

Figure 5 in a simplified, longitudinally sectioned partial view of another embodiment of the rail vehicle according to the invention with an alternative chassis arrangement and

Figure 6 is a cross-sectional view of a fuselage segment.

FIG. 1 shows a schematic side view of a rail vehicle 4 running on a track 2 and intended for high-speed operation. Depending on the design, its drive can be concentrated on one of the longitudinal head segments 6 or provided on each pair of wheels 8. The train set is composed of combined boarding / alighting and passenger segments 10 and pure passenger segments 12 and 14 without an area for boarding and alighting. Fuselage segments with other functions (catering, club, media, fitness, sanitary or office segments, etc.) can of course also be designed and integrated into the train, depending on the application, as can the basic units mentioned above.

The number and arrangement of the units sketched in the figure can be varied. The total length of such a train will be a maximum of approx. 400 m. No significant steps or heels are formed on its outer surface.

The mechanically stiff fuselage segments 10 to 14 each rest on a pair of wheels 8 arranged centrally with respect to their longitudinal extent and are each connected to one another via elastically articulated segment connections 16 which are essentially identical in cross section to the segments.

The vehicle 4 can, if necessary, be divided into two half-trains by a corresponding combination of head segments 6 and fuselage segments 10 to 14, which are basically autonomous in terms of drive.

FIG. 2 shows a partially opened side view of a section of the rail vehicle according to FIG. 1 in the area of the segment connection 16 between the fuselage segments 12 and 14. Horizontal lines in the upper and lower area of the segment sleeves 18 indicate their curvature perpendicular to the plane of the drawing. The segment connection 16 is surrounded on the outside by a membrane 20 which is flush with the segment sleeves 18. This extends over the entire circumference of the jacket. The part of the segment connection 16 which adjoins the interior of the segments underneath is in the present one - 14 -

Representation drawn in dashed lines, insofar as it is covered by the membrane 20, but exposed for clarification in the middle section. The membrane is, as will be described in more detail below with reference to FIG. 3, embedded with laterally formed piping in grooves 22 which extend over the entire circumference on the segment jackets 18 on both sides of the segment connection 16.

Towards the inside of the segment, bellows springs 24 distributed in the circumferential direction are arranged below the membrane 20. In the present exemplary embodiment, each bellows spring 24 extends over a little less than one eighth of the circumference of the jacket. Each bellows spring 24 has a bellows 26 which is fastened to the fuselage segment 14 and a piston 28 which engages in this over its entire length and is fastened to the fuselage segment 12. The bellows is embedded in a version, not shown here for the sake of clarity, which is described below with reference to FIG. 3.

Between the bellows springs are attached to the end faces of the segments 1 2 and 14 deflection rollers 30 and 32 for a coupling cable 34. The coupling rope 34 is guided to secure the transmission of tensile force as an endless rope over the entire circumference of the segment jacket between the adjoining end faces of the segments 1 2 and 14. It also passes through the pistons 28 provided with corresponding bores 36.

The bore 36 can be clearly seen in FIG. 3a, a view of the segment connection 16 cut along the line AB in FIG. The rolling bellows 26 has an approximately U-shaped profile and is embedded in a rigid socket 38 laterally and at the top, bottom and rear for the generation of restoring forces and directional moments under the action of pressure or lateral forces by the piston 28. Only the side facing the piston 28 is open.

The wall of the rolling bellows 26 typically consists of several elastomer layers, some with a sealing function and some with a protective function against mechanical damage and weather influences. A reinforcement layer is embedded between these layers. The choice of elastomers and reinforcement is made according to the intended load. The piston 28 is also surrounded on the outside by an elastomer layer to protect and generate a relatively high coefficient of friction on contact with the rolling bellows 26, but is not designed to be flexible in the core. - 15 -

Both gases (in particular air) and liquids can be considered as fluid 42. In the present exemplary embodiment, hydraulic oil is provided.

The membrane 20 is also made of an elastomer and contributes to the transmission of tensile force between the segments 12 and 14. Their piping 40, which is formed on both sides and is inserted into the grooves 22, is clearly recognizable in this illustration. Before the segments 12 and 14 are separated, the membrane 20 and the coupling cable 34 are first removed.

FIG. 3b shows a longitudinal section profile of an alternative segment connection 1 6 '. It differs primarily by a thickening of the piston 28 'at its end 44 which engages in the bellows 26'. Here it is approximately club-shaped. The fluid pressure is reduced for the introduction of the piston 28 'into the rolling bellows 26'. After insertion, the pressure is increased and the roller bellows 26 'encompasses the thickened section 44 up to the piston shaft 46. For this purpose, the roller bellows has a slight widening of its chambers at the ends of the legs of the U-shaped profile. The chamfer 38 'on the side facing the segment 12 is only closed to such an extent that the insertion of the piston 28' into the rolling bellows 38 'is not hindered. In this way, the bellows spring in this embodiment variant also offers elastic resistance when tensile forces occur, which resistance can be used for power transmission without restricting the articulation of the segment connection 16 'compared to the construction described above.

