Depot for multi-unit rail vehicles and rail vehicles

Abstract

According to one embodiment, a car body section (50, 50', 60, 60', 70, 70') for a multi-unit rail vehicle (500, 600, 700) includes a first car body section (7, 7') and a second car body section (6, 6'), the second car body section being connected to the first car body section (7, 7') so as to be rotatable about a vertical axis (10, 10', z) of the car body section (50, 50', 60, 60', 70, 70'). A first passenger transition area (P1, P1') is formed between the first car body section (7, 7') and the second car body section (6, 6'). The second car body section (6, 6') has, at one end facing away from the first car body section (7, 7'): two mechanical coupling elements (11, 11') for coupling to another car body section (50', 50, 60', 60, 70', 70); an electrical coupling element (2, 2') for electrically connecting to the another car body section (50', 50, 60', 60, 70', 70); and a bellows (4, 4') for a second passenger transition area (P2) to the another car body section (50', 50, 60', 60, 70', 70), or a connection for the bellows (4, 4'). The mechanical coupling elements (11, 11') are connected to the second car body section (6, 6') via respective joints (1, 1'), the joints enabling a rotational movement about a horizontal axis (y) perpendicular to the vertical axis (z) and a longitudinal axis (x) of the second car body section (6, 6'), the longitudinal axis being perpendicular to the vertical axis (z).

Description

Technical Field

[0001] The present invention relates to a vehicle depot for multi - unit rail vehicles, in particular for a vehicle depot for continuously accessible multi - unit rail vehicles (multi - unit rail vehicles that can always continue to move forward), and to a rail vehicle, in particular a continuously accessible multi - unit rail vehicle for passenger transport. Background Art

[0002] Due to the increasing demand for the transport capacity of rail vehicles (e.g., for rail vehicles that continuously transport passengers) in passenger transport, rail vehicles tend to become longer. On the other hand, the length of existing maintenance depots is limited. Therefore, longer rail vehicles are usually separated before maintenance and then reassembled. Existing stations may also often not be able to be sufficiently extended due to cost and / or space reasons.

[0003] WO 2018095984 A1 describes an articulated vehicle that includes a body and at least one transition carriage disposed between the bodies, wherein the transition carriage consists of three sections, where two end sections are disposed at opposite ends of a central section and are connected to the central section via respective pivot joints that allow the end sections to be pivotable relative to the central section about the vertical axis of the articulated vehicle, and wherein each of the end sections is connected to an adjacent body via a joint that allows pivotability about the transverse axis or the longitudinal axis of the articulated vehicle, and wherein at least one passenger cabin door is disposed in the central section.

[0004] WO 2001030628 A1 describes a vehicle depot for a rail - type articulated vehicle that includes a support structure disposed on at least a pair of wheels and includes an outer covering having a tubular cross - section, the outer covering being located on the support structure and covering the mounting portion of the vehicle depot, whereby the longitudinal axis of the covering extends in the forward direction. The covering of the vehicle depot can be coupled in a rigid manner to the covering of an adjacent vehicle depot and includes at least one articulated covering section having a predetermined length in the longitudinal axis direction.

[0005] Furthermore, EP 0533028 A1 describes a low - floor light rail vehicle consisting of a passenger cabin and chassis components that receive a drive mechanism and are connected to each other at the end faces by means of articulated components.

[0006] EP 0915001 A1 describes a device for connecting the bodies of preferably rail passenger transport vehicles, in which a rubber bellows-like device is arranged between the annular frame-like ends of the body, the rubber bellows-like device being composed of an elastically deformable material equipped with energy absorption characteristics and a material that plastically deforms irreversibly after further energy absorption exceeds a predetermined load limit, in which an integrated transmission element is provided, the transmission element being equipped with formed spring areas distributed across the annular body cross-section, and the transmission element transmitting the tensile forces occurring at the ends by means of connecting elements and distributing the compressive forces evenly to the ends in combination with the material of the device, and in which the relative movement of the body caused by the load and the travel path is unobstructed.

[0007] CH 359733 describes a railway train that includes a wheel-less box-shaped coupling part, in which the coupling part is pivotally supported by the bogies of adjacent carriages (i.e., its predecessor and its follower), and in which the coupling part is connected to its predecessor and its follower by rods such that the vertical axis of the coupling part is automatically adjusted to the vertical axes of the predecessor and the follower at any time and is in the bisecting position between these two vertical axes.

[0008] Disadvantages of the prior art

[0009] In previously known solutions for continuously accessible multiple-unit rail vehicles, specifically for these types of low-floor trams, the separation points within / between the coupled vehicle sections are not comfortable enough for passengers, cannot be separated quickly, and / or must be guided together with the support elements to be separated and / or after separation.

