EP1077855B1 - Vehicule sur rails - Google Patents

Vehicule sur rails Download PDF

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Publication number
EP1077855B1
EP1077855B1 EP99923591A EP99923591A EP1077855B1 EP 1077855 B1 EP1077855 B1 EP 1077855B1 EP 99923591 A EP99923591 A EP 99923591A EP 99923591 A EP99923591 A EP 99923591A EP 1077855 B1 EP1077855 B1 EP 1077855B1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
vehicle according
segment
segments
track
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP99923591A
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German (de)
English (en)
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EP1077855A1 (fr
Inventor
Herwig Schenk
Arne Kühnel
Wolfgang Holstein
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
DB Fernverkehr AG
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DB Fernverkehr AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19827817A external-priority patent/DE19827817C2/de
Application filed by DB Fernverkehr AG filed Critical DB Fernverkehr AG
Publication of EP1077855A1 publication Critical patent/EP1077855A1/fr
Application granted granted Critical
Publication of EP1077855B1 publication Critical patent/EP1077855B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for

Definitions

  • the invention relates to a rail vehicle for operation on conventional, running below Railway tracks, with a hull comprising a plurality in succession arranged, substantially rigid body segments, each having at least one Support pair of wheels on the track and at their ends facing each other segment connections have which adjacent fuselage segments hinged and detachable to each other Couple, the outer contour of the fuselage segments continue between them and when driving of track curves, crests and dips form a distance compensation.
  • car-structured vehicles For driving on conventional rail networks car-structured vehicles are known, in which the individual wagons have pull and push devices, for instance in the form of a central buffer coupling, connected to each other.
  • the transitions connecting areas between the cars are indeed so disguised that outwardly the impression of a continuous outer contour arises. But this must not hide the fact that it is In any case, these are separate vehicles, each individually a behavior and In particular, have a driving dynamics, by the wheelsets or wheel pairs in the Chassis of individual vehicles are determined.
  • the train designed as a coupling / buffer combinations train and shock devices Pressure or tensile forces between the cars. These forces are each central transmitted at the bottom of the vehicles, where the increased rigidity Floor group is located.
  • connection region is for pivoting movements of the vehicle links against each other required gap laterally and above usually in the form of a tunnel with a flexible rubber bellows construction closed. This is usually designed that they affect the relative movements of the tracks caused by the track, influenced as little as possible adjacent car units.
  • German published patent application DE 4 213 948 A1 discloses a rail vehicle, in which between two Jakobs-style on a common bogie resting Segments in addition a rigid intermediate piece is provided, wherein the one Segment on the intermediate piece about a vertical axis and the other segment on the Intermediate piece about a horizontal axis lying transversely to the longitudinal direction of the segments is rotatably mounted.
  • Coupling and buffer elements in the area of the chassis require the diversion of significant Forces from the vehicle shell into the concentrated coupling points. This is reinforced the need for a structurally rigid design of the vehicle shells - in particular to the wagon ends.
  • the design principle described can not prevent accident situations in Overstress in the longitudinal direction of the train by impact or the like kink stiffness the train is significantly undersized. Since the car in the ground area are much stiffer than in the construction above, they buckle at Accidental impact on the one hand often from the roof. The train can on the other hand, bend upwards or sideways.
  • a rail vehicle is known for operation on a conventional, below the Vehicle running railway track (US-PS 2,865,306).
  • the hull of this rail vehicle forms a plurality of successively arranged individually car, which is supported by one or two pairs of wheels on the track, the length of the carriage and the distance The adjacent pairs of wheels is about 20 m.
  • this wear is above average.
  • this prior art has a longitudinal force flow between the fuselage segments, solely via arranged in the bottom region coupling elements. The diversion of forces to be transmitted between the vehicles in the coupling elements in Ground area requires a rigid design of the vehicle shells, in particular to the longitudinal car ends out.
  • a mounted in a high track vehicle which on a pair Rollers running on either side of its hull (FR-A 1 567 343).
  • the vehicle has a long body divided into a number of segments.
  • the load of the vehicle is transmitted to the rail channel via the laterally arranged wheels.
  • the described The monorail system is completely different compared to a normal rail vehicle Support and guidance functions.
  • the lateral side is the focus Suspension short, substantially horizontal power flows to the support points.
  • Farther takes place in a monorail in cornering the tracking due to the both sides of the Fuselage running rails by indirect application of force in the Rupfsegmente of Vehicle and not - as in conventional rail vehicles - on the below Hull arranged wheels.
  • Another difference between the two systems is the need the passage of track and track groups, which is impossible for a monorail. A comparison of both systems is not feasible for various reasons.
  • the invention is therefore the task to provide a rail vehicle of the type mentioned, by which reduces the wear on the road and the vehicle and the useful space of the rail vehicle is enlarged.
  • the fuselage segments in the longitudinal direction of the track a constant hollow cross-section and have a rigid overall length, in the range of track curves with a radius up to down to 150 m each - a length of less than 6 meters having - fuselage segment with its transverse extension over the track protrudes on both sides by one length, which is substantially constant along the vehicle, and that the segment connections
