WO2020114835A1

WO2020114835A1 - Vehicle segment for a multiple-unit rail vehicle, and rail vehicle

Info

Publication number: WO2020114835A1
Application number: PCT/EP2019/082575
Authority: WO
Inventors: Gero Zechel; Jan Kostka; Simone Meißner; Hans-Ulrich Raith
Original assignee: Bombardier Transportation Gmbh
Priority date: 2018-12-04
Filing date: 2019-11-26
Publication date: 2020-06-11
Also published as: CN113165675A; EP3891037A1; DE102018130813A1

Abstract

One embodiment of the invention relates to a vehicle segment (50, 50', 60, 60', 70, 70') for a multiple-unit rail vehicle (500, 600, 700) comprising a first car body segment (7, 7') and a second car body segment (6, 6'), which is connected to the first car body segment (7, 7') for rotation about a vertical axis (10, 10', z) of the vehicle segment (50, 50', 60, 60', 70, 70'). A first crossing region for people (P1, P1') is formed between the first car body segment (7, 7') and the second car body segment (6, 6'). The second car body segment (6, 6') has, at an end facing away from the first car body segment (7, 7'), two mechanical coupling elements (11, 11') for coupling an additional vehicle segment (50', 50, 60', 60, 70', 70), an electrical coupling element (2, 2') for electrically connecting to the additional vehicle segment (50', 50, 60', 60, 70', 70), and a bellows (4, 4') for a second crossing region for people (P2) to the additional vehicle segment (50', 50, 60', 60, 70', 70) or a connection point for the bellows (4, 4'). The mechanical coupling elements (11, 11') are connected to the second car body segment (6, 6') by means of respective joints (1, 1'), which enable rotational motion about a transverse axis (y), which is perpendicular to the vertical axis (z) and to a longitudinal axis (x) of the second car body segment (6, 6'), which longitudinal axis is perpendicular to the vertical axis (z).

Description

description

VEHICLE SEGMENT FOR A MULTIPLE RAIL VEHICLE AND

RAIL VEHICLE

Technical field

The present invention relates to vehicle segments for a multi-unit rail vehicle, in particular a vehicle segment for a continuously accessible multi-unit rail vehicle, and a rail vehicle, in particular a continuously accessible rail vehicle for

Passenger transport.

Known prior art

Due to increasing demands on the transport capacities of rail vehicles in passenger transport, such as for example continuous rail vehicles for passengers, the vehicles tend to be longer. On the other hand, existing depots for maintenance work are limited in length. Therefore, longer rail vehicles often have to be separated before maintenance and put back together afterwards. Existing depots can often not be sufficiently expanded due to cost and / or space reasons.

WO 2018095984 A1 describes an articulated vehicle comprising car bodies and at least one transitional car arranged between the car bodies, the transitional car being constructed from three sections, two end sections being arranged at opposite ends of a central section and connected to the central section in each case via a swivel joint which allows the end sections to pivot relative to the central section about a vertical axis of the articulated vehicle, and wherein the end sections are each connected to adjacent car bodies via joints which allow pivoting about a transverse axis of the articulated vehicle or a longitudinal axis of the articulated vehicle, and wherein in the central section at least one passenger compartment door is arranged.

WO 2001030628 A1 describes a vehicle segment for a rail-bound articulated vehicle, with a support frame on at least one Pair of wheels and with an outer jacket tubular in cross-section on the support frame, which encases internals of the vehicle segment, the longitudinal axis of the jacket running in the direction of travel. The jacket of the vehicle segment can be rigidly coupled to the jacket of an adjacent vehicle segment and has at least one articulated jacket section which has a predetermined length in the direction of the longitudinal axis.

In addition, EP 0533028 Al describes a low-floor light rail car, consisting of passenger cells and a drive-receiving chassis parts, which are connected to one another at the end face via joint parts.

EP 0915001 A1 describes a device for connecting car bodies, preferably vehicles for rail passenger transport, with a rubber bellows-like device being arranged between ring-frame-like ends of car bodies, which device consists of an elastically deformable, equipped with energy absorption properties and after exceeding predetermined load limits with further energy absorption there is irreversibly plastically deformable material in which there are integrated transmission elements, which are distributed in a ring over the entire car body cross-section and which are provided with shaped spring areas. whereby the relative movements of the car bodies caused by the load and the route are not hindered.

In CH 359733 rail articulated trains are described with a wheelless, box-shaped dome part, in which this is articulated on the bogies of the neighboring cars, that is, the forerunner and the follower, supported, the dome part by a linkage with its front and its follower is connected in such a way that its vertical axis to the vertical axes of the forerunner and the follower adjusts itself automatically at any time into the bisecting position between these two vertical axes.