[0010] Problem

[0011] An object of the present invention is to simplify and / or accelerate the separation of rail vehicle sections that can possibly pass, specifically for low-floor trams, and to make the corresponding separation area have a high level of comfort or good usability in the connected state. Summary of the Invention

[0012] The above problems are solved by the vehicle section according to claim 1 and the rail vehicle according to claim 6.

[0013] According to one embodiment, a vehicle section for a multi-unit rail vehicle includes a first body section and a second body section, the second body section being rotatably connected to the first body section about a vertical axis of the vehicle section. A first passenger transition area is formed between the first body section and the second body section. The second body section has, at an end facing away from the first body section, two mechanical coupling elements for coupling to another vehicle section, an electrical coupling element for electrically connecting to another vehicle section, and a bellows for a second passenger transition area to another vehicle section or a connection for the bellows. The mechanical coupling elements are connected to the second body section via respective joints that enable rotational movement about a horizontal axis that is perpendicular to the vertical axis and to a longitudinal axis of the second body section, the longitudinal axis being perpendicular to the vertical axis.

[0014] This type of vehicle section can be connected mechanically and also electrically (relatively) quickly (e.g., within 15 minutes, 10 minutes, or even just 5 minutes) to another vehicle section with a similar design via appropriately designed mechanical coupling elements and electrical coupling elements depending on the version, and can be separated from each other again within a comparable time interval.

[0015] This makes it possible to use longer rail vehicles without, for example, having special requirements for a transfer station for maintenance purposes.

[0016] Specifically, additional guiding and / or supporting elements (e.g., auxiliary bogies) are not required for connecting and separating the vehicle sections or when in a separated state. In this way, the connection and separation of the vehicle sections can be further simplified. Depending on the version, separation or connection can even be carried out, if necessary, without leaving the rail vehicle.

[0017] The vehicle section is typically a fully developed module that may integrate doors, seats, and windows, where outer doors are usually not provided in the first passenger transition area or the second passenger transition area.

[0018] By using a separable bellows connection for the airtight sealing of the second passenger transition area, additional passenger comfort and passenger safety can also be increased due to continuity.

[0019] Furthermore, at the separation point (connection point) formed in the second passenger transition area between the vehicle sections, the passenger compartment can also be fully utilized.

[0020] Additionally, the attractiveness of the passenger compartment can be further enhanced by shortening and / or widening the second passenger transition area.

[0021] Additionally, an additional bellows is usually provided in the first passenger transition area between the first body section and the second body section, which provides an external airtight sealing for the first passenger transition area.

[0022] It should be noted here that the vehicle sections in the first passenger transition area are generally not easily separable, at least not as easily as, or as quickly as, those in the second passenger transition area.

[0023] Accordingly, the (quick) separation of the multiple-unit rail vehicle formed by the vehicle sections described herein is carried out in the corresponding second passenger transition area.

[0024] In order to enable the vehicle sections to be designed most simply and combined most freely into a continuous rail vehicle, the first body section may have, at the end of the vehicle section facing away from the second body section (for both the end of the vehicle section designed as a power car or the end of the vehicle section with a driver's cab), another mechanical coupling element for coupling to another vehicle section, another electrical coupling element for electrical connection to another vehicle section, and / or another bellows for the third passenger transition area to another vehicle section, or a connection for yet another bellows. Thus, a separable articulated connection with two degrees of freedom is provided in the third passenger transition area, which enables a rotational movement about the transverse axis of the first body section, the transverse axis being perpendicular to the vertical axis and the longitudinal axis perpendicular to the vertical axis of the first body section, and also enables a rotational movement about the longitudinal axis of the first body section of the corresponding vehicle section.

[0025] Although the additional bellows in the first passenger transition area between the first body section and the second body section are generally not arranged as quick-release, the connection for the bellows and another bellows is usually designed as a quick-release flange or sliding fastener or weatherstrip connection.

[0026] It can thus be assumed that the two vehicle sections to be connected (coupled to each other) have corresponding bellows with suitable flanges or sliding fasteners or weatherstrip connections.

[0027] Alternatively, the bellows can also be provided by only one of the two vehicle sections to be connected and can be connected to the corresponding flange or sliding fastener or weatherstrip connection of the other vehicle section.

[0028] The corresponding joint generally has only one degree of freedom.

[0029] Since in the rail vehicle formed by the vehicle sections described herein, the joints are arranged with only one degree of freedom in the second passenger transition area, the overlap of vertical and lateral movements is avoided at the floor covering in the second passenger transition area. Thus, the comfort of the passengers in the rail vehicle can also be increased.

[0030] In addition, the corresponding joint generally allows only one rotational movement in an angular range of at least 1° and / or at most 90°. Thus, in this embodiment, the joint is subsequently also referred to as a pivot joint.

