ES3030734T3 - Multipart rail vehicle comprising standardised entry areas - Google Patents

Abstract

A railway vehicle comprising at least a first carriage (1) and a second carriage (2), which first/second carriage (1, 2) has a first/second end entrance area (1.2, 2.2) and an adjacent first/second passenger compartment section (1.4) towards the center of the carriage, and the first/second end entrance area (1.2, 2.2) is separated from the adjacent first/second passenger compartment section (1.4) by a first/second partition (1.6) equipped with a first/second door (1.5) and running transversely to the railway vehicle, and the first/second partition (1.6) is accommodated in a first/second opening (A, B) between the pillar panels of the first/second doors (1.7) of the first/second end entrance doors (1.3, 2.3), which panels are opposite each other and face the first/second passenger compartment section (1.4). passenger compartment (1.4), where the first and second end entrance areas (2.2) are of identical design, the first passenger compartment section (1.4) is equipped with a 2+2 seating configuration throughout and the second passenger compartment section (2.4) of the second carriage (2) is equipped with a 2+1 seating configuration throughout. (Automatic translation with Google Translate, no legal value)

Description

DESCRIPTION

Multi-part rail vehicle with standardized access zones

The invention relates to a railway vehicle for the transport of passengers according to the preamble of claim 1.

According to this, a railway vehicle for transporting passengers is provided, with at least a first and a second carriage, in which the first/second carriage has a first/second access end area. The first/second access end area has two first/second access end doors opposite each other and a first/second section of the interior passenger compartment adjacent in the direction of the center of the carriage, in which the first/second access end area is separated from the adjacent first/second section of the interior passenger compartment by a first/second intermediate wall equipped with a first/second door and extending in the transverse direction of the railway vehicle. In this case, the first/second intermediate wall is always inserted into a first/second opening and between the first/second door pillar trims of the first/second access end doors, which are opposite each other and face the first/second section of the interior passenger compartment. Railway vehicles constructed in this way are known, for example, from the specialist article "ROOM FOR SOMETHING NEW INSIDE", RAILWAY GAZETTE INTERNATIONAL, REED BUSINESS INFORMATION, LONDON, GB, Vol. 152, No. 8, 1 August 1996 (1996-08-01), p. 7. Document EP 0071 689 A1 shows another example of the prior art.

In the case of well-known rail vehicles, there are different requirements for the extreme access areas, which results in different designs. Therefore, until now, the extreme access areas of individual cars have been designed and constructed differently. This currently requires a wide variety of interior doors to be used, i.e., the separation between the access area and the car interior, and their lining. It must also be taken into account that components such as emergency contact points, monitors, waste bins, grab bars, switches, etc., must be installed in the extreme access areas.

Additionally, the seating arrangement chosen may vary from car to car. In some cases, cars are equipped with 2+2 seats (2nd class), while in others, they are equipped with 2+1 seats (1st class).

On this basis, the invention is based on the objective of designing a railway vehicle of the aforementioned type with regard to its extreme access areas in such a way that, regardless of the various requirements for the equipment of the extreme access areas, the number of necessary execution variants is reduced.

This objective is achieved in the railway vehicle mentioned at the beginning with the characteristics of claim 1.

Thus, a railway vehicle of the type mentioned at the beginning is characterized in that the first and second end access areas are of identical design, the first section of the interior passenger compartment is equipped with a continuous 2+2 seating arrangement with a central aisle, and the second section of the interior passenger compartment of the second carriage is equipped with a continuous 2+1 seating arrangement with an offset aisle, and the size and arrangement of the first opening in the first carriage is equal to the size and arrangement of the second opening in the second carriage. The first and second carriages can be both end carriages and intermediate carriages.

Consequently, it is possible to use intermediate walls with identical external dimensions to close the openings in both the extreme access area of the first car and the extreme access area of the second car. Depending on the application, the door design used can vary if necessary.