Disadvantages of the prior art

In the previously known solutions for continuously accessible multi-unit rail vehicles, especially for such low-floor railways, are separation points within / between a coupled vehicle segment is not comfortable enough for passengers, cannot be separated quickly and / or must be guided with support elements for separation and / or after separation.

Problem

An object of the present invention is to simplify and / or accelerate the separation of passable rail vehicle segments, in particular for low-floor railways, and to enable a high level of comfort and good usability of the respective separation area in the connected state.

Solution according to the invention

The above object is achieved by a vehicle segment according to claim 1 and a rail vehicle according to claim 6.

According to one embodiment, a vehicle segment for a multi-unit rail vehicle comprises a first car body segment and a second car body segment rotatably connected to the first car body segment about a vertical axis of the vehicle segment. A first pedestrian crossing area is formed between the first car body segment and the second car body segment. The second car body segment has at one end facing away from the first car body segment two mechanical coupling elements for coupling a further vehicle segment, an electrical coupling element for electrical connection to the further vehicle segment and a bellows for a second passenger transition area to the further vehicle segment or a connection for the bellows. The mechanical coupling elements are connected to the second car body segment via a respective joint which enables a rotary movement about a transverse axis which is perpendicular to the vertical axis and to a longitudinal axis of the second car body segment perpendicular to the vertical axis.

Such a vehicle segment can be mechanically and electrically (comparatively) fast, depending on the design, for example within the other vehicle segment with an analog structure using mechanical coupling elements and electrical coupling elements which are each designed to match one another 15, 10 or even only 5 minutes connected and separated again within a comparable period of time.

[0012] This enables the use of long rail vehicles without special requirements for conversion depots, for example for maintenance purposes.

In particular, no additional guide and / or support elements such as auxiliary bogies are required for connecting and disconnecting the vehicle segments and in the separated state. This further simplifies the connection and disconnection of the vehicle segments. Depending on the version, disconnection or connection can even be carried out without leaving the rail vehicle.

The vehicle segment is typically a fully-fledged module with the possibility of integrating doors, seats and windows, with an exterior door typically not being provided either in the first pedestrian crossing area or in the second pedestrian crossing area.

By using a separable bellows connection for the hermetic closure of the second passenger transition area, passenger comfort and safety can also be increased due to the continuity.

Furthermore, full usability of the passenger compartment is also made possible at the separation point (connection point) between the vehicle segments formed in the second passenger transition area.

In addition, it is possible to further increase the attractiveness of the passenger compartment by shortening and / or widening the second passenger transition area.

Typically, a further bellows is provided in the first passenger transition area between the first car body segment and the second car body segment, which provides a hermetic seal to the outside for the first person transition area. It should be noted here that the vehicle segment in the first passenger crossing area is typically not, at least not easily or as easily and quickly, separable as in the second passenger crossing area.

Accordingly, the (rapid) separation of a multi-unit rail vehicle formed from the vehicle segments described here takes place in the respective second passenger transition areas.

In order to enable the vehicle segments to be as simple as possible and to be combined as freely as possible with continuous rail vehicles, the first car body segment can be located on an end of a vehicle segment facing away from the second car body segment (even for an end vehicle segment designed as a railcar or an end vehicle segment with a driver's cab). have a further mechanical coupling element for coupling an even further vehicle segment, a further electrical coupling element for electrically connecting to the still further vehicle segment and / or yet another bellows for a third person transition area to the still further vehicle segment or a connection for the still further bellows. In this case, a separable articulated connection with two degrees of freedom can be provided in the third passenger transition area, which has both a rotary movement about a transverse axis of the first car body segment, which is perpendicular to the vertical axis and to a longitudinal axis of the first car body segment perpendicular to the vertical axis, and a rotary movement about a longitudinal axis of the allows first car body segment of the respective vehicle segment.

While the further bellows in the first person transition area between the first car body segment and the second car body segment is typically not quickly detachable, the connections for the bellows and the still further bellows are typically designed as a quick-release flange, zipper connection or keder connection connection.

It can be provided that both vehicle segments to be connected (to be coupled to one another) have a respective bellows, which have mutually matching flange, zipper connection or keder connection connections. Alternatively, the bellows can also be provided only by one of the two vehicle segments to be connected, which can be connected to a corresponding flange, zipper connection or keder connection connection of the other vehicle segment.

The respective joint typically has only one degree of freedom.

Due to the arrangement of the joints with only one degree of freedom in second passenger transition areas in a rail vehicle constructed from the vehicle segments described herein, a superimposition of vertical and transverse movements on a floor covering in the second passenger transition area can be avoided. This can also increase the comfort for passengers of the rail vehicle.