FIG. 4 shows a possible arrangement of rolling bellows 26 (or 26 ') on one end face of the casing 18 of the fuselage segment 14. Only the segment casing 18 is shown in the greatly simplified front view. A total of eight bellows 26 are arranged one behind the other in the circumferential direction. A deflection roller 32 for the coupling cable 34 is arranged between each. The use of the coupling cable 34 is not necessary if the alternative construction of the segment connections 16 'is used. In this case, the bellows can extend over the entire circumference on the front side.

FIG. 5 shows an alternative construction of the rail vehicle according to the invention in a simplified longitudinal sectional view. Two segments 12 'and 14' are shown with supporting frames 48 and 50 extending therein. In contrast to the exemplary embodiment shown in FIG. 1, the undercarriage 8 is not arranged here in the middle but at the end of the longitudinal extension of the supporting frame 48. The - 16 -

Support frame 48 is fixedly but elastically connected to the chassis 8, which is symbolically indicated in FIG. 5 by a spring. However, movement of the undercarriage relative to the support frame and the segment jacket 18 'which is firmly connected thereto is only possible in a cross-sectional plane of the fuselage segment 12'.

The support frame 48 does not extend over the entire length of the fuselage segment 12 'in this arrangement. In contrast, the support frame 50 of the adjacent fuselage segment 14 'extends beyond its longitudinal extent into the segment 12' and is also mounted on the chassis 8 in the same way as the support frame 48. However, the support frame 50 is detachably connected to the chassis 8 in order to ensure that the fuselage segments 12 'and 14' can be separated from one another. Both support frames are elastically connected to one another by a connecting piece 52, so that their mobility with respect to one another is not restricted, but the interior of the segments is isolated from the underbody area.

A segment 54 of the fuselage segment 12 ′ is formed by segment connections 16 provided on both sides of the undercarriage, in which the joint and undercarriage functions are concentrated.

The connection of the support frames 48 and 50 to the jacket 18 or 18 'of the fuselage segments is basically fixed in all embodiments. In the rail vehicle according to the invention, the jacket and support frame form a dynamic driving unit, the load of the jacket being supported by the support frame and transferred to the pair of wheels.

In the present exemplary embodiment, this principle is not fundamentally deviated from, but a slight mobility of the support plate relative to the jacket is permitted in the region of the articulation and running gear section 54. This mobility is produced with the help of a special connecting element 56.

6a shows an example of such a connecting element 56 in a cross-sectional view, in FIG. 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. Several connecting elements 56 can be arranged one behind the other.

The connecting element 56 has a rectangular back plate 58, which with the - 17 -

Fuselage jacket 18 'is connected. In the present exemplary embodiment, a simple screw connection is provided for this, for which the back plate 58 has a plurality of bores 60. A cylindrical pin 62 extends from the back plate 58 to the transverse side of the support frame 48. The back plate 58 and the pin 62 are made in one piece from a rigid material, preferably from metal. From about half to the front end of its longitudinal extent, the pin 62 is surrounded by a rubber jacket 64 firmly connected to it. This in turn is enclosed by an outer jacket 66 firmly connected to it, which extends beyond the end of the pin 62 and thereby tapers towards the support plate 48 in order to firmly enclose its transverse side with a slot-shaped opening 68. The support plate cannot be moved relative to the opening 68. For this purpose, a screw connection (not shown) is provided between the support plate 48 and the outer shell 66 of the connecting element.

The support plate 48 and fuselage casing 18 'are not connected completely rigidly by the connecting element 56. The support plate and the pin 62 are arranged at a short distance from one another, so that the support plate 48 together with the outer jacket 18 '- a maximum of up to the stop on the pin 62 - can move a little on this, the rubber jacket 64 being elastically deformed , which absorbs the kinetic energy of the support plate 48 transversely to the track and generates a return force counter to the deflection.

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 segment jacket occurs on inclination ramps of the outer rail when entering or exiting track arches. Short-term or high-frequency tilting movements, for example due to unevenness in the rails, are dampened by the rubber-metal construction of the connecting element 56. The maximum angle of inclination of the support plate against the pin is limited by the low compressibility of the elastomer from which the rubber jacket 64 is made between the outer shell 66 and the pin 62. Inclinations occurring beyond this limit are transferred to the fuselage jacket.