  • the segment connections Have coupling elements, which are for essentially exclusive transfer the power flow between the fuselage segments at their end faces along their outer Contour extending and / or on the front sides of the fuselage segments in the circumferential direction are arranged homogeneously distributed.
  • the invention includes the basic technical teaching, on the one hand by a reduction the spans a shortening of the power flows from the load to the wheel contact point and thus to achieve a reduction of the acting bending moments.
  • the corresponding lower load allows easier construction of the fuselage segments including their landing gear, which achieves a substantial lightening of the vehicle becomes.
  • Both the reduction of the span and the lighter construction of the invention Rail vehicle cause a reduction in the wheel contact forces and the example occur in track curves tracking forces.
  • the transition of the longitudinal force flow between the Hull segments on the entire circumference of the hollow section formed by its wall distributed.
  • the segment connections take over according to the idea of the invention thus not only the function of the distance compensation between the fuselage segments, but in addition at least part of the joint function, which in the prior art on trolleys and the pulling and pushing devices is distributed.
  • This function integration is eliminated such mass-afflicted elements as the pulling and pushing device.
  • the uniform Distribution of the longitudinal force flow on the entire cross section avoids the stand The technique required, particularly stiff training of sections with concentrated Force transmission. This will bring more weight gains.
  • the longitudinal extent of the fuselage segments is reduced so far that their lateral projection beyond the track also in track curves with a radius down to to 150m along the rail vehicle is substantially constant, is an improved Use of the regulatory clearance space of the guideway prescribed by building regulations allows.
  • the fuselage segments can be built with greater transverse extent than this allows the conventional designs. This will make the available Useable space in the rail vehicle increased.
  • the jacket of the fuselage segments, except for openings for the wheels, in the circumferential direction substantially closed, so that the rail vehicle takes about the shape of a hinged tube.
  • the longitudinal force transmission takes place in a particularly homogeneous manner and the vehicle receives an aerodynamically favorable form.
  • the aerodynamic benefits are provided by an execution the exterior surface without significant steps or heels reinforced.
  • each fuselage segment has a disposed within its shell, from Wheel pair supported support frame, which is substantially parallel to the rail surface extends over the length and width of the fuselage segment and that at least one essential Part of the load of the coat carries.
  • the jacket is substantially freed from the function of carrying vertical loads.
  • the load of the jacket, the internals and aggregates and not least the payload (people or goods) are on the support frame on special short distances transferred to the chassis.
  • the support frame can by design as a plate or with a corresponding surface simultaneously as Serve inner floor of the vehicle.
  • the Adjacent supporting frames of adjacent fuselage segments are in the area of Segment connections with the required clearance preferably elastically connected to each other, for example with the help Elastormer ambiencer plates, with their mobility relative to each other not restricted, but still a closed-to-the-track and about the Whole length of the vehicle is defined extending interior.
  • the coat is here attached to the support frame preferably near its transversely facing sides. The Attachment leaves no significant relative movement of the segment jacket and support frame to.
  • the connecting line lies between the Centers of the wheels of a pair of wheels in a cross-sectional plane of the associated Hull segment.
  • the chassis is freed from the function, the articulation of the rail vehicle to ensure. Rather, the wheel pair always depends on the instantaneous orientation of the associated fuselage segment to the track, in track curves So for example, always in a substantially radial direction. This will be preferred achieved by the already mentioned, direct attachment of the chassis to the support frame.
  • necessary intermediate frames such as a bogie frame or other Chassis frame omitted, which leads to an additional lightening of the vehicle.
  • the hinge properties in this preferred embodiment are completely on the Transfer segment connections. Elaborate bogies are for tracking not mandatory.
  • the pair of wheels can be used with individually guided wheels or, in a particularly simple way, as Wheel set to be formed. In the latter case, the axle of the wheelset coincides with the connecting line between the wheel centers together. Damping and spring elements between chassis and support frame can be provided to improve ride comfort are, but are designed so that the mobility of the pair of wheels on said Cross-sectional level remains limited.
  • a pair of wheels is preferably provided under each fuselage segment, which, in the longitudinal direction seen, is arranged centrally below the support frame.
  • the pair of wheels or chassis is in the region of a longitudinal side End of the associated (first) support frame arranged so that the (second) Supporting frame of the adjacent there fuselage segment can be supported on it.
  • the second support frame projects for this purpose in the longitudinal direction a bit far from its fuselage segment and is releasably attached to the landing gear, so that the separability of the fuselage segments is not affected.
  • the suspension in a short, between two Fuselage segments arranged joint and chassis section accommodated by a shell portion with a slightly greater longitudinal extent than the chassis is formed.
  • the joint and chassis section is on both sides via segment connections to the adjacent Fuselage segments coupled. Its cross-sectional profile does not differ significantly from the described fuselage segments.
  • In the bottom area of the rigid shell section openings are provided for the wheels.
