RAIL VEHICLE CAR FOR TRANSPORTING PASSENGERS, RAIL VEHICLE WITH A RAIL VEHICLE CAR AND METHOD FOR FORMING A TRANSITION BETWEEN RAIL VEHICLE CARS

Abstract

A rail vehicle car for transporting passengers comprising a car body, a car body floor, a car body ceiling and a front end area. An A-pillar is disposed in the front portion. The car body has a longitudinal extent and a transverse extent, and the longitudinal extent is greater than the transverse extent. The car body includes a height extension transverse to the longitudinal and transverse extensions. The A-pillar is substantially centered in the transverse direction so that the front region is divided into a first side and a second side, and the first side comprises 30-70% of the transverse extent.

Claims

1. A rail vehicle car for transporting passengers, comprising: a wagon body, a wagon body floor, a wagon body ceiling, a front end region, an A-pillar being arranged in the front region, the wagon body having a longitudinal extent and a transverse extent, and the longitudinal extent being greater than the transverse extent, wherein the car body comprises a height extension transverse to the longitudinal and transverse extension, the A-pillar is arranged substantially in the middle in a transverse direction so that the front area is divided into a first and a second side, and the first side comprises 30-70% of the transverse extension.

2. The rail vehicle car according to claim 1, wherein the rail vehicle car comprises at least one energy absorption element for absorbing crash energy.

3. The rail vehicle car according to claim 2, wherein the at least one energy absorption element is arranged on the A-pillar.

4. The rail vehicle car according to claim 2, wherein at least one of the energy absorption elements is arranged on each side of the front area.

5. The rail vehicle car according to claim 3, wherein the at least one energy absorption element is designed in two parts, a first part element comprising a crash module and a second part element comprising a crash box.

6. The rail vehicle car according to claim 1, wherein the car body comprises two pillars arranged laterally in the transverse direction.

7. The rail vehicle car according to claim 1, wherein the A-pillar is connected to the wagon body structure via the wagon body floor and the wagon body ceiling.

8. The rail vehicle car according to claim 1, wherein the rail vehicle wagon comprises at least one door with at least one door leaf, the door is arranged in the front region, the door leaf prevents passage through the door in a closed state, the at least one door is arranged laterally in the transverse direction with respect to a vehicle center, so that, when the door leaf is open, the vehicle body can be entered or exited through the vehicle body front, and the at least one door leaf being arranged substantially in the vehicle center in the transverse direction.

9. The rail vehicle car according to claim 8, wherein the rail vehicle car comprises only one door in the front region, and an operating panel for a vehicle driver being arranged on the side of the car body without doors in the front region.

10. The rail vehicle car according to claim 1, wherein the rail vehicle wagon in the front region comprises a sliding step for transition to an adjoining rail vehicle wagon or a further step.

11. The rail vehicle car according to claim 10, wherein the sliding step comprises a sensor for measuring a possible exit depth.

12. The rail vehicle car according to claim 10, wherein the sliding step is substantially as wide as the door.

13. The rail vehicle car according to claim 1, wherein the rail vehicle car comprises in the front region at least a first part of a coupling, and the rail vehicle comprises at least one fixed transition step.

14. The rail vehicle car according to claim 13, wherein the transition step comprises a step surface having a step surface length formed in the longitudinal extension direction of the car body and a step surface width formed transversely to the longitudinal extension direction of the car body, a shape of the step surface being selected such that deflection of the coupling and extension of the sliding step is not impeded.

15. The rail vehicle car according to claim 1, wherein the rail vehicle wagon comprises a railing for securing access to the sliding and transition step.

16. A rail vehicle comprising at least one rail vehicle car according to claim 1.

17. A method of forming a transition between rail vehicle cars, the method comprising the steps of: providing a first and a second rail vehicle car each having a sliding step and a door leaf extending the respective sliding steps of the first and the second rail vehicle car, and opening the respective door leaves of the first and the second rail vehicle car.

18. The rail vehicle car according to claim 3, wherein that at least one of the energy absorption element is arranged on each side of the front area.

19. The rail vehicle car according to claim 4, wherein the at least one energy absorption element is designed as two parts, a first part element comprising a crash module and a second part element comprising a crash box.

20. The rail vehicle car according to claim 11, wherein the sliding step is substantially as wide as the door.

21. The rail vehicle car according to claim 13, wherein the transition step comprises a step surface having a step surface length formed in the longitudinal extension direction of the car body and a step surface width formed transversely to the longitudinal extension direction of the car body, a shape of the step surface being selected such that deflection of the coupling or extension of the sliding step is not impeded.

22. The rail vehicle car according to claim 1, wherein the rail vehicle wagon comprises a railing for securing access to the sliding or transition step.

