EP2543570B1 - Construction method for the layoutof a railway vehicle car, method for producing a railway vehicle car and rail vehicle car series - Google Patents

Description

The invention relates to a construction method for constructing a rail vehicle and a rail vehicle family. Furthermore, the invention relates to a method for producing a rail vehicle wagon and a rail vehicle with at least two rail vehicles.

Rail vehicle operators often specify specific seat numbers within the scope of tenders, which are not always exactly met with existing train concepts. In order to achieve the desired total number, rail vehicles are therefore offered by the rail vehicle manufacturers, which have more seats than needed. This in turn leads to an unnecessarily high vehicle price and brings driving dynamics disadvantages with a given drive configuration, since higher masses than actually need to be moved.

In addition, the rolling stock operators make different specifications for the desired traction performance parameters, such as acceleration or maximum speed. If the drive power that can be installed in a single car of the train concept can then be variably adjusted, this inevitably leads to mass differences in the traction equipment variants. Assuming a given maximum allowable Radsatzlast in the bogie, it is expedient to fully exploit this each to transport the maximum number of passengers. That Car-side compensation measures are required for the mass differences in the traction equipment.

In train rail vehicles, an adaptation of the seat number is often done by increasing or decreasing the number of cars and thus possibly also the available total drive power or the effective drive power.

For rail vehicles with locomotive tension adjustment by increasing / decreasing the number of wagons with a corresponding effect on the specific traction performance.

Document IPCOM000176902D (published on the Internet at http://www.ip.com/pubview/IPCOM000176902D) describes the constructive design of a body shell with flexible side window size. This is done by freely sliding window handles. This allows the window divider and window size to be adjusted.

Modular car bodies for rail vehicles are in DE 100 53 125 A1 and DE 43 20 843 A1 described.

In the longitudinal direction displaceable seat modules for the interior of a rail car, however, are in WO 98/52805 described.

It has proved unfavorable that with IPCOM000176902D an entire car has to be added or removed if the number of seats is to be adjusted. The production of a car according to DE 100 53 125 A1 and DE 43 20 843 A1 is very expensive. In the WO 98/52805 Reducing the number of seats will result in shorter seating distances, which will affect comfort.

From the EP 1 203 707 A2 discloses a method of converting rail vehicles and rail vehicles obtained by this method. The aim is to implement a concept for the conversion of old cars, which makes it possible to increase travel comfort. The method thereby employed comprises severing the car body or boxes of old rail vehicles into at least three box sections having a middle section and two box end sections, lowering the central box section or sections and connecting the central box section or sections in lowered position with two unpressed box end sections by attachment means and by parting lines capable of obtaining a low-floor rail vehicle.

It is therefore an object of the present invention to provide a rail vehicle that allows better adaptability to the respective customer requirements.

This object is achieved by a construction method for constructing a rail vehicle wagon according to claim 1. Furthermore, this object is achieved by a method for producing rail vehicles according to claim 6. Furthermore, this object is achieved by a rail vehicle family according to claim 11. Farther This object is achieved by a rail vehicle according to claim 13. Furthermore, this object is achieved by the use of supporting structures of the same cross-section according to claim 10. Other embodiments, modifications and improvements will become apparent from the following description and the appended claims.

According to one embodiment, a construction method for constructing a railroad car is provided. The method includes predetermining a maximum length of a long type of rail vehicle and a seat divider; Constructing a car body including load-bearing structures for the long-type rail vehicle, the car body being a base segment is designed for receiving a plurality of rows of seats corresponding to the seat divider, and at least one window segment for extending the base segment, wherein the length of the window segment corresponds approximately to the seat divider. Then, the required cross sections and the strength design of the load-bearing structures for the car body of the long-type railway rolling stock are determined. A rail car is then constructed as a whole in at least two different length variants while maintaining the cross-section and strength design of the carbody and the supporting structures.