According to a preferred embodiment, the first door can be a two-leaf sliding door, its position adapted to the 2+2 seating arrangement, and the second door can be a single-leaf sliding door, its position adapted to the 2+1 seating arrangement. Furthermore, it is preferably provided that the first intermediate wall has first fixed glass parts, which are connected to the first skins of the door columns, and that the second intermediate wall has second fixed glass parts, which are different from the first glass parts, and which are connected to the second skins of the door columns. Overall, it thus results that both the end access area of the first car and the end access area of the second car have a matching opening (first opening/second opening), such that the intermediate walls used (first intermediate wall/second intermediate wall) are also identical in their external dimensions. A variation is only provided for the doors to be used (first door/second door) and the glass parts (first glass parts/second glass parts), which are components of the intermediate wall in question.

In a further development of the invention, it can be provided that the first, especially if it is the last, car has an additional access area with two opposite side access doors, an adjacent third section of the interior passenger compartment with a 2+2 seating arrangement, facing a first end of the car and an adjacent fourth section of the interior passenger compartment with a 2+2 seating arrangement facing the opposite second end of the car, in which case the additional access area is separated from the adjacent third and fourth sections of the interior passenger compartment by a third/fourth intermediate wall which is equipped with a third/fourth door and which runs in the transverse direction of the railway vehicle, and the third/fourth intermediate wall is inserted into a third/fourth opening between the door pillar linings of the further access doors, which are located opposite each other and face the respective section of the interior passenger compartment and, in addition, the size and arrangement of the fourth opening in the first car is equal to the size and arrangement of the first/second opening in the first/second car.

This creates the possibility that the fourth intermediate wall, in terms of external dimensions, is also identical to the first and second intermediate walls.

Preferably, the third opening and the third intermediate wall may have a width smaller than the first, second, and fourth openings and the first, second, and fourth intermediate walls. The third door may be a single-leaf sliding door.

The fourth cladding of door columns can house, in particular, technical installations. These can include monitors, communication stations, waste bins, and others.

The second carriage may advantageously have a further access area with two opposite side access doors, an adjacent fifth interior passenger compartment section with a 2+1 seating arrangement facing the first end of the carriage, and an adjacent sixth interior passenger compartment section with a 2+1 seating arrangement facing the opposite second end of the carriage, the further access area being separated from the adjacent fifth and sixth interior passenger compartment sections by a fifth/sixth intermediate wall being equipped with a fifth/sixth door and extending in a direction transverse to the railway vehicle, and the fifth/sixth intermediate wall being inserted into a fifth/sixth opening between door pillar trim facing opposite each other and facing the corresponding interior passenger compartment section, the size and arrangement of the sixth opening in the second carriage being equal to the size and arrangement of the first/second opening in the first/second carriage.

In this case, the fifth opening and the fifth intermediate wall may be narrower than the first and second openings and the first and second intermediate walls. The fifth opening may be the same as the third opening, particularly in terms of its position and dimensions.

The 2+1 seating arrangement in the third section of the interior passenger compartment is preferable in relation to a central vertical longitudinal plane of the railway vehicle, mirror-symmetrical to the 2+1 seating arrangement in the fourth section of the interior passenger compartment. This allows the opening direction of the interior doors of one wing to always be the same from an access point of view. Thus, only one variant of the door drive is required (the door drive is located above the door in the headliner). The design of the door drive access covers and the door lintels in the passenger compartments can also remain the same.

The door column trim can also accommodate technical devices.

In a preferred embodiment, the first and second carriages are free of additional median walls between the opposite door column skins. This means that all end access areas and all other access areas are provided with only two median wall sizes. Therefore, the design of the various median walls requires fewer options.

An exemplary embodiment of the invention is explained in more detail below with reference to the drawings. They show carriages with the same seating arrangement, designated by the same reference numerals:

Figure 1: A top view of an extreme access area of a first central carriage with a 2+2 seating arrangement,

Figure 2: A top view of the extreme access area of a second central car with a 2+1 seating arrangement,

Figure 3: another access area of another car with 2+2 seating arrangement and

Figure 4: A top view of another access area of another car with a 2+1 seating arrangement.