  • each hull segment is provided with a joint and chassis section assigned.
  • the reconfiguration of train sets therefore always remains one end of a respective one Fuselage segments firmly on its support plate to the associated joint and chassis section coupled.
  • the other longitudinal end is provisionally supported, as it moves from trains to Jakobs design is known.
  • the joint and chassis section also be completely decoupled from its associated fuselage segment.
  • the connection between jacket and support plate in this section is solvable.
  • a temporary connection mechanism provided between jacket and chassis.
  • the segment connections between each adjacent fuselage segments include an embodiment of the invention, fluid-operated coupling elements. These can formed in a simple manner as circumferentially distributed at the end faces cylinder be.
  • the cylinders are preferably double acting to withstand both compressive and tensile forces to be able to transfer.
  • the fluid-operated coupling elements are as Rollbalgfedern formed, each one connected to the one end, in a stiff Socket embedded rolling bellows with a predominantly in the circumferential direction of Mantels extending recess have.
  • This embodiment has the advantage that the force transmission because of the large extent the coupling elements in the circumferential direction very homogeneously over the segment jacket distributed.
  • rolling bellows and pistons can be easily separated from each other designed the profile of the rolling bellows approximately U-shaped and adapted to the piston accordingly is.
  • a thickened at the engaging end training of the piston is particularly advantageous.
  • the thickening can, seen in longitudinal section, for example, club or circular be.
  • Important is on the one hand a rounded shape and on the other hand, a large area proportion facing away from the piston end, but aligned parallel to the end faces sides the thickened piston section.
  • the input and execute the piston when connecting or separating two fuselage segments simply designed.
  • piston end By the under pressure of the rolling bellows enclosed thickening of the engaging
  • piston end a positive connection is made by the Static friction between the pressed surfaces of piston and rolling bellows is reinforced. This allows the Rollbalgfedern both compressive and tensile forces transferred between the hull segments.
  • At least the outer surfaces of the piston and rolling bellows made of rubber or made of a different elastomer.
  • high static friction forces can be generated.
  • such materials are the mechanical and climatic occurring Loads versus sturdy and durable.
  • fluids can gases as well as liquids be used.
  • the coupling elements described have an elasticity that occurs among all Requirements ensures a high flexibility of the segment connection.
  • the bend parallel to the rail surface admitted wherein on the inside of the bow a compression and on the outside a Extension of the segment connection occurs.
  • Similar deformations occur in the roof and in the Ground area when driving through track groups or sinks.
  • At the entrance in Rail bends are due to the inclination ramp on the outer track adjacent fuselage segments Slightly twisted against each other (twisted).
  • both rolling bellows and piston - in to each other "complementary" arrangement - are provided. You can in the circumferential direction connect to each other and preferably have one in each direction relatively short length. As a result, the power conductivity of the segment connections continues homogenized.
  • the kinetic energy of the rail vehicle partially converted to work on the fluid and so a simpler and effective mechanism of shock absorption realized.
  • the fluid-operated coupling elements are each a segment connection connected for pressure equalization.
  • the fluidic to be provided for this purpose Devices are known from the fluidics art.
  • This embodiment can also further developed using fluidic switching and control technology be that the inner volumes of at least a portion of the rolling bellows divided into chambers are whose internal pressure is independent of each other rule and / or controllable.
  • a further embodiment is to secure the tensile force transmission between the facing one another end faces alternately attached to one of the end faces
  • Rolls provided in the circumferential direction guided coupling cable, the ends of which releasably connected to each other.
  • the leadership of such an endless rope over rollers allows a tensile force transmission between the segments, without affecting the mobility of the fuselage segments is restricted against each other. It is also found in all relative movements of the Fuselage segments with deviating from the longitudinal direction of movement components automatic compensation of the rope tension instead. For example, the voltage decreases of the rope when passing through a curved track on the arc center point facing Page. At the same time, however, it is growing on the opposite side. This will cause the rope in Pulled towards the opposite side, which in turn ultimately the rope tension is kept constant.
  • the rigid fuselage segments are in, in particular Herschaliger, Fiber composite construction executed as a form-reinforced surface structures or in conventional Differential and / or integral construction using semi-finished products Light metal alloys executed.
  • Fiber composite construction come as manufacturing technologies basically the prepreg process, the hand lay-up and the vacuum injection process, but especially the winding technology in question. It is possible in materials and production specific way impact energy absorbing areas, sound and Thermal insulation materials and installation ducts to be integrated into the walls.
  • the fuselage segments have one significantly shorter length than conventional bogie wagons, especially lengths of less than 6 meters, preferably even only 3 to 5 meters.
  • a half-turn of 200 m in length is made up in practice, depending on the segment length from 30 to 50 fuselage segments be.
  • FIG. 1 shows a schematic side view of a track 2 traveling on and for its high-speed operation rail vehicle 4. Its drive can - depending on the version - concentrated on one of the longitudinal head segments 6 or on be provided each pair of wheels 8.
