VEHICLE SEGMENT FOR A MULTI-LENGTH RAIL VEHICLE AND RAIL VEHICLE

Description

Technical area

[0001] The present invention relates to vehicle segments for a multi-unit rail vehicle, in particular a vehicle segment for a continuously walkable multi-unit rail vehicle, and a rail vehicle, in particular a continuously walkable rail vehicle for passenger transport. Previously known state of the art

[0002] Due to increasing demands on the transport capacity of rail vehicles in passenger transport, such as through-passages for passengers, vehicles are becoming increasingly longer. On the other hand, existing depots are limited in length for maintenance work. Therefore, longer rail vehicles often have to be separated before maintenance and reassembled afterward. Furthermore, existing depots often cannot be expanded sufficiently due to cost and / or space constraints.

[0003] WO 2018095984 A1 describes an articulated vehicle, comprising car bodies and at least one transition car arranged between the car bodies, wherein the transition car is constructed from three sections, wherein two end sections are arranged at opposite ends of a central section and are each connected to the central section via a pivot joint which allows the end sections to be pivoted 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 at least one passenger compartment door is arranged in the central section.

[0004] WO 2001030628 A1 describes a vehicle segment for a rail-bound articulated vehicle, comprising a supporting frame on at least one pair of wheels and a tubular-shaped outer shell on the supporting frame, which encloses the components of the vehicle segment, with the longitudinal axis of the shell running in the direction of travel. The shell of the vehicle segment can be rigidly coupled to the shell of an adjacent vehicle segment and has at least one articulated shell section that has a predetermined length along the longitudinal axis.

[0005] In addition, EP 0533028 A1 describes a low-floor light rail vehicle, consisting of passenger compartments and chassis parts that accommodate a running gear and are connected to each other at the front via articulated parts.

[0006] EP 0915001 A1 describes a device for connecting car bodies, preferably of vehicles for rail passenger transport, wherein a rubber bellows-like device is arranged between ring-like ends of car bodies, which consists of an elastically deformable material equipped with energy absorption properties and, after predetermined load limits are exceeded, is irreversibly plastically deformable with further energy absorption, into which transmission elements are integrated, which are distributed in a ring shape over the entire car body cross-section and are equipped with shaped spring areas, which transmit the tensile forces that occur to the ends by means of connecting elements and, in conjunction with the material of the device, ensure the uniform distribution of the compressive forces to the ends, wherein the relative movements of the car bodies due to the load and the travel path are not hindered.

[0007] CH 359733 describes articulated rail trains with a wheelless, box-shaped coupling section, in which the coupling section is articulated on the bogies of the adjacent carriages, i.e., the leading and trailing carriages. The coupling section is connected to its leading and trailing carriages by a linkage such that its vertical axis automatically adjusts itself to the angle bisector between the two vertical axes of the leading and trailing carriages at any time. Further information regarding the prior art can be found in EP 0 567 950 A1 and JP 2005 335445 A. Disadvantages of the state of the art

[0008] In the solutions known so far for continuously walkable multi-unit rail vehicles, in particular for such low-floor railways, separation points within / between a coupled vehicle segment are not comfortable enough for passengers, cannot be separated quickly and / or must be guided with supporting elements for separation and / or after separation. Problem

[0009] An object of the present invention is to simplify and / or accelerate the separation of walk-through 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. Inventive solution

[0010] The above object is achieved by a vehicle segment according to claim 1 and a rail vehicle according to claim 6.

[0011] According to the invention, 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 transition area is formed between the first car body segment and the second car body segment. The second car body segment has, at an end facing away from the first car body segment, two mechanical coupling elements for coupling a further vehicle segment, an electrical coupling element for electrically connecting to the further vehicle segment, and a bellows for a second pedestrian 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 has only one degree of freedom and which enables a rotational movement about a transverse axis which is perpendicular to the vertical axis and to a longitudinal axis of the second car body segment which is perpendicular to the vertical axis, wherein the first car body segment is connected to the second car body segment via a rotary joint with only one degree of freedom, wherein the vehicle segment is a statically determinate system with only one degree of freedom.