Description

[0091] The invention is further explained with reference to the following figures. The figures show

[0092] FIG. 1 A perspective view of a front section of a car body structure

[0093] FIG. 2 A perspective view of a front area of a rail vehicle car

[0094] FIG. 3 A perspective view of a coupling part with a transition step

[0095] FIG. 4 A perspective view of a transition between two rail vehicle cars

[0096] FIG. 1 shows a perspective view of a front area 100 of a car body structure. A car body structure with a car body ceiling 5 and a car body floor 6 is shown. The car body ceiling 5 and the car body floor 6 are connected to each other via an A-pillar 1. The A-pillar 1 is arranged substantially centrally in a transverse extent of the car body structure, so that the front area 100 is divided into two sides 98 and 99. The sides 98 and 99 each comprise a side pillar 2.

[0097] The A-pillar 1 is arranged at one end of the body structure in the direction of travel.

[0098] FIG. 1 also shows two side energy absorption elements 4 and a center energy absorption element 3. The center energy absorption element 3 is arranged at a lower region of the A-pillar.

[0099] One side energy absorption element 4 is arranged on each side column 2. The side energy absorption elements 4 are arranged lower than the center energy absorption element 3 in a height direction of the car body structure. The side energy absorption elements 4 each comprise two sub-elements: a crash box 4a and a crash module 4b. These two sub-elements comprise bent and welded aluminum sheets. They are designed to protect passengers by absorbing forces. The crash box 4a is essentially cuboid-shaped and is welded to the respective side pillar 2. The crash module 4b comprises essentially the shape of a truncated pyramid and is bolted to the crash box 4a via a connecting plate.

[0100] The A-pillar 1 comprises a front plate 53, a rear plate 40 and two side plates 50a and 50b. These plates are welded together to form a rectangular hollow section. The back plate 40 is bolted at a first end in an upper region 51 of the A-pillar 1 to the front side of the car body ceiling 5 and at a second end in a lower region 52 of the A-pillar 1 to the front side of the car body floor 6. The first end of the back plate 40 includes a widening 41 in the transverse direction. The widening 41 is connected to a side plate 50a and 50b via a respective stiffening element 55 (only one stiffening element 55 can be seen here). The second end of the back plate 40 comprises two wing elements 42 (only one wing element 42 can be seen here). The lower portion 52 of the A-pillar 1 comprises a widening 43 of the back plate 40 in the transverse direction, which increases in the direction of the wing elements 42. The side plates 50a and 50b are each connected to the extension 43 via five bracing elements 54 of different sizes (only one side plate connection can be seen here).

[0101] In the event of a head-on collision, the energy dissipation elements 3 and 4 deform and thus dissipate kinetic energy. In the event of a minor collision, only the crash modules 4b are deformed and can then simply be replaced. The A-pillar 1, on the other hand, is designed to be stable enough to guarantee a survival space for the vehicle driver and passengers even in the event of a severe crash. A-pillar 1 meets the requirements defined in scenario 3 of EN15227.

[0102] FIG. 2 shows a front area of a rail vehicle car 101. A door opening 31 in the front can be seen. The door opening 31 is arranged decentrally in the transverse direction. A door wing 12 is further shown in an open state, in which the rail vehicle car 101 can be exited through the door opening 31 in the front. The door leaf 12 is arranged substantially centrally in the transverse direction in the open state.

[0103] A sliding step 20 is arranged below the door opening 31. Here, the sliding step 20 is shown in an extended state. The sliding step 20 is retracted and extended in or parallel to the direction of travel.

[0104] Also shown is a railing 13 which has been extended through the door opening 30.

[0105] The figure further shows a part of a coupling 10. A fixed transition step 11 is arranged above the coupling part 10.

[0106] FIG. 3 shows an isometric view of the coupling part 10 with the fixed transition step 11 of FIG. 2.

[0107] The transition step 12 comprises a tread surface 12. The shape of the tread surface 12 is polygonal with a long side and a plurality of smaller sides, preferably the tread surface comprises substantially the shape of a bisected decagon with a long side along a bisecting line and five shorter sides, two sides adjoining the long side at an acute angle. The shape of the tread has been selected so as not to impede deflection of the coupler and/or extension of the sliding tread.

[0108] FIG. 4 shows two rail vehicle cars 30a and 30b in perspective view. The rail cars 30a and 30b are connected by means of a gangway so that passengers can transfer from one rail car to the other, for example in the event of an evacuation of one of the rail cars.

[0109] Two railings 13a and 13b are shown. Each railing 13 comprises a telescopic handrail 14, a retractable post 15 and a retractable bottom rail 16 (numbered in the figure only in the case of railing 13a).

[0110] To form a transition, the first step is to issue an extension command via a switch. The sliding steps 20a and 20b are extended. Then the door leaves 12a and 12b are opened. Railings 12a and 13b are extended and folded open. The passengers can then leave the rail vehicle car to be evacuated, for example rail vehicle car 30a. To do this, they first enter the sliding step 20a of the rail vehicle car 30a. Then they enter the fixed transition steps 11a and 11b to reach the sliding step 20b of the rail vehicle car 30b. From there, they can enter the rail vehicle car 30b through the door opening.

[0111] The railings 13a and 13b can be folded back and retracted, and the door leaves 12a and 12b can be closed and the sliding steps 20a and 20b retracted.

[0112] Such an evacuation arrangement allows both a wide field of vision and driver's desk for the vehicle driver, as well as evacuation from such an end car to an adjoining end car.