  • the train is composed of combined entry / exit and Passenger segments 10 and pure passenger segments 12 and 14 without entry and exit area composed.
  • Fuselage segments with additional functions are natural depending on the application also executable and can be integrated into the train like the above-mentioned basic units.
  • Number and arrangement of the units outlined in the figure are variable.
  • the total length such a train will be a maximum of about 400 m.
  • On its outer surface are none formed significant gradations or paragraphs.
  • the mechanically stiff executed fuselage segments 10 to 14 each resting on one, based on their longitudinal extent, centrally arranged wheel pair 8 and are each about elastic articulated, with the segments substantially cross-sectional segment connections 16 interconnected.
  • the vehicle 4 is characterized by a corresponding composition of head segments 6 and Fuselage segments 10 to 14, if necessary, divisible into two half-trains, the driving principle are self-sufficient.
  • Figure 2 shows a partially opened side view of a section of the rail vehicle of Figure I in the region of the segment connection 16 between the fuselage segments 12 and 14.
  • the segment connection 16 is outwardly from a flush with the Segmentmänteln 18 final membrane 20th surround. This extends over the entire circumference of the shell.
  • the one below Interior of the segments subsequent part of the segment connection 16 is in the present Drawn dashed lines, as far as it is covered by the membrane 20, for Clarification but exposed in the middle section.
  • the membrane is as below based of Figure 3 is described, embedded with laterally formed piping in grooves 22, at the Segmentmänteln 18 on both sides of the segment connection 16 on the extend the entire scope.
  • each Rollbalgfeder extends 24 for a little less than an eighth of the circumference of the mantle.
  • Each rolling bellows spring 24 has a fixed to the fuselage segment 14 rolling bellows 26 and a in this about his engaging the entire length and attached to the fuselage segment 12 piston 28.
  • the Rolling bellows is embedded in a version, not shown here for clarity, the will be described below with reference to FIG.
  • the coupling cable 34 is for securing the Traction transmission as an endless rope over the entire circumference of the segmental casing between the adjacent end faces of the segments 12 and 14 out. there it also passes through the provided with corresponding holes 36 piston 28th
  • the bore 36 is in Figure 3a, a view along the line AB in Figure 2 cut view of Segment connection 16, clearly visible.
  • the rolling bellows 26 has an approximately U-shaped profile and is for the generation of restoring forces and directional moments under the action of pressure or laterally directed forces by the piston 28 laterally and above, below and behind embedded in a stiff frame 38. Only the piston 28 facing side is open.
  • the wall of the rolling bellows 26 typically consists of several elastomer layers, partly with sealing function and partly with protection against mechanical damage and weather conditions. Between these layers is a strengthening layer embedded. The choice of elastomers and the strength member is done accordingly the intended load.
  • the piston 28 is external for protection and generation a relatively high coefficient of friction in contact with the rolling bellows 26 as well Surrounded by an elastomer layer, but not bendable in the core.
  • the membrane 20 is made of an elastomer and contributes to the transmission of tensile force between segments 12 and 14 at.
  • Clearly recognizable in this presentation are her Both sides formed piping 40 which are inserted into the grooves 22. Before a breakup the segments 12 and 14, the membrane 20 and the coupling cable 34 are first removed.
  • FIG. 3b shows a longitudinal section profile of an alternative segment connection 16 '. It differs mainly by a thickening of the piston 28 'at his in the Rolling bellows 26 'engaging end 44. It is here about club-shaped.
  • the fluid pressure is lowered. After insertion If the pressure is increased and the rolling bellows 26 'surrounds the thickened portion 44 through to the piston skirt 46.
  • the rolling bellows has a slight broadening of its chambers for this purpose at the ends of the legs of the U-shaped profile.
  • the version 38 ' is at the Segment 12 side facing only so far closed that the insertion of the piston 28 ' is not obstructed in the rolling bellows 38 '.
  • the rolling bellows spring offers in this Variant even with the occurrence of tensile forces an elastic resistance, the can be used for power transmission, without the flexibility of the segment connection Restrict 16 'compared to the construction described above.
  • FIG. 4 shows a possible arrangement of roller bellows 26 (or 26 ') on one end face of the roller bellows 26 (or 26') Mantels 18 of the fuselage segment 14.
  • a total of eight rolling bellows 26 are in the circumferential direction one behind the other arranged. In between is in each case a deflection roller 32 for the coupling cable 34th arranged.
  • the use of the coupling cable 34 is not required if the alternative Construction of the segmental connections 16 'is used. In this case, the Bellows extend at the front over the entire circumference.
  • FIG. 5 shows a simplified longitudinal sectional view of an alternative construction of the invention Rail vehicle. Shown are two segments 12 'and 14' with it extending therein supporting frames 48 and 50. Unlike the one shown in Figure I. Embodiment here is the chassis 8 not in the middle, but at the end of the longitudinal extent the support frame 48 is arranged. The support frame 48 is fixed to the chassis 8, but elastically connected, which is symbolically indicated in Figure 5 by a spring. A Movement of the chassis relative to the support frame and the firmly associated segment jacket 18 ', however, is exclusively in a cross-sectional plane of the fuselage segment 12 'possible.
  • the support frame 48 does not extend in this arrangement over the entire length of Hull segment 12 '.
  • the support frame 50 of the adjacent fuselage segment protrudes 14 'beyond its longitudinal extension into the segment 12' into it and is also on the chassis 8 in the same manner as the support frame 48 stored.