[0012] Such a vehicle segment can be connected to the other vehicle segment with an analogous structure via mechanical coupling elements and electrical coupling elements that are designed to match each other, both mechanically and electrically (relatively) quickly, for example within 15, 10 or even only 5 minutes, depending on the design, and can be separated again within a comparable period of time.

[0013] This enables the use of long rail vehicles without the need for special conversion depots, for example for maintenance purposes.

[0014] In particular, no additional guide and / or support elements such as auxiliary bogies are required for connecting and separating the vehicle segments, or when they are separated. This further simplifies the connection and separation of the vehicle segments. Depending on the design, separation or connection can even be performed without leaving the rail vehicle.

[0015] The vehicle segment is typically a fully-fledged module with the option of integrating doors, seats and windows, although typically no external door is provided in either the first passenger transition area or the second passenger transition area.

[0016] By using a separable bellows connection for the hermetic closure of the second passenger transition area, passenger comfort and passenger safety can also be increased due to the continuity.

[0017] Furthermore, full usability of the passenger compartment is also enabled at the separation point (connection point) between the vehicle segments formed in the second passenger transition area.

[0018] It is also possible to further increase the attractiveness of the passenger compartment by shortening and / or widening the second passenger transition area.

[0019] Typically, a further bellows is also 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 passenger transition area.

[0020] It should be noted that the vehicle segment in the first pedestrian crossing area is typically not separable, or at least not as easily or as quickly as in the second pedestrian crossing area.

[0021] Accordingly, the (quick) separation of a multi-unit rail vehicle formed from the vehicle segments described herein takes place in the respective second passenger transition areas.

[0022] In order to enable the simplest possible construction and the freest possible combination of the vehicle segments to form continuous rail vehicles, the first car body segment can have, at 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), a further mechanical coupling element for coupling a still further vehicle segment, a further electrical coupling element for electrically connecting to the still further vehicle segment and / or a still further bellows for a third passenger transfer 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 enables both a rotational 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, which is perpendicular to the vertical axis, and a rotational movement about a longitudinal axis of the first car body segment of the respective vehicle segment.

[0023] While the additional bellows in the first passenger transition area between the first car body segment and the second car body segment is typically not arranged in a quick-release manner, the connections for the bellows and the additional bellows are typically designed as quick-release flange, zipper connection or keder connection.

[0024] It can be provided that both vehicle segments to be connected (coupled to each other) have a respective bellows, which are connected to each other via matching flange, zipper connection or piping connection connections.

[0025] Alternatively, the bellows can be provided by only 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.

[0026] Due to the arrangement of the joints with only one degree of freedom in second pedestrian transition areas in a rail vehicle constructed from the vehicle segments described here, the overlap of vertical and transverse movements on a floor covering in the second pedestrian transition area can be avoided. This can also increase the comfort for rail vehicle passengers.

[0027] In addition, the respective joint typically only allows rotational movement within 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.

[0028] It should be noted that, depending on the vehicle segment type, the angular range of the tilt joints can also be smaller, for example, ranging from 1° to 35°, or as low as 30°, or even as low as 25°. For geometric reasons, the distance of the respective joint point to the front of the vehicle segment is crucial (larger distances typically require a larger angular range).

[0029] Vehicle segments connected (coupled) to each other via tilting joints are typically only tiltable relative to each other with respect to the transverse axis and translationally movable with respect to the vertical axis.

[0030] In addition, the joints for the articulated connection of the two mechanical coupling elements to the second car body segment can be arranged coaxially to one another, designed as a respective tilting joint with (tilting) axes that are typically (axially) parallel to one another, and / or arranged on the second car body segment, in particular on a lower part of the second car body segment and / or at the same vertical height.

