EP1464558B1 - Method for fitting a low-floored middle part onto the body of a rail vehicle with a high floor - Google Patents

Abstract

The method for installing a low-floor center section (M) in the body (W) of a high-floor rail vehicle entails clamping the support structure in a rigid frame, removing all non-supporting floor sections in the region of the center support structure section, introducing new longitudinal support sections into the support structure below the center section, cutting out of the center support section and existing wall and roof regions in the center section of body, introducing one or more new longitudinal support sections and cross members, and fitting new floor (B), wall (WA) and roof (D) sections to the new longitudinal support sections.

Description

The invention relates to a method for installing a low-floor middle part in the car body of a high-floor rail vehicle, which should find particular application in ground-level rail transport.

Such a rail vehicle is from the EP-A-0 230 888 known.

To cope with increasing passenger flows, larger and larger vehicles were developed for ground-based rail transport, especially in the first decades after the Second World War. An example of this development of large-capacity vehicles for ground-based rail transport is the Tatra tramcar manufactured in the Czech Republic initially in US-American license and later independently developed.

All of these large capacity vehicles suitable for carrying large numbers of people are relatively long, and therefore the use of bogies, especially because of the low curve radii present in the city's ground-level rail network, was essential to these vehicles.

Due to the substructure of bogies under the car body but the hall level, d. H. the floor space accessible by the passengers in the interior of the vehicles is greatly increased compared with the previously known shorter two-axle vehicles, which has significantly increased the height difference between the road level and the vehicle floor level to be negotiated when getting in and out. This not only affects the ease of getting in and out, especially for the elderly and the disabled, but also increases the time required for the passenger change at the stops.

Although it is known for a long time, also for rail vehicles with bogies, the so-called low-floor technology. In the known Niederflurwagen is the walk-in floor area in Interior of these vehicles in the door areas greatly lowered, so that low-floor areas are present, which have a relatively small distance from the street level and allow easy entry and exit. From these low-floor areas can then be arranged in the car inside stages or slopes the higher-lying, z. B. over the bogies arranged areas in which predominantly the seats are arranged, easily reach. Although the ease of transport for passengers in these vehicles is considerably higher, and also the change of passengers at the stops can take place much faster, was deliberately omitted by the wagon companies during the development of large-capacity vehicles on the development of the known low-floor technology, because the production of the car body support for Niederflurwagen is considerably more complicated and more expensive than the consistently high-floor vehicles.

Only with the appreciation of the public transport in view of the hardly manageable individual traffic in the cities and large cities as well as by the activity and the political acceptance of disability and senior citizen associations in the last years considerations to increase the comfort in the vehicles of the ground-level rail traffic again in the foreground. For most of the vehicles newly developed in recent years for ground-based rail transport, a consistent move to low-floor technology is therefore to be observed.

For economic reasons, it is the transport companies but not possible to take their entire renewed in recent decades using high-floor vehicles and for the most part in good and serviceable condition vehicle fleet out of service and replace it with the much more comfortable low-floor new cars.

The invention is therefore based on the object to develop a method that makes it possible to provide the existing at the transport companies high-floor rail vehicles at least partially with low-floor entry and exit options and thus to increase the comfort of existing vehicles significantly.
The object is achieved by a method with the characterizing features of claim 1.

Advantageous embodiments of the method according to the invention form the features of the subclaims 2 to 6.

Fig. 1

ist eine perspektivische Prinzipdarstellung des Wagenkastens eines hochflurigen Schienenfahrzeuges mit den wichtigsten Längs- und Querträgern im ursprünglichen Zustand unter Angabe der Hebe- und Kupplungspunkte;

Fig. 2

ist eine der Fig. 1 ähnliche perspektivische Darstellung, die den Wagenkasten mit den wichtigsten Längs- und Querträgern nach dem Einbau von Längsträgerabschnitten für ein niederfluriges Mittelteil und der Heraustrennung des ursprünglichen mittleren Trägerstrukturabschnittes zeigt;

Fig. 3

zeigt das komplette Schienenfahrzeug nach dem Einbau des niederflurigen Mittelteiles in einer Längsschnittansicht.

The method according to the invention will be explained below with reference to a preferred embodiment with reference to FIGS FIGS. 1 to 3 be explained in more detail.

Fig. 1

is a perspective schematic representation of the car body of a high-floor rail vehicle with the main longitudinal and transverse beams in the original state, indicating the lifting and coupling points;

Fig. 2

is one of the Fig. 1 similar perspective view showing the car body with the main longitudinal and transverse beams after the installation of side member sections for a low-floor middle section and the separation of the original central support structure section;

Fig. 3

shows the complete rail vehicle after installation of the low-floor middle section in a longitudinal section view.

In FIG. 1 are the main components of the car body W of a high-floor rail vehicle shown.