[0031] It should be noted here that depending on the type of car body section, the angular range of the pivot joint can also be smaller, for example, it can be in the range from 1° to 35°, or only up to 30°, or even only up to 25°. For geometric reasons, the spacing of the corresponding pivot point to the end face of the car body section is decisive (a larger distance usually requires a larger angular range).

[0032] Car body sections that are connected (coupled) to each other via a pivot joint can generally only pivot relative to each other about the transverse axis and can move translationally relative to the vertical axis.

[0033] In addition, the joints for the articulated connection of two mechanical coupling elements to the second car body section can be arranged coaxially with each other. These joints are generally designed as corresponding pivot joints with (pivot) axes that are (axially) parallel to each other, and / or are arranged on the second car body section, specifically on the lower part of the second car body section and / or at the same vertical height.

[0034] The electrical coupling elements are generally arranged between the two mechanical coupling elements (in the direction of the transverse axis in a top view). In this way, the separation / connection of the car body sections can be further simplified because the mechanical and electrical coupling elements are arranged adjacent to each other in the horizontal direction (lateral direction).

[0035] In addition, the electrical coupling elements can also be arranged on the lower part of the second car body section. In this way, the separation / connection of the car body sections can also be further simplified because the mechanical and electrical coupling elements are arranged adjacent to each other in the vertical direction.

[0036] In addition, the electrical coupling elements can generally have electrical contact bridges that can be separated very quickly.

[0037] The corresponding mechanical coupling elements can have quick-break couplings at the ends opposite their joints, specifically the coupling elements of automatic or semi-automatic couplings, or can be designed as such coupling elements here.

[0038] For example, the coupling element can have a coupling rod connected to its joint, and a corresponding coupling element at the end opposite its joint.

[0039] In addition, the corresponding mechanical coupling elements can have (integrated) shock absorber elements and / or (integrated) energy absorption elements.

[0040] As currently used, the term "shock absorber element" describes an element for attenuating or even receiving the tensile and impact forces that are usually transmitted during normal driving operations and during the coupling and decoupling of the car body sections via the coupling elements. For example, the shock absorber element can be an (integrated) damper (buffer) for normal driving operations, specifically an elastic damper.

[0041] However, during, for example, an impact (collision) of the vehicle against an obstacle or during a sudden braking of the vehicle, the shock absorber element is not designed to (is insufficient to) exceed the normal operating load.

[0042] In contrast, the energy absorption element is designed to absorb at least a large amount of energy during a collision.

[0043] Accordingly, the energy absorption capacity of the energy absorption element is typically significantly greater, for example at least five times or even at least ten times the energy absorption capacity of the shock absorber element.

[0044] Although the shock absorber element is typically designed to be reversible or elastic, the energy absorption element can be designed to be reversible (regenerative), irreversible, or partially reversible.

[0045] The first body section is typically connected to the second body section via a swivel joint having only one degree of freedom, wherein the swivel joint has a rotation axis parallel to the vertical axis.

[0046] Accordingly, an overlap of vertical and lateral movements is avoided at the floor covering in the second passenger transition area. Thus, the comfort of the passengers of the rail vehicle can also be increased.

[0047] However, the first body section can also be connected to the second body section via two swivel joints coaxially arranged with respect to its rotation axis.

[0048] By using a pivot joint (or two pivot joints) having only one degree of freedom on the second body section and a swivel joint having only one degree of freedom (or two swivel joints typically arranged on top of each other), the vehicle section can be a statically determined system having only one degree of freedom.

[0049] Specifically, the first body section and the second body section can move relative to each other only about the rotation axis (during normal operation).

[0050] In addition, it can be assumed that the first body section as well as the second body section are at least substantially rigid.

[0051] In contrast, previously known separation points between body sections in a continuously accessible rail vehicle are equipped with at least 2 degrees of freedom to enable them to move relative to each other. After separation, the separation points are guided only by support elements and for this reason alone, they cannot be easily (without additional components) and / or quickly separated / connected.

[0052] According to one embodiment, a rail vehicle, such as a low-floor tram, includes a first rail vehicle section and a second rail vehicle section. The first rail vehicle section includes a first body section and a second body section, and the second body section is connected to the first body section via a rotary joint rotatable about a vertical axis around the first rail vehicle section. The second rail vehicle section includes a first body section and a second body section, and the second body section is connected to the first body section of the second rail vehicle section via a rotary joint rotatable about a vertical axis around the second rail vehicle section. A bellows is removably arranged in the passenger transition area between the second body section of the first rail vehicle section and the second body section of the second rail vehicle section. A quick-release mechanical connection device (hereinafter also referred to as a mechanical coupling device) connects the second body section of the first rail vehicle section to the second body section of the second rail vehicle section such that the vertical axis of the first vehicle section and the vertical axis of the second rail vehicle section are arranged in a plane and can be pivoted to the vertical axis of the second rail vehicle section in this plane, and / or such that the second body section of the first rail vehicle section is displaceable relative to the second body section of the second rail vehicle section in the direction of at least one of the two longitudinal axes.