[0031] Typically, the electrical coupling element is arranged between the two mechanical coupling elements (in the direction of the transverse axis, in plan view). This further simplifies the separation / connection of the vehicle segments, as the mechanical and electrical coupling elements are arranged adjacent to each other in the horizontal (transverse) direction.

[0032] In addition, the electrical coupling element can also be arranged on the lower part of the second car body segment. This further simplifies the separation / connection of the vehicle segments, as the mechanical and electrical coupling elements are arranged adjacent to each other in the vertical direction.

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

[0034] The respective mechanical coupling element can have a coupling element of a quick-release coupling, in particular an automatic or semi-automatic coupling, at an end opposite its joint or can be designed there as such a coupling element.

[0035] For example, a coupling element can have a coupling rod connected to its joint and a corresponding coupling element at the end opposite the joint.

[0036] In addition, the respective mechanical coupling element can have an (integrated) shock absorption element and / or an (integrated) energy absorption element.

[0037] The term "shock-absorbing element," as used here, is intended to describe an element for damping or even absorbing tensile and impact forces typically transmitted between vehicle segments via the coupling elements during normal driving operation and during coupling and uncoupling. For example, the shock-absorbing element can be an (integrated) damper (buffer) for normal driving operation, in particular an elastomer damper.

[0038] However, shock absorption elements are not designed (insufficient) to withstand situations where the normal operating load is exceeded, for example when the vehicle hits an obstacle (crash) or when the vehicle brakes abruptly.

[0039] In contrast, the energy absorption element is designed to absorb at least substantial energy in the event of a crash.

[0040] Accordingly, the energy absorption capacity of the energy absorption element is typically significantly greater, for example by a factor of at least five or even at least ten, than the energy absorption capacity of the shock absorption element.

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

[0042] The first car body segment is connected to the second car body segment via a rotary joint with only one degree of freedom, wherein the rotary joint has a rotation axis that is parallel to the vertical axis.

[0043] Accordingly, overlapping vertical and transverse movements on a floor covering can be avoided even in the first pedestrian crossing area. This can also increase comfort for rail vehicle passengers.

[0044] 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 rotation axis.

[0045] By using a tilting joint (or two tilting joints) with only one degree of freedom on the second car body segment and a swivel joint (or two swivel joints typically arranged one above the other) with only one degree of freedom, the vehicle segment is a statically determinate system with only one degree of freedom.

[0046] In particular, the first car body segment and the second car body segment (during normal operation) can only be movable relative to each other around the axis of rotation.

[0047] Furthermore, it can be provided that both the first car body segment and the second car body segment are at least substantially rigid.

[0048] In contrast, previously known separation points within continuously accessible rail vehicles between car body segments are equipped with at least two degrees of freedom for their relative movement. As a result, they can only be guided with supporting elements after separation and are therefore not easy (not without additional tools) and / or quick to separate / connect.

[0049] According to one embodiment, a rail vehicle, e.g. a low-floor train, comprises 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 rotatably connected to the first car body segment via a pivot joint about a vertical axis of the first rail vehicle segment. The second rail vehicle segment comprises a first car body segment and a second car body segment rotatably connected to the first car body segment of the second rail vehicle segment via a pivot joint about a vertical axis of the second rail vehicle segment. In a pedestrian transition area, a bellows is detachably arranged 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 quickly detachable mechanical connecting device (hereinafter also referred to 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 a plane with the vertical axis of the second rail vehicle segment and is tiltable in this plane relative to the vertical axis of the second rail vehicle segment, and / or that the second car body segment of the first rail vehicle segment is displaceable 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.

[0050] The mechanical connecting device can connect 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 a statically determined system with only one degree of freedom is formed.

[0051] Typically, the second car body segment of the first rail vehicle segment is not displaceable relative to the second car body segment of the second rail vehicle segment in directions that are perpendicular to at least one of the two vertical axes.

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

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

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

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

[0056] 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 comprises two corresponding mechanical coupling devices.