In addition, the respective joint typically only allows a rotary movement in an angular range of at least 1 ° and / or at most 90. In this embodiment, it is therefore also referred to below as a tilting joint.

It should be noted that, depending on the vehicle segment type, the angular range of the tilting joints can also be smaller, for example in a range from 1 ° to 35 ° or only up to 30 ° or even only up to 25 °. For geometric reasons, the distance of the respective hinge point to the front of the vehicle segment is decisive (larger distances typically require a larger angular range).

Vehicle segments connected (coupled) to one another via tilting joints are typically only tiltable with respect to one another with respect to the transverse axis and are translationally movable with respect to the vertical axis.

In addition, the joints for the articulated connection of the two mechanical coupling elements with the second car body segment can be arranged coaxially to one another, designed as a respective tilt joint with typically (axis) parallel (tilt) axes, and / or on the second car body segment, in particular a lower part of the second car body segment and / or at the same vertical height. Typically, the electrical coupling element (in the direction of the transverse axis, in plan view) is arranged between the two mechanical coupling elements. This can further simplify the separation / connection of the vehicle segments, since the mechanical and electrical coupling elements are arranged adjacent to one another in the horizontal direction (transverse direction).

In addition, the electrical coupling element can also be arranged on the lower part of the second car body segment. This also makes it easier to separate / connect the vehicle segments, since the mechanical and electrical coupling elements are arranged adjacent to one another in the vertical direction.

[0033] In addition, the electrical coupling element can have an electrical contact bridge that can typically be separated very quickly.

The respective mechanical coupling element can have a coupling element of a quick-disconnectable coupling, in particular an automatic or semi-automatic coupling, at one end, opposite its joint, or can be designed there as such a coupling element.

For example, a coupling element can have a coupling rod connected to its joint and a corresponding coupling element at the opposite end of the joint.

In addition, the respective mechanical coupling element can have an (integrated) shock absorbing element and / or an (integrated) energy absorbing element.

The term “shock absorbing element”, as used in the present case, is intended to describe an element for damping or even picking up tensile and impact forces typically transmitted between vehicle segments during normal ferry operation and during coupling and uncoupling. For example, the shock absorbing element is an (integrated) damper (buffer) for normal ferry operation, in particular an elastomer damper.

But if the normal operating load is exceeded, for example when the vehicle collides with an obstacle (crash) or when the vehicle abruptly brakes, buttocks are not designed (inadequate). In contrast, the energy absorption element is designed for at least substantial energy absorption in the event of a crash.

Accordingly, the energy absorption capacity of the energy absorption element is typically significantly larger, for example by a factor of at least five or even at least ten, than the energy absorption capacity of the shock absorbing element.

[0041] While the impact is typically reversible or resilient, the energy absorption element can be reversible (regenerative), irreversible or partially reversible.

Typically, the first car body segment is connected to the second car body segment via a swivel joint with only one degree of freedom, the swivel joint having an axis of rotation that is parallel to the vertical axis.

Accordingly, an overlay of vertical and

Avoid lateral movements on a floor covering even in the first area where people pass. This can also increase the comfort for passengers of the rail vehicle.

The first car body segment can also be connected to the second car body segment via two swivel joints arranged coaxially with respect to their axis of rotation.

By using a tilt joint (or two tilt joints) with only one degree of freedom on the second car body segment and a swivel joint (or two typically arranged swivel joints) with only one degree of freedom, the vehicle segment can be a statically determined system with only one degree of freedom.

[0046] In particular, the first car body segment and the second car body segment (in normal operation) can only be movable relative to one another about the axis of rotation.

In addition, it can be provided that both the first car body segment and the second car body segment are at least essentially rigid. In contrast, previously known separating points within continuously accessible rail vehicles between car body segments are equipped with at least 2 degrees of freedom for their movement to one another. As a result, after the separation, they can only be guided with supporting elements and therefore not easy (not without additional aids) and / or quickly separable / connectable.

According to one embodiment, a rail vehicle, e.g. a low-floor railway a first rail vehicle segment and a second

Rail vehicle segment. The first rail vehicle segment comprises a first car body segment and a second car body segment which is connected to the first car body segment via a swivel joint about a vertical axis of the first rail vehicle segment. The second rail vehicle segment comprises a first car body segment and one with the first

Car body segment of the second rail vehicle segment is connected to a second car body segment rotatably connected via a swivel joint about a vertical axis of the second rail vehicle segment. A bellows is detachably arranged in a pedestrian crossing area between the second car body segment of the first rail vehicle segment and the second car body segment of the second rail vehicle segment. A quick-release mechanical connection device (also referred to below as a mechanical coupling device) connects the second car body segment of the first rail vehicle segment to the second car body segment of the second rail vehicle segment in such a way that the vertical axis of the first vehicle segment is arranged in one plane with and in the vertical axis of the second rail vehicle segment Plane can be tilted to the vertical axis of the second rail vehicle segment, and / or the second car body segment of the first rail vehicle segment can be displaced relative to the second car body segment of the second rail vehicle segment in the direction of at least one of the two vertical axes.