[0053] Therefore, the mechanical connection device can connect the second body section of the first rail vehicle section to the second body section of the second rail vehicle section such that a statically determined system with only one degree of freedom is formed.

[0054] The second body section of the first rail vehicle section is generally not displaceable relative to the second body section of the second rail vehicle section in a direction perpendicular to at least one of the two longitudinal axes.

[0055] In addition, the mechanical connection device can have a mechanical coupling device and two rotary joints connected to the mechanical coupling device, and the rotary joints are generally designed as pivot joints with rotary axes parallel to each other.

[0056] The mechanical coupling device can have two coupling elements, and the coupling elements are (quickly) removably connected to the corresponding one of the two joints to be rotatable to the corresponding body section, and the joints are (quickly) removably connected to each other via the coupling elements.

[0057] In addition, the mechanical coupling device can have a shock absorber element and / or an energy absorption element.

[0058] Specifically, the mechanical coupling device can be designed as a short coupling. This enables a particularly short connection (passenger transition) between the body sections.

[0059] In addition, the mechanical coupling device can be an automatic or semi-automatic coupling.

[0060] The mechanical connection device between the first rail vehicle section and the second rail vehicle section generally has two corresponding mechanical coupling devices.

[0061] In addition, a detachable electrical connection device is usually arranged between the first rail vehicle section and the second rail vehicle section.

[0062] The electrical connection device can be designed as an automatic connection device.

[0063] The electrical connection device is usually arranged between two corresponding mechanical coupling devices in the direction of the transverse axis.

[0064] The electrical connection device and the mechanical coupling device can also be designed as a combined connection device, specifically a combined automatic or semi-automatic connection device.

[0065] In addition, one or even both of the second body sections may not be directly supported by the bogie.

[0066] Another passenger transition area with another bellows is usually provided between the first body section and the second body section of the two rail vehicle sections.

[0067] An outer door is usually not provided in the passenger transition area.

[0068] The first rail vehicle section and the bellows can be formed by the vehicle sections described herein.

[0069] The second rail vehicle section and the bellows can also be formed by the vehicle sections described herein.

[0070] However, the first rail vehicle section and / or the second rail vehicle section can also be the corresponding vehicle sections described herein (with corresponding mechanical and electrical coupling elements suitable for each other).

[0071] Except for the rail vehicle sections for the ends of the vehicle, the rail vehicle sections can be designed at least substantially the same.

[0072] The previously described features of the exemplary embodiments can be combined in any desired manner. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] The drawings illustrate embodiments and, together with the description, are used to explain the principles of the present invention. The elements in the drawings are related to each other and are not necessarily drawn to scale.

[0074] Like reference numerals correspond to like parts accordingly.

[0075] Figure 1A A schematic side view of a rail vehicle according to an embodiment is shown.

[0076] Figure 1B Shows according to an embodiment Figure 1A A top view of the rail vehicle shown in

[0077] Figure 2AShows a schematic side view of a rail vehicle according to an embodiment.

[0078] Figure 2B Shows according to an embodiment Figure 2A Top view of the rail vehicle shown in

[0079] Figure 3A Shows a schematic side view of a rail vehicle according to an embodiment.

[0080] Figure 3B Shows according to an embodiment Figure 3A Top view of the rail vehicle shown in Detailed Description

[0081] Figure 1A Shows a schematic side view of a multi - unit rail vehicle 500 for passenger transport, and Figure 1B A corresponding schematic top view is shown from above the rail vehicle 500. The rail vehicle 500 can also be a local or long - distance train, a light rail train or a tram. Specifically, the rail vehicle can be a low - floor tram.

[0082] For reasons of simplicity, in Figure 1A and Figure 1B (and subsequent figures) only two rail vehicle segments (cars) 50, 50' are (partially) depicted, which can be quickly separated from each other in the region of a vertically oriented plane 9 (separation point / connection point).

[0083] For the sake of orientation, each of the figures has a Cartesian coordinate system, where x and y describe the horizontal direction or coordinates and z describes the vertical direction or coordinates. Additionally, the x - direction can correspond to the longitudinal direction (longitudinal axis), for example the driving direction, and the y - direction can correspond to the transverse direction (transverse axis) of the corresponding rail vehicle on a straight track section (not depicted) oriented in the x - direction. On such a track section, the z - direction is parallel to the vertical axis of the corresponding rail vehicle (and the vehicle segment or body segment of the rail vehicle). However, on a curved track section, the longitudinal direction, transverse direction and / or longitudinal axis of the corresponding segment can deviate from each other (e.g., pivot or incline towards each other).