  • the support frame 50 is but releasably connected to the chassis 8 to the separability of the fuselage segments 12 ' and 14 'apart. Both supporting frames are connected to each other by a connecting piece 52 elastically connected, so that their mobility against each other is not limited but the interior of the segments is isolated from the underbody area.
  • a section 54 of the fuselage segment 12 ' is formed in which concentrates the joint and chassis functions are.
  • connection of the support frames 48 and 50 with the jacket 18 and 18 'of the fuselage segments is basically fixed in all embodiments.
  • Sheath and support frame form at the railway vehicle according to the invention a vehicle dynamic unit, wherein the load of Mantels supported by the support frame and is transmitted to the pair of wheels.
  • this principle is fundamentally not deviated from However, in the area of the joint and chassis section 54 a slight mobility the support plate allowed relative to the jacket. This flexibility will help you made of a special connecting element 56.
  • FIG. 6 a shows an example of such a connection element 56 in a cross-sectional view. shown in Figure 6b in a perspective view.
  • the connecting elements 56 are arranged on both transverse sides of the support frame 48 and 50 opposite one another. In each case a plurality of connecting elements 56 arranged one behind the other be.
  • the connecting element 56 has a rectangular back plate 58 which is connected to the body shell 18 'is connected. In the present embodiment, this is a simple screw provided, for which the back plate 58 has a plurality of holes 60. From the back plate 58, a cylindrical pin 62 extends to the transverse side of the support frame 48 out.
  • the back plate 58 and the pin 62 are integrally made of a rigid Material, preferably made of metal. From about half to the front end its longitudinal extension is the pin 62 of a firmly connected with him rubber jacket 64 surrounded.
  • This is made of an outer jacket firmly attached to it 66 which extends beyond the end of the pin 62 and thereby to the support plate 48 tapers towards the transverse side with a slot-shaped opening 68 fixed to include.
  • the support plate can not be moved relative to the opening 68.
  • a screw connection between the support plate 48 and the outer shell 66 of the connecting element provided.
  • the support plate and the pin 62 are at a small distance from each other arranged so that the support plate 48 together with the outer shell 18'- maximum up to the stop on the pin 62 - a piece to move on this, the Rubber sheath 64 is elastically deformed, the kinetic energy of the support plate 48 across the Track receives and generates a deflection of the opposing restoring force.
  • this distance allows a tilting movement of the support frame 48 together with the outer shell 66 against the pin 62.
  • a slow inclination of the support frame 48 against the segmental casing occurs at inclination ramps of the outer rail when entering or Exit from railroad tracks on.
  • Short-term or high-frequency tilting movements for example Due to unevenness of the rails, are due to the rubber-metal construction of the connecting element 56 is damped.
  • the maximum tilt angle of the support plate against the pin is characterized by the low compressibility of the elastomer, from the the rubber jacket 64 is made, limited between the outer shell 66 and the pin 62. Beyond this limit, inclinations appear on the hull mantle transfer.
  • the first connecting element 56 thus allows on the one hand the Transmission of tracking forces on the joint and chassis section 54 of the segmental jacket. On the other hand, it dampens the transmission of short-term and high-frequency pulses from the rails over the chassis and the support plate to the segment jacket.
  • the transverse extent of the support frames is slightly smaller in this section 54 than in the other Fuselage segment sections
  • FIG. 7 shows a fuselage segment 70 of a further embodiment of the invention in FIG a schematic cross-sectional view shown.
  • the chassis 8 its connection to here designed as a plate support frame 72 has been explained above, is here by a Wheelset indicated, whose wheels through openings, outside the cross-sectional plane lie, protrude from the fuselage mantle to the track 2 out. A deflection of the wheels is not provided.
  • Above the support frame 72 may, if necessary, additional Damping and suspension stages, a (not shown here) inner bottom are stored, which is supported with all the load applied to the support frame 72. It is a common one Two seating 74 with aisle provided. It turns out that compared to conventional Vollbahn vehicles the standard gauge a considerable gain in space is achieved.
  • the Width b of the illustrated fuselage segment 70 is, for example, 3.30 m, which is why Particularly noteworthy is because this width is practically the entire length of the train to Available. This also salons in the restaurant car with bilateral Set up two-seater, which brings improved usability as the number Passengers per train length is increased. The comfort is even increased.
  • a variety of uses are possible. So one can be Segment, for example, a kitchen or a bicycle compartment accommodate.
  • the number of With doors provided segments can be adjusted to the individual traffic conditions configure. In local transport, the number of door areas with standing opportunities is corresponding bigger. For night traffic can be provided spacious sleeping compartments.
  • segment jacket to the track down to the Wheel area inside - the wheels partly overlapping laterally - extends. Possibly a fairing can even cover the entire floor area except the wheel openings lock in.
  • the invention is not limited in its execution to the above preferred embodiments. Rather, a number of variants is possible, which make use of the illustrated solution in a different kind of execution.
  • the reinforced or self-reinforcing plastic construction Although preferred under lightweight aspects, but it is also a light metal construction, for example or a steel skeleton composite construction with plastic or light metal planking possible.
  • thermosets are in plastic construction - in compliance with Cost situation - in principle also carbon or polymer fiber reinforced thermosets or thermoplastics can be used, where appropriate, in an advantageous manner by incorporating aligned Reinforcement material a on or u.U. also biaxial preferred orientation imprinted becomes.
  • elastomer in addition to rubber, for example, elastomers based on PU foam O.A. be used.