The mechanical connection device can be the second

Connect the car body segment of the first rail vehicle segment to the second car body segment of the second rail vehicle segment in such a way that a statically determined system is formed with only one degree of freedom.

Typically, the second car body segment is the first

Rail vehicle segment in directions perpendicular to at least one of the Both vertical axes are not relatively displaceable to the second car body segment of the second rail vehicle segment.

[0052] In addition, the mechanical connecting device can have a mechanical coupling device and two rotary joints, typically designed as tilting joints, connected to the mechanical coupling device and having axes of rotation parallel to one another.

[0053] The mechanical coupling device can have two coupling elements, each rotatable with one of the two joints, relative to the respective car body segment, and coupling elements that can be (quickly) detachably connected to one another via coupling elements.

[0054] In addition, the mechanical coupling device can have a shock-absorbing element and / or an energy-absorbing element.

[0055] In particular, the mechanical coupling device can be designed as a close coupling. This enables particularly short connections (person transitions) between the car body segments.

In addition, the mechanical coupling device can be an automatic or semi-automatic coupling.

[0057] Typically, the mechanical connecting device between the first rail vehicle segment and the second rail vehicle segment has two corresponding mechanical coupling devices.

[0058] In addition, a releasable electrical connection device is typically arranged between the first rail vehicle segment and the second rail vehicle segment.

The electrical connection device can be designed as an automatic connection device.

The electrical connection device is typically arranged in the direction of the transverse axis between the two corresponding mechanical coupling devices.

The electrical connection device and the mechanical coupling device (s) can also be combined Connection device, in particular a combined automatic or semi-automatic connection device.

In addition, one or even both of the second car body segments cannot be supported directly by a chassis.

[0063] Between the first car body segment and the second car body segment of the two rail vehicle segments, a further person transition area with a further bellows is typically provided in each case.

[0064] No external door is typically provided in the passenger transition areas.

[0065] The first rail vehicle segment and the bellows can be formed from the vehicle segment described herein.

The second rail vehicle segment and the bellows can also be formed by the vehicle segment described here.

However, the first rail vehicle segment and / or the second rail vehicle segment can also be a respective vehicle segment described here (with mechanical and electrical coupling elements which match each other).

Apart from rail vehicle segments for the vehicle end, the rail vehicle segments can be constructed at least substantially identically.

The above-described embodiments can be combined with one another as desired.

Brief description of the figures

[0070] The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and are not necessarily to scale.

The same reference numerals designate similar parts accordingly. Figure 1A shows a schematic side view of a rail vehicle according to an embodiment.

FIG. 1B shows a top view of the rail vehicle shown in FIG. 1A according to an exemplary embodiment.

FIG. 2A shows a schematic side view of a rail vehicle according to an exemplary embodiment.

FIG. 2B shows a top view of the rail vehicle shown in FIG. 2A according to an exemplary embodiment.

FIG. 3A shows a schematic side view of a rail vehicle according to an exemplary embodiment.

FIG. 3B shows a top view of the rail vehicle shown in FIG. 3A according to an exemplary embodiment.

Embodiments

Figure 1A shows a schematic side view of a multi-unit rail vehicle 500 for passenger transport and Figure 1B shows a corresponding schematic plan view from above of the rail vehicle 500. The rail vehicle 500 can be a local or long-distance train, a light rail or a tram . In particular, it can be a low-floor railway.

For reasons of clarity, only two interconnected rail vehicle segments (carriages) 50, 50 '(partially) are shown in FIG. 1A and FIG. 1B (and the following figures), which in the area of the vertically oriented plane 9 (separation point / connection point) can be quickly separated.

Each of the figures is provided with a Cartesian coordinate system to facilitate orientation. Here x and y describe horizontal directions or coordinates and z a vertical direction or coordinates. In addition, the x direction of a longitudinal direction (longitudinal axis), for example a direction of travel, and the y direction of a transverse direction (transverse axis) of the respective rail vehicle on a straight rail section oriented in the x direction (not shown) correspond. On such a rail section, the z-direction is parallel to the vertical axis of the respective rail vehicle (as well as the vehicle segments or car body segments of the rail vehicle). On curved rail sections, however, the longitudinal direction, transverse direction and / or vertical axes of the respective segments can differ from one another (for example, be tilted or inclined to one another).