The following descriptions relate to a railway vehicle comprising at least a first carriage 1 and a second carriage 2, which differ in their seating arrangement. As shown in Figure 1, the first carriage 1 has a first access end area 1.2 with two first access end doors 1.3 laterally and opposite each other and a first interior passenger compartment section 1.4 adjacent to the center of the carriage, equipped with a 2+2 seating arrangement. The first access end area 1.2 is separated from the first interior passenger compartment section 1.4 by a first intermediate wall 1.6 equipped with a first door 1.5 and extending transversely to the railway vehicle. The first intermediate wall 1.6 is inserted into a first opening between the first door pillar skins 1.7, which are opposite each other and face the first interior passenger compartment section. In the exemplary embodiment shown, the first door 1.5 is positioned to fit the 2+2 seating arrangement present in the first section of the passenger compartment and is designed as a two-leaf sliding door. In Figure 1, a width of the first opening is indicated by the letter "A".

Figure 2 shows a second end access area 2.2, which belongs to the second carriage 2 of the railway vehicle. The second end access area 2.2 of the second carriage 2 is also equipped with two opposite end access doors 2.3, which are identical to the end access doors 1.3 of the first carriage 1. In a second interior section 2.4 of the second carriage 2, there is a 2+1 seating arrangement, the second interior passenger compartment section 2.4 being separated from the second end access area 2.2 by a second intermediate wall 2.6. The second intermediate wall 2.6 is equipped with a second door 2.5, the position of which is adapted to the 2+1 seating arrangement existing in the second interior passenger compartment section 2.4. The second intermediate wall 2.6 is located between two door column linings 2.7. In the transverse direction to the railway vehicle or the second wagon 2, the opening width between the second lining of the door column 2.7 corresponds in turn to the opening width "A", which is also present in the end area of the first wagon, see Figure 1.

The first intermediate wall 1.6 and the second intermediate wall 2.6 do not differ in their external dimensions. Depending on the seating arrangement, only the design of the respective doors 1.5, 2.5, as well as the design of the first and second fixed glass parts 1.8 or 2.8, which complete the respective intermediate wall 1.6, 2.6, vary.

With regard to the first extreme access area 1.2 of the first carriage 1 and the second extreme access area 2.2 of the second carriage 2, the following identical components are used, regardless of the seating arrangement present in the adjacent first/second section of the interior passenger compartment 1.4, 2.4: Extreme access areas 1.2, 2.2; extreme access doors 1.3, 2.3; door pillar trim 1.7, 2.7. These components are identical in design and arrangement in the respective first and second carriages and are therefore standardized.

Figure 3 shows another access area 1.9 of another carriage 1 with a 2+2 seating arrangement. The additional access area 1.9 has further access doors 1.10 arranged opposite each other. In the direction of the first end of the carriage, the additional access area 1.9 adjoins a third section of the interior passenger compartment 1.11, while in the direction of the second end of the carriage, opposite the first end, it adjoins a fourth section of the interior passenger compartment 1.12. Both the third and fourth sections of the interior passenger compartment 1.11, 1.12 are equipped with a 2+2 seating arrangement. The third section of the interior passenger compartment 1.11 is separated from the other access area 1.9 by a third intermediate wall 1.13, and the third door 1.14 comprises a single-leaf sliding door and a third fixed glass panel 1.15.

On the other hand, a fourth intermediate wall 1.16, with a fourth door 1.17, which is a two-leaf sliding door and fixed glass parts 1.18, separates the other access area 1.9 from the fourth interior passenger compartment section 1.12.

The third intermediate wall 1.13 is inserted into an opening between the opposite door column claddings 1.19, while the fourth intermediate wall 1.16 is arranged between the also opposite door column claddings 1.20.

It should be noted that the opening width and positioning in the transverse direction of the rail vehicle for the fourth intermediate wall 1.16 correspond to the opening width A of the first intermediate wall 1.6 and the second intermediate wall 2.6. The same applies to the third door 1.17 and the first door 1.5.

In comparison, an opening width B for the third door 1.14 opposite the fourth door 1.17 is smaller than the opening width A.