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Claims (24)

  1. Véhicule ferroviaire (4) fonctionnant sur des voies ferrées traditionnelles sous-jacentes (2), comportant une carcasse comprenant une pluralité d'éléments de carcasse (10, 12, 14) sensiblement rigides et disposés les uns derrière les autres, qui s'appuient respectivement par au moins une paire de roues (8) sur la voie (2) et qui possèdent à leurs extrémités tournées les unes vers les autres des raccords de segments (16) qui couplent ensemble de manière articulée et détachable des segments de carcasse voisins, continuent le contour extérieur des segments de carcasse (10, 12, 14, 12', 14') entre ceux-ci et, lors du passage sur des courbes, des sommets et des pentes de voies, établissent une compensation de distance, et dans lequel la paire de roues (8), vue dans le sens longitudinal du véhicule ferroviaire (4), est disposée sensiblement au centre en dessous du châssis porteur (48, 50) du segment de carcasse respectif (10, 12, 14), caractérisé en ce que les segments de carcasse (10, 12, 14, 12', 14') présentent une section transversale creuse constante dans le sens longitudinal de la voie (2) et une longueur de construction rigide ainsi qu'une longueur de construction de moins de 6 mètres, de sorte qu'au niveau des courbes de voie d'un rayon allant jusqu'à moins de 150 m, chaque segment de carcasse (10, 12, 14, 12', 14') déborde de la voie (2) des deux côtés par son extension transversale à chaque fois d'une longueur qui est sensiblement constante le long du véhicule ferroviaire (4) et que les raccords de segments (16) comportent des éléments de couplage (24, 26, 28, 26', 28') qui, pour permettre le passage sensiblement exclusif de la correspondance mécanique entre les segments de carcasse (10, 12, 14, 12', 14'), s'étendent sur leurs faces frontales le long de leur contour extérieur et/ou sont disposés répartis de manière homogène sur les faces frontales des segments de carcasse (10, 12, 14, 12', 14') dans le sens circonférentiel.
  2. Véhicule ferroviaire selon la revendication 1, caractérisé en ce que les segments de carcasse (10, 12, 14, 12', 14') comportent une enveloppe de forme approximativement tubulaire (18, 18') substantiellement fermée dans le sens circonférentiel jusqu'aux ouvertures des roues (8).
  3. Véhicule ferroviaire selon la revendication 1 ou 2, caractérisé en ce que sa surface extérieure ne présente pas de marches ou de talons substantiels.
  4. Véhicule ferroviaire selon une des revendications précédentes, caractérisé en ce que chaque segment de carcasse (10, 12, 14, 12', 14') présente un châssis porteur (48, 50) disposé à l'intérieur de son enveloppe (18, 18') et s'appuyant sur la paire de roues (8), lequel châssis porteur s'étend sensiblement parallèlement à la surface des rails sur la longueur et la largeur du segment de carcasse (10, 12, 14, 12', 14') et supporte l'au moins une partie substantielle de la charge de l'enveloppe (18, 18').
  5. Véhicule ferroviaire selon la revendication 4, caractérisé en ce que l'enveloppe (18, 18') est fixée sur le châssis porteur (48, 50) près de ses côtés orientés dans le sens transversal.
  6. Véhicule ferroviaire selon la revendication 4 ou 5, caractérisé en ce que les châssis porteurs (48, 50) des segments de carcasse voisins (10, 12, 14, 12', 14') sont reliés élastiquement entre eux.
  7. Véhicule ferroviaire selon une des revendications précédentes, caractérisé en ce que la droite de liaison entre les points centraux des roues d'une paire de roues (8) se trouve dans un plan de section transversale du segment de carcasse correspondant (10, 12, 14, 12', 14').
  8. Véhicule ferroviaire selon une des revendications 4 à 7, caractérisé en ce que la paire de roues (8) est reliée élastiquement au châssis porteur respectif (48, 50).
  9. Véhicule ferroviaire selon une des revendications 1 à 8, caractérisé en ce que le châssis porteur du segment de carcasse (12', 14') adjacent à cet endroit s'appuie sur cette paire de roues (11).
  10. Véhicule ferroviaire selon une des revendications précédentes, caractérisé en ce que le raccord de segments (16, 16') entre deux segments de carcasse voisins (10, 12, 14, 12', 14') présente des éléments de couplage élastiques (24, 26, 28, 26', 28').