Each of the two vehicle segments 50, 50 'consists of a first car body segment 7, T, only partially shown, and a second car body segment rotatably connected to the respective first car body segment 7, T about a vertical axis 10, 10' of the respective vehicle segment 50, 50 ' 6, 6 '.

In the exemplary embodiment, the two vertical axes 10, 10 'are parallel to one another, since the vehicle segments 50, 50' are located on a straight rail section, not shown, via respective running gears 8, 8 '.

There is a respective first one between the first car body segment 7, 7 'and its second car body segment 6, 6'

Passenger transition area PI, PI 'with an elastic bellows 5, 5' for a hermetic seal to the outside.

In these areas, but outside the actual transition areas PI, PI 'for people, the first car body segment 7, T is connected to its second car body segment 6, 6' via a respective swivel joint 3, 3 ', typically with only one degree of freedom, for cornering of the rail vehicle 500 on rails deviating horizontally from the straight line to the left or right, more precisely via a swivel joint 3, 3 ', the only axis of rotation of which is parallel to the respective vertical axis 10, 10' (z direction), or even as a vertical axis 10, 10 'of the respective vehicle segment 50, 50' can be viewed.

As shown in FIG. 1A, the respective mechanical connection between the car body segments of a vehicle segment 50, 50 'can be realized via two joints 3, 3' arranged coaxially to one another, namely a lower joint and an upper joint. For example, the lower joint and the upper joint can be a respective joint bearing. The two second car body segments 6, 6 'are in a second passenger transition area P2 between the two second car body segments 6, 6' via mutually matching mechanical

Coupling element 11, 11 'and electrical coupling elements 2, 2' quickly detachably coupled to each other.

In addition, an elastic bellows 4, 4 'is provided for a hermetic seal between the vehicle segment 50, 50' in the second passenger transition area P2.

[0088] No exterior doors are provided in the person transition areas PI, PI ', P2. These can be provided by one or more of the car body segments 6, 6 ', 7, 7'.

The mechanical coupling elements 11, 11 'and the electrical coupling elements 2, 2' can be disconnected and / or connected manually, but preferably automatically or semi-automatically.

Furthermore, mechanical coupling elements 11, 11 'and the electrical coupling elements 2, 2' can be parts of a combined automatic or semi-automatic connection device (coupling system).

In the exemplary embodiment, the bellows 4, 4 ', like the mechanical coupling elements 11, 11' and the electrical coupling elements 2, 2 '(at least approximately) is centered between the two second car body segments 6, 6' in the area of the plane T ( Separation point, parting plane) separable, in particular as a (there) divisible bellows (bellows and / or corrugated bellows).

As indicated in FIG. 1A by the reference number 4 in the area of the vehicle segment 50 ', it is also possible for the bellows to be formed by a continuous bellows 4, which is (quickly) detachable with the second car body segment 6' of the vehicle segment 50 'is connected. The continuous bellows 4 can alternatively or additionally be detachably connected to the second car body segment 6 of the vehicle segment 50.

In the exemplary embodiment, the four mechanical coupling elements 11, 11 'with the respective second car body segment 6, 6' are over a respective tilt joint 1, connected with only one degree of freedom, which allows only a limited rotational movement about the transverse axis oriented in the y direction.

Thus, the second car body segments 6, 6 'are only in the direction of their two axes parallel to the respective axes of rotation 10, 10' or defined by the axes of rotation 10, 10 'of the rotary joints 3, 3' (definable) vertical axes (z- Direction) limited, relatively displaceable to each other and their vertical axes (10, 10 ') limited tiltable relative to each other about the transverse axis y in order to enable the rail vehicle 500 to travel on vertically rising and falling rails.

In Figure 1A, the possible tilting movement is shown by the respective dash-dot arrow above the planes 9, 9 'of the vehicle segments 50, 50', which are perpendicular to the longitudinal axes of the interconnected coupling elements 11, 11 oriented in the x direction 'and are typically only tiltable about the transverse axis oriented in the y direction. The levels 9, 9 'can therefore also be referred to as tilting levels of the vehicle segments 50, 50' or of the rail vehicle 500.

In other words, the two, via the coupling elements 11, 11 'and the tilting joints 1, 1' formed quick and / or easily detachable mechanical connecting devices 1, 1 ', 11, 11' interconnected vehicle segments 50, 50th ', in particular their stiff second car body segments 6', 6, in the (central) xz plane shown in FIG. 1A, tiltable relative to one another and displaceable relative to one another in the vertical direction z. This means that their axes of rotation 10, 10 'or vertical axes can also be tilted in relation to one another in the xz plane and displaceable relative to one another in the z direction (direction of the rotary axes 10, 10' or vertical axes).