[0084] Each of the two vehicle segments 50, 50' consists of a first body segment 7, 7' and a second body segment 6, 6' which is only partially depicted, and the second body segment is connected to the corresponding first body segment 7, 7' so as to be rotatable about the vertical axis 10, 10' of the corresponding vehicle segment 50, 50'.

[0085] In the exemplary embodiment, the two longitudinal axes 10, 10' are parallel to each other, so that the vehicle segments 50, 50' are located on a straight track section (not shown) via the corresponding chassis 8, 8'.

[0086] Corresponding first passenger transition regions P1, P1' with elastic bellows 5, 5' for external airtight sealing are located between the first vehicle body segments 7, 7' and their second vehicle body segments 6, 6'.

[0087] Outside the actual passenger transition regions P1, P1', the first vehicle body segments 7, 7' are connected to their second vehicle body segments 6, 6' in these regions via respective rotary joints 3, 3' which generally have only one degree of freedom, so that the rail vehicle 500 can more precisely bend and travel on a track deviating horizontally to the left or right from a straight line, the single axis of rotation of the rotary joints being parallel to the respective vertical axes 10, 10' (z-direction), or can even be regarded as the vertical axes 10, 10' of the respective vehicle segments 50, 50'.

[0088] As depicted in Figure 1A The corresponding mechanical connection between the vehicle body segments of the vehicle segments 50, 50' can be achieved via two joints 3, 3' arranged coaxially with each other, i.e., via a lower joint and an upper joint. For example, the lower joint and the upper joint can each be a pivot bearing.

[0089] The two second vehicle body segments 6, 6' are coupled to each other in a quick-release manner in a second passenger transition region P2 between the two second vehicle body segments 6, 6' via suitable mechanical coupling elements 11, 11' and electrical coupling elements 2, 2'.

[0090] In addition, elastic bellows 4, 4' for airtight sealing between the vehicle segments 50, 50' are provided in the second passenger transition region P2.

[0091] No outer doors are provided in the passenger transition regions P1, P1', P2. These can be provided by one or more of the vehicle body segments 6, 6', 7, 7'.

[0092] The mechanical coupling elements 11, 11' and the electrical coupling elements 2, 2' can be separable and / or connectable manually, however preferably automatically or semi-automatically.

[0093] In addition, the mechanical coupling elements 11, 11' and the electrical coupling elements 2, 2' can be part of a combined automatic or semi-automatic connection device (coupling system).

[0094] In an exemplary embodiment, the bellows 4, 4', similar to the mechanical coupling elements 11, 11' and the electrical coupling elements 2, 2', are separable (at least approximately) in the middle between the second vehicle body segments 6, 6' in the region of the plane T (separation point, separation plane), specifically as (here) separable bellows (folded or corrugated bellows).

[0095] However, as in Figure 1AIt is indicated by reference numeral 4 in the area of the car body section 50'. The corrugated pipe can also be formed by a continuous corrugated pipe 4 which is connected to the second car body section 6' of the car body section 50' in a (quickly) releasable manner. The continuous corrugated pipe 4 can alternatively or additionally be detachably connected to the second car body section 6 of the car body section 50.

[0096] In an exemplary embodiment, four mechanical coupling elements 11, 11' are connected to the respective second car body sections 6, 6' via respective pivot joints 1, 1' having only one degree of freedom, which enables a restricted rotational movement about a transverse axis oriented in the y direction.

[0097] Therefore, the two car body sections 6, 6' can be displaced relative to each other only within a limited range in the direction of two longitudinal axes (z direction), which are parallel to the respective rotational axes 10, 10' defined (definable) or defined (definable) by the rotational axes 10, 10' of the rotary joints 3, 3', and the longitudinal axes (10, 10') of the car body sections can be pivotally rotated towards each other within a limited range about the transverse axis y to facilitate the running of the rail vehicle 500 on a vertically inclined and descending track.

[0098] In Figure 1A the possible pivotal movements are depicted by respective dashed arrows in the planes 9, 9' of the car body sections 50, 50', which planes are perpendicular to the coupling elements 11, 11' connected to each other on the longitudinal axis oriented in the x direction and are generally pivotable only about the transverse axis oriented in the y direction. Therefore, the planes 9, 9' can also be represented as the pivotal planes of the car body sections 50, 50' or the rail vehicle 500.