Because of its construction, the first connecting element 56 thus allows on the one hand the transmission of tracking forces to the joint and chassis section 54 of the segment jacket. On the other hand, it dampens the transmission of short-term and high-frequency impulses from the rails via the chassis and the - 18 -

Support plate on the segment jacket.

The transverse extension of the support frames is somewhat smaller in this section 54 than in the other fuselage segment sections

FIG. 7 shows a fuselage segment 70 of a further exemplary embodiment of the invention in a schematic cross-sectional view. The undercarriage 8, the connection of which to the support frame 72 designed here as a plate was explained above, is indicated here by a wheel set, the wheels of which protrude from the fuselage casing to the track 2 through openings which lie outside the cross-sectional plane. A deflection of the wheels is not provided. Above the support frame 72, an additional base (not shown here) can be stored, if necessary, via additional damping and suspension stages, which is supported on the support frame 72 with all loaded loads. A standard two-seater seating arrangement 74 with central aisle is provided. It can be seen that, compared to conventional full-track vehicles of the standard gauge, a considerable gain in space is achieved. The width b of the fuselage segment 70 shown is, for example, 3.30 m, which is particularly noteworthy because this width is practically available over the entire length of the train. As a result, salons can also be set up in the restaurant car with double-sided seating, which results in improved usability, since the number of passengers per train length is increased. The comfort is even increased.

A wide variety of uses are possible in a variable configuration. For example, a segment or a bicycle compartment can be accommodated in a segment. The number of segments with doors can be configured according to individual traffic conditions. In local transport, the number of door areas with standing space is increased accordingly. Spacious sleeping compartments can be provided for night traffic.

It is particularly noteworthy that the segment jacket extends towards the track into the wheel area - partially overlapping the wheels to the side. If necessary, a covering can even enclose the entire floor area with the exception of the wheel culverts.

The embodiment of the invention is not limited to the preferred exemplary embodiments specified above. Rather, a number of variants are possible, which of the solution shown also have a different design - 19 -

Make use.

To realize the segments, the reinforced or self-reinforcing plastic construction is preferred from a lightweight construction point of view, but it is also possible, for example, to use a light metal construction or a steel skeleton composite construction with plastic or light metal planking.

In addition to glass-fiber reinforced thermosets, plastic or synthetic fiber-reinforced thermosets or thermoplastics can also be used with plastic construction - provided the cost situation is taken into account, which may be advantageously integrated by incorporating aligned reinforcement material. two-axis preferred orientation is also impressed. In addition to rubber, for example, elastomers based on PU foam or the like can also be used as the elastomer. are used.

Claims

- 20 patent claims

1 . Rail vehicle (4) for operation on conventional railway tracks (2) running below, with a hull comprising a plurality of successively arranged, essentially rigid hull segments (10, 1, 2, 14), each of which has at least one pair of wheels (8) on the Support the track (2) and have the segment connections (1 6) at their mutually facing ends, which couple adjacent fuselage segments in an articulated and detachable manner, the outer contour of the fuselage segments (10, 1 2, 14, 1 2 ', 14') between them continue and form a distance compensation when driving on track arches, crests and - lower, characterized in that the fuselage segments (10, 12, 14, 12 ', 14') in the longitudinal direction of the track (2) have a constant hollow cross-section and a rigid overall length , in which in the area of track arches with a radius down to 1 50 m each fuselage segment (10, 1 2, 14, 1 2 ', 14') with its transverse extension over the track (2) on both sides by a length in each case protrudes, which is substantially constant along the rail vehicle (4), and that the segment connections (1 6) have coupling elements (24, 26, 28, 26 ', 28') which are used for essentially exclusively transferring the flow of force between the fuselage segments (10, 1 2, 14, 1 2 ', 14') extend on their end faces along their outer contour and / or on the end faces of the fuselage segments (10, 1 2, 14, 1 2 ', 14') distributed homogeneously in the circumferential direction are arranged.

2. Rail vehicle according to claim 1, characterized in that the fuselage segments (10, 1 2, 14, 1 2 ', 14') in the circumferential direction except for openings for the wheels (8) substantially closed, approximately tubular jacket (1 8, 18 ').

3. Rail vehicle according to claim 1 or 2, characterized in that its outer surface has no essential steps or paragraphs.

4. Rail vehicle according to one of the preceding claims, characterized in that each fuselage segment (10, 1 2, 14, 1 2 ', 14') arranged within its jacket (1 8, 18 '), supported by the pair of wheels (8) support frame (48, 50), which essentially extends to the rail top - 21 -

area extends parallel over the length and width of the fuselage segment (10, 1 2, 14, 1 2 ', 14') and which carries at least a substantial part of the load of the jacket (1 8, 18 ').