Due to the arrangement of the articulated connections, the second car body segments 6, 6 'of the rail vehicle 500 can also be separated from one another without additional supporting or guiding elements being required.

The vehicle segments 50, 50 'are, at least in the case of sufficiently rigid car body segments 6, 6', 7, 7 ', statically determined systems, each with only one degree of freedom. Since the swivel joints 3, 3 'have only one degree of freedom, the second car body segments 6, 6' do not tilt when they are separated.

The ends of the coupling elements 11 facing away from the respective second car body segment 6, 6 'or joint 1, 1' (facing each other in pairs), 11 'are typically matched to one another in pairs, more typically they can be quickly connected / disconnected. The coupling elements 11, 11 'of a second car body segment 6, 6' can be made identical.

As already mentioned above, the first car body segments 7, 7 are only partially shown. Their ends, not shown, facing away from the respective second car body segment 6, 6 'can, however, be set up to form a respective third transmission transition to a first car body segment of a further vehicle segment, the typically releasable connection to the further vehicle segment being designed in this way that both rotational movements (around the z-axis) and pitching movements (around the x-axis) are possible (articulated coupling with two degrees of freedom). The third person transitions can also be made using a link bridge.

Apart from the ends of the mechanical and electrical coupling elements to be executed in pairs to match (and a possibly varying length of the first and second car body segments 6, 6 ', 7, T in the longitudinal direction x), the components of the vehicle segments 50, 50 shown 'each be mirror-symmetrical with respect to the parting plane T.

However, the lengths of the first and second car body segments 6, 6 ', 7, 7' and their interior can be different.

FIG. 2A shows a schematic side view of a multi-unit rail vehicle 600 for passenger transport and FIG. 2B shows a corresponding schematic top view of the rail vehicle 600. The rail vehicle 600 is similar to the rail vehicle 500 explained above with reference to FIGS. 1A, 1B.

[00104] The rail vehicle 600 also has two interconnected vehicle segments 60, 60 '. However, the second two

Car body segments 6, 6 'of the rail vehicle 600 are not directly supported by a chassis.

Nevertheless, the second car body segments 6, 6 'do not tilt when disconnected. FIG. 3A shows a schematic side view of a multi-unit rail vehicle 700 for passenger transport and FIG. 3B shows a corresponding schematic top view of the rail vehicle 700. The rail vehicle 700 is similar to the rail vehicle 500 explained above with reference to FIGS. 1A, 1B.

The rail vehicle 700 also has two interconnected vehicle segments 70, 70 '. However, the first two car body segments 7, 7 of the rail vehicle 700 are not supported directly on a chassis.

It goes without saying that the rail vehicle segments 50-70 'explained with reference to FIGS. 1A to 3B, if the coupling connections 2, 2', 11, 11 'are appropriately assembled, can be freely assembled with one another to be separated again quickly, and can be walked on continuously with multi-unit rail vehicles can.

[00109] Although specific embodiments have been shown and described herein, it is within the scope of the present invention to appropriately modify the shown embodiments without departing from the scope of the present invention. The following claims represent a first, non-binding attempt to define the invention in general.

-IS-

Reference symbol list

I, 1 'joint for tilting movement / tilting joint (a mechanical

Connecting device)

2, 2 ‘electrical coupling element, (quickly separable) electrical

Coupling

3, 3 'mechanical swivel / joint for rotation about vertical axis

(Swivel joint)

4, 4 '(quickly separable) elastic bellows

5, 5 'elastic bellows

6, 6 'second (quickly separable) car body section

7, 7 'first car body section

8, 8 'undercarriage

T "parting plane" of the mechanical coupling

9, 9 '"tilting planes" of the mechanical coupling

10 vertical axis, rotary axis

II, 11 'coupling elements provided with (quickly separable) couplings,

(quick disconnect) mechanical coupling device (the mechanical connecting device)

50, 50 ', 60, 60', 70, 70 'vehicle segment / rail vehicle segment / carriage segment

500, 600, 700 (multi-unit) rail vehicle

PI, PI 'further person transition area, first

People transition area

P2 person transition area, second person transition area x, y, z spatial axes

Claims

1. Vehicle segment (50, 50 ', 60, 60', 70, 70 ') for a multi-unit rail vehicle (500, 600, 700), comprising:

- a first car body segment (7, 7 '); and

- A second car body segment (6, 6 ') rotatably connected to the first car body segment (7, 7') about a vertical axis (10, 10 ', z) of the vehicle segment (50, 50', 60, 60 ', 70, 70'). ), a first passenger transition area (PI, PI ') being formed between the first car body segment (7, 7') and the second car body segment (6, 6 '), the second car body segment (6, 6') on one of the first