[0099] In other words, the two car body sections 50, 50', specifically their rigid second car body sections 6, 6' are connected to each other via mechanical connection means 1, 1', 11, 11' formed by the coupling elements 11, 11' and the pivot joints 1, 1' which are quickly and / or easily releasable, and are pivotable relative to each other in the (central) xz plane depicted in Figure 1A and are displaceable relative to each other in the vertical direction z. Therefore, their rotational axes 10, 10' or longitudinal axes are also pivotable relative to each other in the xz plane and are displaceable relative to each other in the z direction (the direction of the rotational axes 10, 10' or longitudinal axes).

[0100] Due to the arrangement of the articulated connection, the second car body sections 6, 6' of the rail vehicle 500 can also be separated from each other without the need for additional support or guiding elements.

[0101] At least in the case of sufficiently rigid car body sections 6, 6', 7, 7', the car body sections 50, 50' are statically determinate systems each having only one degree of freedom. Since the rotary joints 3, 3' have only one degree of freedom, the second car body sections 6, 6' do not tilt during separation.

[0102] The ends of the coupling elements 11, 11' facing away from the respective second body section 6, 6' or the joint 1, 1' (facing each other) are usually designed to mate with each other, more typically designed to be quickly connectable / detachable to each other. Therefore, the coupling elements 11, 11' of the second body section 6, 6' can be designed identically.

[0103] As already mentioned above, the first body segment 7, 7' is only partially depicted. However, its end facing away from the respective second body segment 6, 6', which is not depicted, can be equipped to form a respective third passenger transition area of ​​the first body segment to another vehicle segment, wherein the generally detachable connection to the other vehicle segment is designed in such a way that both rotational movement (about the z-axis) and nodding movement (about the x-axis) are facilitated (articulated coupling with two degrees of freedom). The third passenger transition area can also be designed with the aid of a connecting platform.

[0104] Apart from the ends of mechanical and electrical coupling elements designed to match one another (and, if necessary, first body segments 6, 6' and second body segments 7, 7' of different lengths in the longitudinal direction x), the depicted components of the vehicle segments 50, 50' are each mirror-symmetrical relative to the separation plane T.

[0105] However, the lengths of the first body section 6 , 6 ′ and the second body section 7 , 7 ′ and their interior equipment may be different.

[0106] Figure 2A A schematic side view of a multi-unit rail vehicle 600 for passenger transportation is shown, and Figure 2B A corresponding schematic top view is shown from above the rail vehicle 600. The rail vehicle 600 is similar to the one described above with reference to Figure 1A , 1B A rail vehicle 500 is illustrated.

[0107] The rail vehicle 600 likewise has two vehicle body segments 60 , 60 ′ which are connected to one another. However, the two second vehicle body segments 6 , 6 ′ of the rail vehicle 600 are not supported directly on the running gear.

[0108] However, the second body section 6 , 6 ′ is not tilted after separation.

[0109] Figure 3A A schematic side view of a multi-unit rail vehicle 700 for passenger transportation is shown, and Figure 3B A corresponding schematic top view is shown from above the rail vehicle 700. The rail vehicle 700 is similar to the rail vehicle 700 described above with reference to FIG. Figure 1A , 1B A rail vehicle 500 is illustrated.

[0110] The rail vehicle 700 likewise has two vehicle sections 70 , 70 ′ which are connected to one another. However, the two first vehicle sections 7 , 7 ′ of the rail vehicle 700 are not supported directly on the running gear.

[0111] It should be understood that reference Figures 1A to 3B The rail vehicle segments 50 to 70 ′ described in more detail can be freely combined together to form a rapidly releasable, continuously accessible multi-unit rail vehicle with correspondingly assembled coupling connections 2 , 2 ′, 11 , 11 ′.

[0112] Even though specific embodiments are illustrated and described herein, the illustrated embodiments may be appropriately modified without departing from the scope of the invention. The following claims represent a first non-binding attempt to generally define the invention.

[0113] List of reference numbers

[0114] 1,1' Joint for pivoting movement / pivot joint of a mechanical connection

[0115] 2,2' electrical coupling element (quick release) electrical coupling

[0116] 3,3' Mechanical swivel joint / joint for rotation about a vertical axis (swivel joint)

[0117] 4,4' (Quick Release) Elastic Bellows

[0118] 5,5' elastic bellows

[0119] 6,6' Second (quick release) body section

[0120] 7,7' First body section

[0121] 8,8' chassis, bogie, vehicle frame, running gear

[0122] T "Separation plane" of mechanical coupling

[0123] 9,9' "Pivot plane" for mechanical coupling

[0124] 10 Vertical axis, rotation axis

[0125] 11,11' Coupling elements with (quick release) couplings, (quick release) mechanical couplings (mechanical connecting devices)

[0126] 50,50',60,60',70,70'Vehicle depot / railway vehicle depot / carriage depot

[0127] 500,600,700 (multi-unit) rail vehicles

[0128] P1, P1' Additional passenger transition areas, first passenger transition area

[0129] P2 Passenger transition area, second passenger transition area

[0130] x, y, z Spatial axes.