The design process is based on the idea of making the production of rail vehicles with different seating capacity as efficient as possible. It is assumed that a basic type of rail vehicle, which is also referred to as a long-type rail vehicle, assumed. This rail car is designed with a maximum number of seats taking into account the permissible axle load. As a result, this rail vehicle car also has a maximum length of its passenger compartment forming the car body. This car body has a base segment and at least one window segment. It is also possible to start from a long type of rail vehicle with a basic segment and two window segments, or also from a basic segment and more than two window segments. The base segment makes it possible to accommodate a plurality of rows of seats in accordance with the predetermined seat divider. The basic segment also represents the shortest car body for a rail vehicle car. The rail vehicle car of the long type with maximum length has, in addition to the basic segment, for example, also one or two window segments. As a result, so at least three types of rail vehicle cars can be made, the car body forming the passenger area differ by one or two window segments.

From a constructive point of view, the basic segment can also consist of individual segments, which together form the basic segment. Also in this case, the basic segment forms the shortest car body of a rail vehicle family.

For complete construction of a rail vehicle car, the car body forming the passenger area is completed with corresponding end segments. These may include power units, a driver's cab or also include a transition to a dockable rail vehicle to form a multi-part rail vehicle.

All structural strength and dimensioning for load-bearing structures are determined on the basis of the long-type railcar and then used to construct shorter and thus lighter rail vehicles. As a result, a rail vehicle family or platform is created thereby using the same supporting structures. The advantage of this approach is that the design determination and definition for load-bearing structures only needs to be done once. Furthermore, the actual production of the different rail vehicle cars is simplified, since always the same size and in terms of their strength and resilience equally designed load-bearing structures (except for their length) must be kept and processed.

Since the design determination is based on the longest and therefore the heaviest rail vehicle, it is also ensured that the shorter and thus lighter rail vehicles have sufficient dimensions of their supporting structures.

The thus enabled different length and thus seating capacity of the rail vehicle cars makes it possible to better adapt the total capacity of a rail vehicle to the customer requirements. The change in length and thus the change in seating capacity takes place in jumps of a row of seats, whose extension is given in the longitudinal direction of the rail vehicle by the seat divider. From a constructive point of view, therefore, the rail vehicle wagon of long type is "shortened" by window segments of corresponding length. The window segments are designed so that they provide space for a row of seats. The length of the window segments therefore corresponds approximately to the length of a seat divider.

Thus, according to one embodiment, the length of the carbody is reduced by one or two window segments for adjusting the number of seats while maintaining the cross-section and strength design of the carbody and the supporting structures of the long construction type.

According to one embodiment, a desired number of seats is specified and, if the desired number of seats is less than the number of seats of the seat Railcar long construction type, the length of the car body is reduced by one or two window segments while maintaining the cross section and the strength design of the car body and the supporting structures. This allows a very fine adjustment of the seat capacity to the customer's specifications without the respective rail vehicles have to be fundamentally redesigned.

According to one embodiment, the rail vehicle car is a double-decker vehicle, wherein the windows in the upper and lower decks of the double-decker carriage are arranged in alignment with one another. This simplifies the structural adjustment of the length of the car body, since the window segment can be added or removed without adaptation of the basic segment. This also facilitates the later production and interior work.

According to one embodiment, at least one seat row is provided in each window segment.

According to one embodiment, a method for manufacturing a rail vehicle car is provided. First, the required cross-sections and the strength design for load-bearing structures for a rail vehicle long type of construction are determined, the rail vehicle long type of vehicle defines a seat divider. The long-type rail vehicle car has a car body comprising a base segment adapted to receive a plurality of seat rows corresponding to the seat divider and at least one or two window segments for extending the base segment, the length of a window segment being approximately equal to the seat divider. A railcar wagon is then manufactured as a whole using previously determined supporting structures while maintaining the cross-section and strength design, where the rail wagon is of the long type as needed or shorter than the long wagon type rail wagon by at least one or two window segments. The rail vehicle car can thus be manufactured in at least two or three different length variants, wherein the rail vehicle car long model was used in determining the strength design of the cross section of the supporting structures.

In the concrete production of the rail vehicle car thus supporting structures are used, which also for the rail vehicle car long type can be used, so that no differently dimensioned supporting structures or continuous structures must be provided for this purpose.