Car body segment (7, 7 ') opposite end two mechanical

Coupling elements (11, 11 ') for coupling a further vehicle segment (50', 50, 60 ', 60, 70', 70), an electrical coupling element (2, 2 ') for electrical connection to the further vehicle segment (50', 50 , 60 ', 60, 70', 70) and a bellows (4, 4 ') for a second passenger transition area (P2) to the further vehicle segment (50', 50, 60 ', 60, 70', 70) or a connection for the bellows (4, 4 '), and wherein the two mechanical coupling elements (11, 11') are connected to the second car body segment (6, 6 ') via a respective joint (1, 1') which rotates by one Transverse axis (y), which is perpendicular to the vertical axis (z) and to a longitudinal axis (x) of the second car body segment (6, 6 ') perpendicular to the vertical axis (z).

2. Vehicle segment (50, 50 ', 60, 60', 70, 70 ') according to claim 1, wherein the joints (1,

1 ') are coaxial to one another, the respective joint (1, 1') having only one degree of freedom, the respective joint (1, 1 ') only having a rotary movement in one

Permits an angular range of at least 1 ° and / or at most 90 °, the electrical coupling element (2, 2 ') being arranged in the direction of the transverse axis (y) between the two mechanical coupling elements (11, 11'), the first

Car body segment (7, 7 ') is connected to the second car body segment (6, 6') via a swivel joint (3, 3 ') with only one degree of freedom, the swivel joint (3, 3') having an axis of rotation which is parallel to the vertical axis (z) is the first Car body segment (7, 7 ') are connected to the second car body segment (6, 6') via two swivel joints (3, 3 ') arranged coaxially with respect to their axis of rotation, the vehicle segment (50, 50', 60, 60 ', 70, 70 ') is a statically determined system with only one degree of freedom, the vehicle segment (50, 50', 60, 60 ', 70,

70 '), the first car body segment (7, T) and / or the second

Car body segment (6, 6 ') are at least essentially rigid, and / or wherein the first car body segment (7, 7') and the second car body segment (6, 6 ') are only movable relative to one another about the axis of rotation.

3. Vehicle segment (50, 50 ', 60, 60', 70, 70 ') according to claim 1 or 2, wherein the

respective mechanical coupling element (11, 11 ') at one end opposite the joint (1, 1') has a coupling element of a quick-release coupling, in particular an automatic or semi-automatic coupling, and / or wherein the mechanical coupling element (11, 11 ') has a shock absorbing element and / or an energy absorbing element.

4. Vehicle segment (50, 50 ', 60, 60', 70, 70 ') according to one of the preceding

Claims, wherein between the first car body segment (7, 7 ') and the second car body segment (6, 6') a further bellows (5, 5 ') is arranged, which hermetically seals the outside for the first

Provides passenger transition area (PI, PI '), the bellows (4, 4') and / or the further bellows (5, 5 ') being a bellows or corrugated bellows, and / or in the first and / or second person transfer area (P2 ) no external door is provided.

5. Vehicle segment (50, 50 ', 60, 60', 70, 70 ') according to one of the preceding

Claims, wherein the first car body segment (7, 7 ') has a further mechanical at an end facing away from the second car body segment (6, 6')

Coupling element for articulated coupling with two degrees of freedom of yet another vehicle segment, another electrical coupling element for

has electrical connection to the still further vehicle segment and / or yet another bellows for a third passenger transition area to the still further vehicle segment or a connection for the still further bellows, and / or wherein the connection for the bellows (4, 4 ') and / or the other bellows is designed as a flange, zip connection or piping connection. 6. Rail vehicle (500, 600, 700), comprising:

- A first rail vehicle segment (50, 50 ', 60, 60', 70, 70 ') comprising a first car body segment (7, 7') and one with the first

Car body segment (7, 7 ') via a swivel joint (3, 3') about a vertical axis (10, 10 ', z) of the first rail vehicle segment (50, 50', 60, 60 ', 70, 70') rotatably connected second car body segment (6, 6 ');

- A second rail vehicle segment (50 ', 50, 60', 60, 70 ', 70) comprising a first car body segment (7', 7) and one with the first

Car body segment (7 ', 7) via a swivel joint (3', 3) about a vertical axis (10 ', 10, z) of the second rail vehicle segment (50', 50, 60 ', 60, 70', 70) rotatably connected second car body segment (6 ', 6);

- A bellows (4, 4 '), which is detachable in a passage area (P2)

between the second car body segment (6, 6 ') of the first

Rail vehicle segment (50, 50 ', 60, 60', 70, 70 ') and the second car body segment (6', 6) of the second rail vehicle segment (50 ', 50, 60', 60, 70 ', 70) is arranged, and

a quick-release mechanical connection device (1, 1 ', 11, 11'), which the second car body segment (6, 6 ') of the first