  11. Véhicule ferroviaire selon une des revendications précédentes, caractérisé en ce que le raccord de segments (16, 16') entre deux segments de carcasse voisins (10, 12, 14, 12', 14') présente des éléments de couplage fonctionnant au fluide (24, 26, 28, 26', 28').
  12. Véhicule ferroviaire selon la revendication 11, caractérisé en ce que les éléments de couplage sont des vérins à double action.
  13. Véhicule ferroviaire selon une des revendications précédentes, caractérisé en ce que les éléments de couplage sont réalisés sous forme de ressorts à soufflets roulants (24, 26, 28, 26', 28') qui présentent chacun un soufflet roulant (26, 26') avec un renfoncement s'étendant surtout dans le sens circonférentiel de l'enveloppe (18, 18'), dans lequel s'engrène à chaque fois un piston (28, 28') disposé en face de la face frontale du segment de carcasse voisin (12, 14, 12', 14').
  14. Véhicule ferroviaire selon la revendication 13, caractérisé en ce que le profil de section transversale du soufflet roulant (26, 26') est approximativement en forme de U.
  15. Véhicule ferroviaire selon la revendication 13 ou 14, caractérisé en ce que l'extrémité (44) de piston (23') s'engrenant dans le soufflet roulant est renflée.
  16. Véhicule ferroviaire selon une des revendications 13 à 15, caractérisé en ce que les faces frontales opposées disposées de manière complémentaire présentent chacune des soufflets roulants (26, 26') et des pistons (28, 28').
  17. Véhicule ferroviaire selon une des revendications 11 à 16, caractérisé en ce que les éléments de couplage (24, 26, 26') fonctionnant au fluide sont reliés chacun à un raccord de segment (16, 16') pour compenser la pression.
  18. Véhicule ferroviaire selon une des revendications 12 à 17, caractérisé en ce que les volumes intérieurs d'au moins un nombre partiel de soufflets roulants (26, 26') sont divisés en cellules partielles dont la pression de fluide est contrôlable et/ou réglable les unes indépendamment des autres.
  19. Véhicule ferroviaire selon une des revendications précédentes, caractérisé par un câble de couplage (34) guidé entre les faces frontales tournées les unes vers les autres des segments de carcasse (10, 12, 14) sur toute la circonférence par des rouleaux (30, 32) fixés alternativement à chaque fois sur une des faces frontales tournées les unes vers les autres et dont les extrémités sont reliées entre elles de manière détachable.
  20. Véhicule ferroviaire selon la revendication 19, caractérisé en ce que le câble de couplage (34) est guidé à travers un alésage (36) s'étendant dans le piston (28, 28') dans le sens circonférentiel.
  21. Véhicule ferroviaire selon une des revendications précédentes, caractérisé par une membrane (20), notamment élastique, se terminant à fleur avec la surface extérieure de l'enveloppe (18, 18'), recouvrant totalement vers l'extérieur le raccord de segments (16, 16') dans le sens longitudinal et dans le sens circonférentiel de l'enveloppe (18, 18') et s'engrenant dans des gorges (22) pratiquées dans les deux enveloppes de segments (16, 16') à l'aide de bourrelets (40) réalisés des deux côtés et s'étendant dans le sens circonférentiel.
  22. Véhicule ferroviaire selon une des revendications précédentes, caractérisé en ce que la longueur du segment de carcasse (10, 12, 14, 12', 14') est de sensiblement 3 à 5 m, notamment 4 m.
  23. Véhicule ferroviaire selon une des revendications précédentes, caractérisé en ce que l'extension des segments de carcasse (10, 12, 14, 12', 14') transversalement à la voie (2) va de 3,00 à 3,30 m.
  24. Véhicule ferroviaire selon une des revendications précédentes, caractérisé en ce que les segments de carcasse rigides (10, 12, 14, 12', 14') sont réalisés par assemblage de fibres composites, notamment en plusieurs couches.
EP99923591A 1998-05-13 1999-05-12 Vehicule sur rails Expired - Lifetime EP1077855B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19823381 1998-05-13
DE19823381 1998-05-13
DE19827817 1998-06-17
DE19827817A DE19827817C2 (de) 1998-05-13 1998-06-17 Gliederfahrzeug
PCT/EP1999/003300 WO1999058384A1 (fr) 1998-05-13 1999-05-12 Vehicule sur rails