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

[0059] The electrical connecting device may be designed as an automatic connecting device.

[0060] Typically, the electrical connection device is arranged in the direction of the transverse axis between the two corresponding mechanical coupling devices.

[0061] The electrical connecting device and the mechanical coupling device(s) can also be designed as a combined connecting device, in particular a combined automatic or semi-automatic connecting device.

[0062] In addition, one or even both of the second car body segments may not be directly supported by a chassis.

[0063] Between the first car body segment and the second car body segment of the two rail vehicle segments, an additional passenger transition area with an additional bellows is typically provided.

[0064] Typically, there is no external door provided in the pedestrian crossing areas.

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

[0066] The second rail vehicle segment and the bellows can also be formed by the vehicle segment described herein.

[0067] However, the first rail vehicle segment and / or the second rail vehicle segment can also be a respective vehicle segment described herein (with matching mechanical and electrical coupling elements).

[0068] Apart from rail vehicle segments for the end of the vehicle, the rail vehicle segments can be constructed at least essentially identically.

[0069] The embodiments described above can be combined with each other as desired. Short description of the characters

[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.

[0071] The same reference numerals indicate similar parts. Figure 1A shows a schematic side view of a rail vehicle according to an embodiment. Figure 1B shows a top view of the Figure 1A illustrated rail vehicle according to an embodiment. Figure 2Ashows a schematic side view of a rail vehicle according to an embodiment. Figure 2B shows a top view of the Figure 2A illustrated rail vehicle according to an embodiment. Figure 3A shows a schematic side view of a rail vehicle according to an embodiment. Figure 3B shows a top view of the Figure 3A illustrated rail vehicle according to an embodiment. Examples of implementation

[0072] 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 of the rail vehicle 500. The rail vehicle 500 can be a local or long-distance train, a light rail system, or a tram. In particular, it can be a low-floor tram.

[0073] For reasons of clarity, Figure 1A and Figure 1B(as well as the following figures) only two interconnected rail vehicle segments (cars) 50, 50' are shown (partially), which can be quickly separated from each other in the area of the vertically oriented plane 9 (separation point / connection point).

[0074] To facilitate orientation, each of the figures is provided with a Cartesian coordinate system. Here, x and y describe horizontal directions or coordinates and z a vertical direction or coordinates. Furthermore, the x-direction can correspond to a longitudinal direction (longitudinal axis), for example a direction of travel, and the y-direction can correspond to a transverse direction (transverse axis) of the respective rail vehicle on a straight rail section oriented in the x-direction (not shown). 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 deviate from one another (e.g., be tilted or inclined relative to one another).

[0075] Each of the two vehicle segments 50, 50' consists of a first car body segment 7, 7', which is only partially shown, and a second car body segment 6, 6' connected to the respective first car body segment 7, 7' so as to be rotatable about a vertical axis 10, 10' of the respective vehicle segment 50, 50'.

[0076] In the exemplary embodiment, the two vertical axes 10, 10' are parallel to each other, since the vehicle segments 50, 50' are located on a straight rail section (not shown) via respective running gears 8, 8'.

[0077] Between the first car body segment 7, 7' and its second car body segment 6, 6' there is a respective first passenger transition area P1, P1' with an elastic bellows 5, 5' for a hermetic closure to the outside.

[0078] In these areas, but outside the actual transition areas P1, P1' for people, the first car body segment 7, 7' is connected to its second car body segment 6, 6' via a respective rotary joint 3, 3' with only one degree of freedom in order to enable cornering of the rail vehicle 500 on rails that deviate horizontally from the straight line to the left or right, more precisely via a rotary joint 3, 3' whose only axis of rotation is parallel to the respective vertical axis 10, 10' (z-direction), or can even be regarded as the vertical axis 10, 10' of the respective vehicle segment 50, 50'.