Rail vehicle segment (50, 50 ', 60, 60', 70, 70 ') connects to the second car body segment (6', 6) of the second rail vehicle segment (50 ', 50, 60', 60, 70 ', 70) so that the vertical axis (10, 10 ', z) of the first vehicle segment (50, 50', 60, 60 ', 70, 70') in one plane (x, z) with the vertical axis (10 ', 10, z) of the second Rail vehicle segments (50 ', 50, 60',

60, 70 ', 70) is arranged and can be tilted in this plane to the vertical axis (10',

10, z) of the second rail vehicle segment (50, 50 ', 60, 60', 70, 70 '), and / or the second car body segment (6, 6') of the first

Rail vehicle segment (50, 50 ', 60, 60', 70, 70 ') in the direction of at least one of the two vertical axes (10, 10', z) relatively displaceable to the second car body segment (6 ',

6) of the second rail vehicle segment (50 ', 50, 60', 60, 70 ', 70).

7. rail vehicle (500, 600, 700) according to claim 6, wherein the mechanical

Connecting device (1, 1 ', 11, 1) the second car body segment (6, 6') of the first rail vehicle segment (50, 50 ', 60, 60', 70, 70 ') with the second car body segment (6', 6) of the second rail vehicle segment (50 ', 50, 60',

60, 70 ', 70) connects that a statically determined system with only one

Degree of freedom is formed, the second car body segment (6, 6 ') of the first rail vehicle segment (50, 50', 60, 60 ', 70, 70') in directions (x, y) perpendicular to at least one of the two vertical axes ( 10, 10 ', z) are not relatively displaceable to the second car body segment (6', 6) of the second

Rail vehicle segment (50 ', 50, 60', 60, 70 ', 70), the mechanical connecting device (1, 1', 11, 1) being one mechanical coupling device (11, 11 ') and two with the mechanical coupling device (11 , 11 ') connected joints (1, 1') with mutually parallel axes of rotation, the

mechanical coupling device (11, 11 ') is arranged between the two joints (1,), the mechanical coupling device (1,, 11, 11') having a shock absorbing element, the mechanical coupling device (1, 1 ', 11, 1) has an energy dissipation element, the mechanical

Coupling device (11, 11 ') is a close coupling, the mechanical coupling device (11, 1) being an automatic or semi-automatic

Coupling, and / or wherein the mechanical connecting device (1, 1 ', 11,

11 ') has two corresponding mechanical coupling devices (11, 11') which are rotatable via respective joints (1, 1 ') with the second car body segment (6, 6') of the first rail vehicle segment (50, 50 ', 60, 60', 70, 70 ') and the second car body segment (6', 6) of the second rail vehicle segment (50 ', 50, 60',

60, 70 ', 70) are connected.

8. rail vehicle (500, 600, 700) according to claim 6 or 7, further comprising a releasable electrical connection device (2, 2 ') between the first

Rail vehicle segment (50, 50 ', 60, 60', 70, 70 ') and the second

Rail vehicle segment (50, 50 ', 60, 60', 70, 70 '), typically in the direction of the transverse axis (y) between the two corresponding mechanical ones

Coupling devices (11, 1) is arranged and / or as automatic

Connection device is executed.

9. rail vehicle (500, 600, 700) according to any one of claims 6 to 8, wherein

at least one of the two second wagon body segments (6, 6 ', 7, 7') is not supported directly by a chassis (8), with in the area of the passenger passage (P2) no outer door is provided, and / or being between the first

A car body segment (7, 7 ') and the second car body segment (6, 6') of the two rail vehicle segments each have a further passage area (PI, PI ') with a further bellows (5, 5').

10. Rail vehicle (500, 600, 700) according to one of claims 6 to 9, wherein the

Rail vehicle (500, 600, 700) is a low-floor railway, the first

Rail vehicle segment (50, 50 ', 60, 60', 70, 70 ') and the bellows (4, 4') from the vehicle segment (50, 50 ', 60, 60', 70, 70 ') according to one of claims 1 to 5 is formed, the second rail vehicle segment (50 ', 50, 60', 60, 70 ', 70) and the bellows (4, 4') from the vehicle segment (50, 50 ', 60, 60', 70, 70 ') according to one of claims 1 to 5, and / or wherein the first rail vehicle segment (50, 50', 60, 60 ', 70, 70') and / or the second rail vehicle segment (50 ', 50, 60' , 60, 70 ', 70) is a vehicle segment (50, 50', 60, 60 ', 70, 70') according to one of claims 1 to 5.