Claims

1. A first car body section (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'), which is rotatably connected to the first car body segment (7, 7') about a vertical axis (10, 10', z) of the first car body section (50, 50', 60, 60', 70, 70'), Wherein a first passenger transition area (P1, P1') is formed between the first car body segment (7, 7') and the second car body segment (6, 6'), Wherein the second car body segment (6, 6') includes, at one end facing away from the first car body segment (7, 7'): Two mechanical coupling elements (11, 11') for coupling to a second car body section (50', 50, 60', 60, 70', 70), Wherein the second car body section (50', 50, 60', 60, 70', 70) is located at one end facing away from the first car body segment (7, 7'); an electrical coupling element (2, 2') for electrically connecting to the second car body section (50', 50, 60', 60, 70', 70); and a first bellows (4, 4') for a second passenger transition area (P2) to the second car body section (50', 50, 60', 60, 70', 70), or a connection for the first bellows (4, 4'), and wherein the two mechanical coupling elements (11, 11') are connected to the second car body segment (6, 6') via respective joints (1, 1'), the joints having only one degree of freedom and enabling rotational movement about a horizontal axis (y), The horizontal axis being perpendicular to the vertical axis (z) and a longitudinal axis (x) of the second car body segment (6, 6'), the longitudinal axis being perpendicular to the vertical axis (z), wherein the first car body section (50, 50', 60, 60', 70, 70') is a statically determinate system with only one degree of freedom.

2. The first vehicle section (50, 50', 60, 60', 70, 70') according to claim 1, wherein the joints (1, 1') are coaxial with each other, wherein the respective joints (1, 1') only allow rotational movement within an angular range of at least 1° and / or at most 90°, wherein the electrical coupling elements (2, 2') are arranged between the two mechanical coupling elements (11, 11') in the direction of the transverse axis (y), wherein the first body section (7, 7') is connected to the second body section (6, 6') via a rotary joint (3, 3') having only one degree of freedom, wherein the rotary joint (3, 3') includes a rotation axis parallel to the vertical axis (z), wherein the first body section (7, 7') is connected to the second body section (6, 6') via two rotary joints (3, 3') coaxially arranged with respect to its rotation axis, wherein the first vehicle section (50, 50', 60, 60', 70, 70'), the first body section (7, 7') and / or the second body section (6, 6') are at least substantially rigid, and / or wherein the first body section (7, 7') and the second body section (6, 6') are only movable relative to each other about the rotation axis.

3. The first vehicle section (50, 50', 60, 60', 70, 70') according to claim 1 or 2, wherein the respective mechanical coupling elements (11, 11') include quick-release couplings at the ends opposite to the joints (1, 1'), specifically the coupling elements of automatic or semi-automatic couplings, and / or wherein the mechanical coupling elements (11, 11') include shock absorber elements and / or energy absorption elements.

4. The first vehicle section (50, 50', 60, 60', 70, 70') according to claim 1 or 2, wherein a second bellows (5, 5') providing an external airtight seal for the first passenger transition area (P1, P1') is arranged between the first body section (7, 7') and the second body section (6, 6'), wherein the first bellows (4, 4') and / or the second bellows (5, 5') are folded or corrugated bellows, and / or wherein no outer door is provided in the first and / or second passenger transition area (P2).

5. The first vehicle section (50, 50', 60, 60', 70, 70') according to claim 1 or 2, wherein the first vehicle body section (7, 7') comprises, at an end facing away from the second vehicle body section (6, 6'): Another mechanical coupling element for articulated coupling to a third vehicle section with two degrees of freedom, wherein the third vehicle section is located at the end facing away from the second body section (6, 6'); another electrical coupling element for electrical connection to the third vehicle section; and / or a third bellows for the third passenger transition area to the third vehicle section, or a connection for the third bellows, and / or wherein the connection for the first bellows (4, 4') and / or for the third bellows is designed as a flange or a sliding fastener or a weatherstrip connection.