[0079] As in Figure 1A As shown, the respective mechanical connection between the car body segments of a vehicle segment 50, 50' can be realized via two coaxially arranged joints 3, 3', namely a lower joint and an upper joint. For example, the lower joint and the upper joint can be a respective spherical bearing.

[0080] The two second car body segments 6, 6' are quickly and detachably coupled to one another in a second pedestrian transition area P2 between the two second car body segments 6, 6' via matching mechanical coupling elements 11, 11' and electrical coupling elements 2, 2'.

[0081] In addition, an elastic bellows 4, 4' is provided in the second pedestrian crossing area P2 for a hermetic seal between the vehicle segments 50, 50'.

[0082] No external doors are provided in the pedestrian crossing areas P1, P1', and P2. These can be provided by one or more of the car body segments 6, 6', 7, and 7'.

[0083] The mechanical coupling elements 11, 11' and the electrical coupling elements 2, 2' can be separated and / or connected manually, but preferably automatically or semi-automatically.

[0084] In addition, mechanical coupling elements 11, 11' and the electrical coupling elements 2, 2' can be parts of a combined automatic or semi-automatic connecting device (coupling system).

[0085] In the exemplary embodiment, the bellows 4, 4', like the mechanical coupling elements 11, 11' and the electrical coupling elements 2, 2', can be separated (at least approximately) centrally between the two second car body segments 6, 6' in the area of the plane T (separation point, separation plane), in particular designed as a (there) divisible bellows (folded and / or corrugated bellows).

[0086] As in Figure 1AAs indicated by reference numeral 4 in the area of the vehicle segment 50', it is also possible for the bellows to be formed by a continuous bellows 4 that is (quickly) detachably connected to the second car body segment 6' of the vehicle segment 50'. Alternatively or additionally, the continuous bellows 4 can be detachably connected to the second car body segment 6 of the vehicle segment 50.

[0087] In the exemplary embodiment, the four mechanical coupling elements 11, 11' are connected to the respective second car body segment 6, 6' via a respective tilting joint 1, 1' with only one degree of freedom, which allows only a limited rotational movement about the transverse axis oriented in the y-direction.

[0088] Thus, the second car body segments 6, 6' are limited only in the direction of their two vertical axes (z-direction) parallel to the respective rotation axes 10, 10' or defined by the rotation axes 10, 10' of the rotary joints 3, 3', are relatively displaceable relative to one another, and their vertical axes (10, 10') are limited and tiltable relative to one another about the transverse axis y in order to enable travel of the rail vehicle 500 on vertically rising and falling rails.

[0089] In Figure 1A The possible tilting movement is represented by the respective dash-dot arrow above the planes 9, 9' of the vehicle segments 50, 50', which are perpendicular to the x-direction oriented longitudinal axes of the interconnected coupling elements 11, 11' and are typically only tiltable about the y-direction oriented transverse axis. The planes 9, 9' can therefore also be referred to as tilting planes of the vehicle segments 50, 50' or the rail vehicle 500.

[0090] In other words, the two vehicle segments 50, 50', in particular their rigid second car body segments 6', 6, which are connected to one another via the quickly and / or easily detachable mechanical connecting devices 1, 1', 11, 11' formed by the coupling elements 11, 11' and the tilting joints 1, 1', are in the Fig. 1A They can be tilted relative to each other in the (central) xz-plane shown and displaced relative to each other in the vertical z-direction. Thus, their rotation axes 10, 10' and vertical axes can also be tilted relative to each other in the xz-plane and displaced relative to each other in the z-direction (direction of the rotation axes 10, 10' and vertical axes).

[0091] 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 each other without the need for additional supporting or guiding elements.

[0092] The vehicle segments 50, 50' are statically determinate systems, each with only one degree of freedom, at least if the car body segments 6, 6', 7, 7' are sufficiently rigid. Since the pivot joints 3, 3' have only one degree of freedom, the second car body segments 6, 6' do not tilt when separated.