Publications (2)

Publication Number Publication Date
EP1077855A1 EP1077855A1 (fr) 2001-02-28
EP1077855B1 true EP1077855B1 (fr) 2005-09-07

Family

ID=26046399

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99923591A Expired - Lifetime EP1077855B1 (fr) 1998-05-13 1999-05-12 Vehicule sur rails

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Country Link
EP (1) EP1077855B1 (fr)
AU (1) AU4040999A (fr)
WO (1) WO1999058384A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19952733A1 (de) * 1999-10-27 2001-05-10 Deutsche Bahn Ag Fahrzeugsegment für ein schienengebundenes Gliederfahrzeug
DE10022543B4 (de) * 1999-10-27 2005-08-18 Db Reise & Touristik Ag Schienengebundenes Fahrzeugsegment mit rumpfintegierter Fliehkraftkompensation
PL2489567T3 (pl) * 2011-02-16 2015-04-30 Huebner Gmbh & Co Kg Przejście między dwoma wagonami pojazdu szynowego, zwłaszcza pojazdu szynowego o dużej prędkości jazdy

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB737974A (en) * 1952-10-08 1955-10-05 Alweg Forschung Gmbh Improvements in coupling systems for vehicles
US2865306A (en) * 1956-03-16 1958-12-23 Pullman Standard Car Mfg Co Train consist
ES339112A1 (es) * 1967-04-10 1968-04-16 Goicoechea Omar Procedimiento perfeccionado para la construccion de trenes vertebrados.
DE2232279A1 (de) 1972-06-30 1974-01-10 Huebner Kg Kurt Gliederfahrzeug, insbesondere schienengliederfahrzeug
DE3124682C2 (de) 1981-06-24 1986-04-30 Messerschmitt-Bölkow-Blohm GmbH, 8012 Ottobrunn Wagenübergangseinrichtung für spurgeführte Hochgeschwindigkeitsfahrzeuge
FR2599308B1 (fr) * 1986-05-27 1990-03-09 Caoutchouc Manuf Plastique Joint tubulaire forme de deux membranes roulantes sous faible surpression pour anneau d'intercirculation
DE4213948A1 (de) 1992-04-28 1993-11-04 Man Ghh Schienenverkehr Schienenfahrzeug
DE19617978A1 (de) 1996-05-14 1997-01-09 Juergen Dr Wolf Erdgaselektrische Fahrzeuge des Schienenpersonennahverkehrs

Also Published As

Publication number Publication date
WO1999058384A1 (fr) 1999-11-18
AU4040999A (en) 1999-11-29
EP1077855A1 (fr) 2001-02-28

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