6. A rail vehicle (500, 600, 700) comprising: - A first track vehicle section (50, 50', 60, 60', 70, 70'), which includes a first vehicle body section (7, 7') and a second vehicle body section (6, 6'), and the second vehicle body section is rotatably connected to the first vehicle body section (7, 7') via a rotary joint (3, 3') around a vertical axis (10, 10, z) of the first track vehicle section (50, 50', 60, 60', 70, 70'); - A second track vehicle section (50', 50, 60', 60, 70', 70), which includes a first vehicle body section (7', 7) and a second vehicle body section (6', 6), and the second vehicle body section is connected to the first vehicle body section (7', 7) via a rotary joint (3', 3) so as to be rotatable around a vertical axis (10', 10, z) of the second track vehicle section (50', 50, 60', 60, 70', 70); - A first bellows (4, 4'), which is detachably arranged in a second passenger transition area (P2) between the second vehicle body section (6, 6) of the first track vehicle section (50, 50', 60, 60', 70, 70') and the second vehicle body section (6', 6) of the second track vehicle section (50', 50, 60', 60, 70', 70); and - A quick-release mechanical connection device (1, 1', 11, 11'), which connects the second vehicle body section (6, 6) of the first track vehicle section (50, 50', 60, 60', 70, 70') to the second vehicle body section (6', 6) of the second track vehicle section (50', 50, 60', 60, 70', 70), such that the vertical axis (10, 10', z) of the first vehicle section (50, 50', 60, 60', 70, 70') and the vertical axis (10', 10, z) of the second track vehicle section (50', 50, 60', 60, 70', 70) are arranged in a plane (x, z), and can pivot to the vertical axis (10', 10, z) of the second track vehicle section (50', 50, 60', 60, 70', 70) in this plane, and / or the second vehicle body section (6, 6) of the first track vehicle section (50, 50', 60, 60', 70, 70') is displaceable in the direction of at least one of the two vertical axes (10, 10', z) relative to the second vehicle body section (6', 6) of the second track vehicle section (50', 50, 60', 60, 70', 70), The first track vehicle section (50, 50', 60, 60', 70, 70') and the first bellows (4, 4') are formed by the track vehicle section according to claim 1 or 2, and the second track vehicle section (50', 50, 60', 60, 70', 70) and the first bellows (4, 4') are formed according to the rail vehicle section of claim 1 or 2, and / or wherein the first rail vehicle section (50, 50', 60, 60', 70, 70') and the second rail vehicle section (50', 50, 60', 60, 70', 70) are formed according to the vehicle section (50, 50', 60, 60', 70, 70') of claim 1 or 2.

7. The rail vehicle (500, 600, 700) according to claim 6, wherein the mechanical connection device (1, 1', 11, 11') connects the second body section (6, 6') of the first rail vehicle section (50, 50', 60, 60', 70, 70') to the second body section (6', 6) of the second rail vehicle section (50', 50, 60', 60, 70', 70), such that a statically determinate system with only one degree of freedom is formed, wherein the second body section (6, 6') of the first rail vehicle section (50, 50', 60, 60', 70, 70') is non-displaceable relative to the second body section (6', 6) of the second rail vehicle section (50', 50, 60', 60, 70', 70) in a direction (x, y) perpendicular to at least one of the two vertical axes (10, 10', z), wherein the mechanical connection device (1, 1', 11, 11') includes a mechanical coupling device (11, 11') and two joints (1, 1') having rotation axes parallel to each other and connected to the mechanical coupling device (11, 11'), wherein the mechanical coupling device (11, 11') is arranged between the two joints (1, 1'), wherein the mechanical coupling device (1, 1', 11, 11') includes a shock absorber element, wherein the mechanical coupling device (1, 1', 11, 11') includes an energy absorption element, wherein the mechanical coupling device (11, 11') is a short coupling, wherein the mechanical coupling device (11, 11') is an automatic or semi-automatic coupling, and / or wherein the mechanical coupling device (1, 1', 11, 11') includes two corresponding coupling devices (11, 11'), and the coupling devices are rotatably connected to the second body section (6, 6') of the first rail vehicle section (50, 50', 60, 60', 70, 70') and the second body section (6', 6) of the second rail vehicle section (50', 50, 60', 60, 70', 70) via the respective joints (1, 1').

8. The rail vehicle (500, 600, 700) according to claim 6 or 7, further comprising a detachable electrical connection device (2, 2') between the first rail vehicle section (50, 50', 60, 60', 70, 70') and the second rail vehicle section (50, 50', 60, 60', 70, 70'), the electrical connection device being arranged between the two corresponding mechanical coupling devices (11, 11') generally in the direction of the transverse axis (y), and / or being designed as an automatic connection device.

9. The rail vehicle (500, 600, 700) according to claim 6 or 7, wherein at least one of the two second body sections (6, 6', 7, 7') is not directly supported by the chassis (8), wherein no outer door is provided in the second passenger transition area (P2), and / or wherein a first passenger transition area (P1, P1') with a second bellows (5, 5') is provided between the first body section (7, 7') and the second body section (6, 6') or between the two rail vehicle sections, respectively.

10. The rail vehicle (500, 600, 700) according to claim 6 or 7, wherein the rail vehicle (500, 600, 700) is a low-floor tram.

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