[0093] The ends of the coupling elements 11, 11' facing away from the respective second car body segment 6, 6' or joint 1, 1' (facing each other in pairs) are typically designed to fit together in pairs, and even more typically to be quickly connectable / detachable. The coupling elements 11, 11' of a second car body segment 6, 6' can be designed identically.

[0094] As already mentioned above, the first car body segments 7, 7' are only partially shown. However, their ends, not shown, facing away from the respective second car body segment 6, 6', can be configured to form a respective third pedestrian crossing to a first car body segment of another vehicle segment, wherein the typically detachable connection to the other vehicle segment is designed to enable both rotational movements (around the z-axis) and pitching movements (around the x-axis) (articulated coupling with two degrees of freedom). The third pedestrian crossings can also be implemented using a link bridge.

[0095] Apart from the ends of the mechanical and electrical coupling elements, which are to be designed to match each other in pairs (and a possibly varying length of the first and second car body segments 6, 6', 7, 7' in the longitudinal direction x), the illustrated components of the vehicle segments 50, 50' can each be mirror-symmetrical with respect to the parting plane T.

[0096] However, the lengths of the first and second car body segments 6, 6', 7, 7' as well as their interior fittings may vary.

[0097] Figure 2A shows a schematic side view of a multi-unit rail vehicle 600 for passenger transport and Figure 2B a corresponding schematic plan view from above of the rail vehicle 600. The rail vehicle 600 is similarly also shown above with reference to the Figures 1A, 1B explained rail vehicle 500.

[0098] The rail vehicle 600 also has two interconnected vehicle segments 60, 60'. However, the two second car body segments 6, 6' of the rail vehicle 600 are not directly supported by a chassis.

[0099] Nevertheless, the second car body segments 6, 6' do not tip over when separated.

[0100] Figure 3A shows a schematic side view of a multi-unit rail vehicle 700 for passenger transport and Figure 3B a corresponding schematic plan view from above of the rail vehicle 700. The rail vehicle 700 is similarly also shown above with reference to the Figures 1A, 1B explained rail vehicle 500.

[0101] 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 directly supported by a chassis.

[0102] It is understood that the information relating to the Figures 1A to 3BThe rail vehicle segments 50 - 70' explained above can be freely combined with one another to form quickly separable, continuously accessible multi-unit rail vehicles with appropriate assembly of the coupling connections 2, 2', 11, 11'.

[0103] Although specific embodiments have been illustrated and described herein, it is within the scope of the present invention to appropriately modify the illustrated embodiments without departing from the scope of the present invention. The following claims represent a first, non-binding attempt to broadly define the invention. List of reference symbols

[0104] 1, 1'Joint for tilting movement / tilting joint (of a mechanical connecting device) 2, 2'Electrical coupling element, (quick-detachable) electrical coupling 3, 3'Mechanical swivel joint / joint for rotation around the vertical axis (swivel joint) 4, 4'(quick-detachable) elastic bellows 5, 5'Elastic bellows 6, 6'Second (quick-detachable) car body section 7, 7'First car body section 8, 8'Chassis T"Separation plane" of the mechanical coupling 9, 9'"Tilt planes" of the mechanical coupling 10Vertical axis, rotation axis 11, 11'Coupling elements equipped with (quick-detachable) couplings, (quick-detachable) mechanical coupling device (of the mechanical connecting device) 50, 50', 60, 60', 70, 70'Vehicle segment / Rail vehicle segment / Car segment 500, 600, 700 (multi-unit) rail vehicle P1, P1'further passenger crossing area, first passenger crossing area P2 passenger crossing area, second passenger crossing area x, y, z spatial axes