For installation of a low - floor middle section M in the in FIG. 1 illustrated high-floor car body W is the original support structure T of the car body W at at least three receiving points H1, H2, K1 and H3, H4, K2 of the support structure T before and behind a central support structure portion TM in a (not shown) rigid frame and clamped. In order to ensure a largely rigid support of the car body W during the conversion work, the at least three receiving points H1, H2, K1 and H3, H4, K2 should be arranged at peripheral points of the support structure T in front of and behind the central support structure section TM and the largest possible Have distance from each other. Appropriately, as receiving points H1, H2, K1; H3, H4, K2 for clamping the support structure T, the lifting points H1, H2, H3, H4 and the coupling points K1, K2 of the car body W are used. The Clamping the front and rear portions of the support structure T of the car body W in front of and behind the central support structure TM at three spaced apart receiving points of the support structure T is the guarantee that in the middle of the car body modifications can be made without that during This work can shift the front and rear portions of the car body W in position to each other.

After clamping in the aforementioned manner, all non-structural floor parts are first removed in the central support structure section TM for the purpose of producing construction freedom. Thereafter, new longitudinal beam sections T1, T2 are inserted below the central support structure section TM (see Fig. 2 ), ie it is z. B. by welding these new side rail sections T1, T2 made a new rigid connection between the front and rear portions of the support structure T. Even if this new connection initially does not yet have the strength properties of the existing central support structure section TM, because possibly not all new side rail sections can be inserted because of existing original parts of the central support structure section TM, it is during the clamped state of the support structure T in the rigid frame nevertheless possible, after the insertion of the new side rail sections T1 and T2, to remove the entire existing central support structure section TM and all existing wall and roof areas in the middle section M of the car body W. As a result, the final design freedom for inserting any missing new side rail sections T3 ... TN and for inserting cross members in the support structure T of the middle part M of the car body W and for inserting new floor, wall and roof areas (B, WA, D) created in the middle part M of the car body W.

After inserting all required new side member sections T3 ... TN and possibly required cross members, the support structure T again has the necessary for the support of the car body W strength.

Now required for a low-floor center part new floor, wall and roof areas (B, WA, D) in the middle part M of the car body W are inserted.

How out FIG. 3 As can be seen, the new roof area D of the middle part M is formed with respect to the existing front and rear roof areas D1, D2 increased to accommodate in this new space won the drive control equipment of the vehicle previously in the high-floor rail vehicle below the floor in the middle part M of the car body W was housed.

Out FIG. 3 is also the lowering of the bottom part in the new low-floor middle part M of the car body W clearly visible. The distance A of the new bottom part from the bottom is preferably 240 mm. As a result, the low-floor area is accessible without any step. This not only offers great advantages for old and disabled passengers but also leads to considerable time savings when changing passengers at the stops.

From the newly created low-floor middle part M of the car body W, steps S lead to the high-floor car interior.

The windows in the low-floor middle section M were lowered lower according to the new floor level.

With the aid of the method according to the invention, existing, well-maintained, high-floor rail vehicles can preferably be adapted and reused in the context of general maintenance to meet the increased demands on the convenience of local traffic.

Claims (6)

1. A method for fitting a low-floored center portion (M) into the car body (W) of a rail vehicle with a high floor, comprising the following steps:

   a) receiving and clamping the beam structure (T) of the car body (W) at least at three respective receiving points (H1, H2, K1; H3, H4, K2) of the beam structure (T) in front and behind a center beam structure section (TM) in a rigid frame;

   b) removing all nonstructural floor components in the portion of the center beam structure section (TM);

   c) inserting new longitudinal beam sections (T1, T2) into the beam structure (T) of the vehicle body (W) below the center beam structure section (TM);

   d) cutting out the center beam structure section (TM) and the existing wall- and roof portions in the center portion (M) of the car body (W);

   e) where necessary, inserting one or plural new longitudinal beam sections (T3 ... TN) and transversal beams into the beam structure (T) of the center portion (M) of the car body (W);

   f) arranging and integrating new floor-, wall- and roof portions (B, WA, D) in the center portion (M) of the car body (W) on the new longitudinal beam sections (T1, T2, T3 ... TN) of the beam structure (T); and

   g) releasing the clamping of the receiving points (H1, H2, K1; H3, H4, K2) of the beam structure (T) from the rigid frame.
2. A method according to claim 1, wherein the at least three receiving points (H1, H2, K1) and (H3, H4, K2) are disposed at peripheral locations of the beam structure (T) and comprise a distance from one another, which is as large as possible.
3. A method according to claim 1 or 2, wherein the hoist points (H1, H2, H3, H4) and the coupling points (K1, K2) of the car body (W) serve as receiving points (H1, H2, K1; H3, H4, K2) for clamping the beam structure (T).
4. A method according to one of the claims 1 through 3, wherein the new roof portion (D) in the center portion (M) of the car body (W) is configured elevated relative to the existing front and rear roof portions (D1, D2) of the car body (W).
5. A method according to claim 4, wherein the elevated roof portion (D) is configured for receiving the drive control equipment of the rail vehicle.
6. A method according to at least one of the preceding claims, wherein the new floor portion (B) of the low-floor center portion (M) is configured at a distance of approximately 240 mm from the ground.

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