Figure 4 shows another access area 2.9 of another carriage 2 with a 2+1 seating arrangement. The additional access area 2.9 has additional access doors 2.10 arranged opposite each other. In the direction of the first end of the carriage, the additional access area 2.9 adjoins a fifth section of the interior passenger compartment 2.11, while in the direction of the second end of the carriage, opposite the first end, it adjoins a sixth section of the interior passenger compartment 2.12. Both the fifth and sixth interior passenger compartment sections 2.11, 2.12 are equipped with a 2+1 seating arrangement, mirror-symmetrical with respect to a longitudinal central vertical plane of the railway vehicle. The fifth section of the interior passenger compartment 2.11 is separated from the other access area 2.9 by a fifth intermediate wall 2.13, and the fifth intermediate door 2.13 comprises a fifth door 2.14, which is present as a single-leaf sliding door, and fifth fixed glass pieces 2.15.

On the other hand, a sixth intermediate wall 2.16, with a sixth door 2.17, which is a single-leaf sliding door, and fixed glass parts 2.18, separate the other access area 2.9 from the sixth section of the inner compartment 2.12.

The fifth intermediate wall 2.13 is inserted into an opening between the opposite door column claddings 2.19, while the sixth intermediate wall 2.16 is arranged between the also opposite door column claddings 2.20.

It should be noted that the opening width and the positioning in the transverse direction of the railway vehicle for the sixth intermediate wall 2.16 corresponds to the opening width A of the first intermediate wall 1.6, the second intermediate wall 2.6 and the fourth intermediate wall 1.16.

In comparison, the opening width B of the fifth door 2.14, opposite the sixth door 2.17, is smaller than the opening width A and coincides with the opening width of the third door.

In the transverse direction to the railway vehicle, the third door 1.14 and the fifth door 2.14 are arranged slightly offset from each other, adapted to the situation of a passenger aisle, resulting from the seating arrangement, in the longitudinal direction to the railway vehicle.

As a result, for the extreme access zones 1.2, 1.3 of the first and second carriages 1.2 and the further access zones 1.9, 2.9 presented here, which may be, for example, third-party accesses, there are only two opening widths A and B for all six intermediate walls 1.6, 2.6, 1.13, 1.16, 2.13, 2.16 described. Furthermore, in all of the access zones described in detail above 1.2, 2.2, 1.9, 2.9 only two types of doors are used since, on the one hand, the first and fourth doors 1.5, 1.17 (two-leaf) and, on the other hand, the second, third, fifth and sixth doors 2.5, 1.14, 2.15, 2.17 are identical. Furthermore, all door pillar claddings 1.7, 2.7, 1.19, 1.20, 2.19, and 2.20 described are identical in terms of dimensions and position transverse to the rail vehicle. Adaptation to an adjacent seating arrangement is achieved by sizing, particularly transverse to the rail vehicle, the fixed glass panels to be used in the respective intermediate wall.

The two intermediate walls 1.13, 2.13 with a reduced opening width B also allow technical devices such as monitors, etc. to be accommodated in these areas.

The first car 1 and the second car 2 have no more intermediate walls between the opposite linings of the door columns.

Claims (11)