Claims

1. A vehicle segment (50, 50', 60, 60', 70, 70') for a multi-unit rail vehicle (500, 600, 700), comprising: - a first vehicle body segment (7, 7'); and - a second vehicle body segment (6, 6') rotatably connected to the first vehicle body segment (7, 7') about a vertical axis (10, 10', z) of the vehicle segment (50, 50', 60, 60', 70, 70'), wherein a first passenger transfer area (P1, P1') is formed between the first vehicle body segment (7, 7') and the second vehicle body segment (6, 6'), the second vehicle body segment (6, 6') comprising, at an end facing away from the first vehicle body segment (7, 7'), 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 transfer 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 vehicle body segment (6, 6') via a respective joint (1, 1') which has only one degree of freedom and enables a rotary movement about a transverse axis (y) which is perpendicular to the vertical axis (z) and to a longitudinal axis (x) of the second vehicle body segment (6, 6') which is perpendicular to the vertical axis (z) , wherein the first vehicle body segment (7, 7') is connected to the second vehicle body segment (6, 6') via a swivel joint (3, 3') with only one degree of freedom, wherein the vehicle segment (50, 50', 60, 60', 70, 70') is a statically determined system with only one degree of freedom2. The vehicle segment (50, 50', 60, 60', 70, 70') according to claim 1, wherein the joints (1, 1') are coaxial to one another, wherein the respective joint (1, 1') only permits a rotary movement in an angular range of at least 1° and / or at most 90°, wherein the electrical coupling element (2, 2') is arranged in the direction of the transverse axis (y) between the two mechanical coupling elements (11, 11'), wherein the swivel joint (3, 3') has an axis of rotation which is parallel to the vertical axis (z), wherein the first vehicle body segment (7, 7') is connected to the second vehicle body segment (6, 6') via two swivel joints (3, 3') arranged coaxially with respect to their axis of rotation, wherein the vehicle segment (50, 50', 60, 60', 70, 70'), the first vehicle body segment (7, 7') and / or the second vehicle body segment (6, 6') are at least substantially rigid, and / or wherein the first vehicle body segment (7, 7') and the second vehicle body segment (6, 6') are only movable relative to one another about the axis of rotation.

3. The vehicle segment (50, 50', 60, 60', 70, 70') according to claim 1 or 2, wherein the respective mechanical coupling element (11, 11') has, at an end opposite the joint (1, 1'), a coupling element of a quick-release clutch, in particular an automatic or semi-automatic clutch, and / or wherein the mechanical coupling element (11, 11') has a shock-absorbing element and / or an energy-absorbing element.

4. The vehicle segment (50, 50', 60, 60', 70, 70') according to one of the preceding claims, wherein a further bellows (5, 5') is arranged between the first vehicle body segment (7, 7') and the second vehicle body segment (6, 6'), which provides a hermetic closure to the outside for the first passenger transfer area (P1, P1'), wherein the bellows (4, 4') and / or the further bellows (5, 5') is a folded or corrugated bellows, and / or wherein no outer door is provided in the first and / or second passenger transfer area (P2).

5. The vehicle segment (50, 50', 60, 60', 70, 70') according to one of the preceding claims, wherein the first vehicle body segment (7, 7') has, at an end facing away from the second vehicle body segment (6, 6'), a further mechanical coupling element for articulated coupling with two degrees of freedom of a still further vehicle segment, a further electrical coupling element for electrical connection to the still further vehicle segment and / or a further bellows for a third passenger transfer 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 still further bellows is designed as a flange connection, zipper connection or piping connection.