5. Rail vehicle according to claim 4, characterized in that the jacket (1 8, 1 8 ') on the support frame (48, 50) near its transverse sides is attached.

6. Rail vehicle according to claim 4 or 5, characterized in that the support frames (48, 50) of adjacent fuselage segments (10, 1 2, 14, 1 2 ', 14') are elastically connected to one another.

7. Rail vehicle according to one of the preceding claims, characterized in that the connecting straight line between the centers of the wheels of a wheel pair (8) lies in a cross-sectional plane of the associated fuselage segment (10, 1 2, 14, 1 2 ', 14').

8. Rail vehicle according to one of claims 4 to 7, characterized in that the pair of wheels (8) with the respective support frame (48, 50) is elastically connected.

9. Rail vehicle according to one of the preceding claims, characterized in that the pair of wheels (8), seen in the longitudinal direction of the rail vehicle (4), substantially centrally below the support frame (48, 50) of the respective fuselage segment (10, 1 2, 14) is arranged.

10. Rail vehicle according to one of claims 1 to 8, characterized in that the pair of wheels (8) of the respective fuselage segment (1 2 ', 14') is arranged below an end of the support frame pointing in the longitudinal direction of the rail vehicle (4) and also the support frame the fuselage segment (1 2 ', 14') adjacent there is supported on this pair of wheels (1 1).

1 1. Rail vehicle according to one of the preceding claims, characterized in that the segment connection (1 6, 1 6 ') between two adjacent fuselage segments (10, 1 2, 14, 1 2', 14 ') has elastic coupling elements (24, 26, 28, 26 ', 28').

1 2. Rail vehicle according to one of the preceding claims, characterized - 22 -

characterized in that the segment connection (16, 16 ') between two adjacent fuselage segments (10, 1 2, 14, 1 2', 14 ') has fluid-operated coupling elements (24, 26, 28, 26', 28 ').

13. Rail vehicle according to claim 12, characterized in that the coupling elements are double-acting cylinders.

14. Rail vehicle according to one of the preceding claims, characterized in that the coupling elements are designed as a bellows spring (24, 26, 28, 26 ', 28'), each having a bellows (26, 26 ') with a predominantly in the circumferential direction of the Have jacket (18, 18 ') extending recess into which engages in each case a piston (28, 28') arranged opposite one another on the end face of the adjacent fuselage segment (12, 14, 12 ', 14').

15. Rail vehicle according to claim 14, characterized in that the cross-sectional profile of the bellows (26, 26 ') is approximately U-shaped.

16. Rail vehicle according to claim 14 or 1 5, characterized in that the engaging in the bellows (44) end of the piston (28 ') is thickened.

17. Rail vehicle according to one of claims 14 to 16, characterized in that the opposite end faces in a complementary arrangement each have bellows (26, 26 ') and pistons (28, 28').

18. Rail vehicle according to one of claims 12 to 17, characterized in that the fluid-operated coupling elements (24, 26 ', 26') each have a segment connection (1 6, 16 ') for pressure equalization.

19. Rail vehicle according to one of claims 13 to 18, characterized in that the inner volumes of at least some of the rolling bellows (26, 26 ') are divided into chambers, the fluid pressure of which can be regulated and / or controlled independently of one another.

20. Rail vehicle according to one of the preceding claims, characterized by an between the facing end faces of the fuselage segments (10, 12, 14) alternately on one of the mutually facing - 23 -

Frontally attached rollers (30, 32) over the entire circumference guided coupling rope (34), the ends of which are releasably connected to one another.

21. Rail vehicle according to claim 20, characterized in that the coupling cable (34) is guided through a bore (36) which extends in the piston (28, 28 ') in the circumferential direction.

22. Rail vehicle according to one of the preceding claims, characterized by a flush with the outer jacket surface (18, 18 '), in particular elastic membrane (20) which the segment connection (16, 16') in the longitudinal direction and in the circumferential direction of the jacket (18 , 18 ') completely covers the outside and engages in the grooves (22) formed on both segment jackets (1 6, 1 6') with the aid of piping (40) which extends in the circumferential direction and extends on both sides.

23. Rail vehicle according to one of the preceding claims, characterized in that the length of the fuselage segments (10, 12, 14, 12 ', 14') is essentially 3 to 5 m, in particular 4 m.

24. Rail vehicle according to one of the preceding claims, characterized in that the extension of the fuselage segments (10, 12, 14, 12 ', 14') transverse to the track (2) is between 3.00 and 3.30 m.

25. Rail vehicle according to one of the preceding claims, characterized in that the rigid fuselage segments (10, 12, 14, 12 ', 14') are designed in, in particular multi-layer, fiber composite construction.