1. Railway vehicle for the transport of passengers, with at least a first (1) and a second carriage (2), wherein the first/second carriage (1, 2) has a first/second access end area (1.2, 2.2) with two first/second side access end doors (1.3, 2.3) and a first/second interior passenger compartment section (1.4, 2.4) adjacent to the center of the carriage, and the first/second access end area (1.2, 2.2) is separated from the adjacent first/second interior passenger compartment section (1.4) by a first/second intermediate wall (1.6, 2.6) which is equipped with a first/second door (1.5) and which runs transversely to the railway vehicle and the first/second intermediate wall (1.6, 2.6) is inserted into a first/second opening (A) between the first/second door pillar trims (1.7, 2.7) opposite each other and facing the first/second interior passenger compartment section (1.4, 2.4) (1.7, 2.7) of the first/second end access doors (1.3, 2.3), characterized because the first and second extreme access areas (1.2, 2.2) are identical, the first section of the interior passenger compartment (1.4) is equipped with a continuous 2+2 seating arrangement with a central aisle and the second section of the interior passenger compartment (2.4) of the second carriage (2) is equipped with a continuous 2+1 seating arrangement with an offset aisle and the dimensions and arrangement of the first opening (A) in the first carriage (1) is the same as the dimensions and arrangement of the second opening (A) in the second carriage (2). 2. Railway vehicle according to claim 1, characterized because The first door (1.5) is a two-leaf sliding door adapted in its position to the 2+2 seating arrangement and the second door (2.5) is a single-leaf sliding door adapted in its position to the 2+1 seating arrangement. 3. Railway vehicle according to one of claims 1 or 2, characterized because the first intermediate wall (1.6) has first fixed glass parts (1.8) which are connected to the first door column skins (1.7), and the second intermediate wall (2.6) has second fixed glass parts (1.15) different from the first glass parts, which are connected to the second door column skins (2.7). 4. Railway vehicle according to one of claims 1 to 3, characterized because the first car (1) has a further access area (1.9) with two opposite side access doors (1.10), an adjacent third section of the interior passenger compartment (1.11) facing a first end of the car with a 2+2 seating arrangement and an adjacent fourth section of the interior passenger compartment (1.12) facing a second opposite end of the car, with a 2+2 seating arrangement, the further access area being separated from the adjacent third and fourth sections of the interior passenger compartment (1.11, 1.12) by a third/fourth intermediate wall (1.13, 1.16) equipped with a third/fourth door (1.14, 1.17) extending transversely to the railway vehicle and the third/fourth intermediate wall (1.13, 1.16) being inserted into a third/fourth opening between the door column linings of the further access doors, which are located opposite each other and facing the respective compartment section. passenger interior, and furthermore the size and arrangement of the fourth opening in the first car (1) are equal to the size and arrangement of the first/second opening in the first/second car. 5. Railway vehicle according to claim 4, characterized because The third opening (B) and the third intermediate wall (1.13) are sized such that their width is smaller than the first, second and fourth openings (A) and the first, second and fourth intermediate walls (1.6, 2.6, 1.16). 6. Railway vehicle according to claim 4 or 5, characterized in that technical devices are housed in the third claddings of the door columns (1.19). 7. Railway vehicle according to one of claims 1 to 6, characterized because the second carriage (2) has a further access area (2.9) with two side access doors (2.10) opposite each other, an adjacent fifth interior passenger compartment section (2.11), facing a first end of the carriage, with a 2+1 seating arrangement and an adjacent sixth interior passenger compartment section (2.12), facing a second opposite end of the carriage, with a 2+1 seating arrangement, the further access area of the fifth and the adjacent sixth interior passenger compartment sections (2.11, 2.12) being separated respectively by a fifth/sixth intermediate wall (2.13, 2.16) which is equipped with a fifth/sixth door (2.14, 2.17) and which runs transversely to the railway vehicle and the fifth/sixth intermediate wall (2.13, 2.16) is inserted into a fifth/sixth opening between the door column linings (2.19, 2.20) of the other access doors, which are facing the respective interior passenger compartment section and, in addition, the size and arrangement of the sixth opening in the second car (2) are equal to the size and arrangement of the first/second opening in the first/second car (1, 2). 8. Railway vehicle according to claim 7, characterized because The fifth opening (B) and the fifth intermediate wall (2.13) have a width smaller than the first and second openings (A) and the first and second intermediate walls (1.6, 2.6). 9. Railway vehicle according to claim 4 or 5, characterized because The 2+1 seating arrangement in the third section of the interior passenger compartment (1.11) is specularly symmetrical with respect to a central vertical longitudinal plane of the railway vehicle towards the 2+1 seating arrangement in the fourth section of the interior passenger compartment (1.12) in relation. 10. Railway vehicle according to one of claims 7 to 9, characterized in that technical devices are housed in the fifth linings of the door columns (2.19). 11. Railway vehicle according to one of claims 1 to 10, characterized because The first and second carriages (1, 2) have no more intermediate walls between the opposite linings of the door columns.