6. A rail vehicle (500, 600, 700), comprising: - a first rail vehicle segment (50, 50', 60, 60', 70, 70') comprising a first vehicle body segment (7, 7') and a second vehicle body segment (6, 6') rotatably connected to the first vehicle body segment (7, 7') about a vertical axis (10, 10', z) of the first rail vehicle segment (50, 50', 60, 60', 70, 70') via a swivel joint (3, 3'); - a second rail vehicle segment (50', 50, 60', 60, 70', 70) comprising a first vehicle body segment (7', 7) and a second vehicle body segment (6', 6) rotatably connected to the first vehicle body segment (7', 7) about a vertical axis (10', 10, z) of the second rail vehicle segment (50', 50, 60', 60, 70', 70) via a swivel joint (3', 3); - a bellows (4, 4') which is detachably arranged in a passenger transfer region (P2) between the second vehicle body segment (6, 6') of the first rail vehicle segment (50, 50', 60, 60', 70, 70') and the second vehicle body segment ( 6', 6) of the second rail vehicle segment (50', 50, 60', 60, 70', 70), and a quick-release mechanical connecting device (1, 1', 11, 11') which connects the second vehicle body segment (6, 6') of the first rail vehicle segment (50, 50', 60, 60', 70, 70') to the second vehicle body segment ( 6', 6) of the second rail vehicle segment (50', 50, 60', 60, 70', 70) in such a way that the vertical axis (10, 10', z) of the first vehicle segment (50, 50', 60, 60', 70, 70') is arranged in a plane (x, z) with the vertical axis (10', 10, z) of the second rail vehicle segment (50', 50, 60', 60, 70', 70), 50, 60', 60, 70', 70) and is tiltable in this plane relative to the vertical axis (10', 10, z) of the second rail vehicle segment (50, 50', 60, 60', 70, 70'), and / or the second vehicle body segment (6, 6') of the first rail vehicle segment (50, 50', 60, 60', 70, 70') is displaceable relative to the second vehicle body segment ( 6', 6) of the second rail vehicle segment (50', 50, 60', 60, 70', 70) in the direction of at least one of the two vertical axes (10, 10', z), wherein the first rail vehicle segment (50, 50', 60, 60', 70, 70') and the bellows (4, 4') are formed by the vehicle segment (50, 50', 60, 60', 70, 70') according to one of claims 1 to 5, wherein the second rail vehicle segment (50', 50, 60', 60, 70', 70) and the bellows (4, 4') are formed by 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 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.

7. The rail vehicle (500, 600, 700) according to claim 6, wherein the mechanical connecting device (1, 1', 11, 11') connects the second vehicle body segment (6, 6') of the first rail vehicle segment (50, 50', 60, 60', 70, 70') to the second vehicle body segment ( 6', 6) of the second rail vehicle segment (50', 50, 60', 60, 70', 70) in such a way that a statically determined system with only one degree of freedom is formed, wherein the second vehicle body segment (6, 6') of the first rail vehicle segment (50, 50', 60, 60', 70, 70') is not displaceable relative to the second vehicle body segment ( 6', 6) of the second rail vehicle segment (50', 50, 60', 60, 70', 70) in directions (x, y) which are perpendicular to at least one of the two vertical axes (10, 10', z), wherein the first rail vehicle segment (50, 50', 60, 60', 70, 70') and the bellows (4, 4') are formed from the vehicle segment (50, 50', 60, 60', 70, 70') according to one of claims 1 to 5, wherein the mechanical connection device (1, 1', 11, 11') comprises a mechanical coupling device (11, 11') and two joints (1, 1') connected to the mechanical coupling device (11, 11') with axes of rotation parallel to each other, wherein the mechanical coupling device (11, 11') is arranged between the two joints (1, 1'), wherein the mechanical coupling device (1, 1', 11, 11') comprises an impact absorption element, wherein the mechanical coupling device (1, 1', 11, 11') has an energy dissipation 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') comprises two corresponding mechanical coupling devices (11, 11') which are rotatably connected via respective joints (1, 1') to the second vehicle body segment (6, 6') of the first rail vehicle segment (50, 50', 60, 60', 70, 70') and the second vehicle body segment ( 6', 6) of the second rail vehicle segment (50', 50, 60', 60, 70', 70).

8. The 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'), which is typically arranged in the direction of the transverse axis (y) between the two corresponding mechanical coupling devices (11, 11') and / or is designed as an automatic connection device.

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

10. The rail vehicle (500, 600, 700) according to any one of claims 6 to 9, wherein the rail vehicle (500, 600, 700) is a low-floor rail vehicle.