According to one embodiment, the rail vehicle car is manufactured, as required, by one or two window segments shorter than the long construction type rail vehicle car, which was used in determining the strength design of the cross section of the supporting structures. It can thus be manufactured rail car in two or three different lengths. Depending on the starting point for the choice of the long-type rail vehicle, which may, for example, also comprise more than two window segments, a rail vehicle family can be constructed and manufactured with rail vehicles of different lengths.

According to one embodiment, the rail vehicle car is equipped with a drive unit that is more powerful than a drive unit that can be used for a long type of rail vehicle.

The weight saving achieved by the shorter design of the railcar compared to the long-type railcar can be used for the installation of a more powerful drive unit or for the installation of other equipment without exceeding the permissible axle load.

According to one embodiment, the rail vehicle car is a double-decker vehicle, wherein the windows in the upper and lower decks of the double-decker carriage are arranged in alignment with one another.

According to one embodiment, load-bearing structures of the same cross-section and strength design are used for the construction of rail vehicles of different lengths. In this case, the car bodies forming the passenger area of the rail vehicles differ by one or two window segments whose length corresponds to the length of a seat divider.

According to one embodiment, a rail vehicle family is provided comprising at least two rail vehicle carriages each having a carriage body, the rail vehicle carriages having the same seat divider. The length of the car bodies differs by one or two window segments, wherein the one or more window segments have a length which is about the length of the seat divider of the Railway vehicle wagon corresponds. The car bodies of rail vehicles have load-bearing structures with the same cross-sectional profile and strength design.

Regardless of their length and specific design, the same load-bearing structures or continuous elements that are optimized with regard to the longest or heaviest rail vehicle car are always used for all rail vehicle carriages of the rail vehicle family.

According to one embodiment, a rail vehicle is provided with at least two rail vehicle carriages each having a carriage body, the rail vehicle carriages having the same seat divider. The length of the car bodies differs by one or two window segments, wherein the one or more window segments have a length which corresponds approximately to the length of the seat divider of the rail vehicles. The car bodies of rail vehicles have load-bearing structures with the same cross-sectional profile and strength design.

According to one embodiment, the shorter of the two rail vehicle carriages has a drive unit with higher drive power than the longer of the two rail vehicle carriages.

According to one embodiment, at least one row of seats is arranged in each window segment.

From a constructive point of view, according to one embodiment, a modular system for constructing rail vehicle carriages is thus provided. The modular system comprises at least one base segment with a predetermined seat divider in the longitudinal direction of the base segment; at least one window segment with a length corresponding approximately to the seat divider; and at least one end segment. The base segment alone, or together with one or two window segments, forms a passenger compartment receiving the carbody, which is typically completed by two end segments.

To construct a car body of a rail vehicle car, at least one basic segment and possibly one, two or more window segments are used. The basic segment has or allows a predetermined number of seats and has a seat divider, which dictates the distance of the seats in the longitudinal direction of the car body. Under a seat divider here is the distance or the Abstandrastermaß between in Longitudinal adjacent seats when using a row seat arrangement or half the distance or half the distance grid dimension when using a vis-ä-vis seating arrangement (seats are facing each other) understood.

A window segment has a length (seen in the longitudinal direction of the base segment) which corresponds approximately to the length of the seat divider. Thus, an entire row of seats can be added to the basic segment by the window segment. For example, assuming a 2-row seating (2 + 2 seats), up to 4 seats may be added through the window segment in the case of a single-deck rail car and up to 8 seats in the case of a double-decker rail car.

The basic segment is significantly longer than the window segment. Typically, a base segment can accommodate a plurality of rows of seats. The window segment, on the other hand, is designed to add only one additional row of seats.

The invention accordingly provides for a rail vehicle platform to make the length of the individual rail vehicle car in modular segments variable. The change in the carriage length is coupled to the given seat divider of the rail vehicle, so that, for example, up to 2 complete rows of seats (when using two window segments) can be removed or added. For this to be possible in a simple manner, one or two window segments are provided which correspond in their dimensions to the seat divider of a row seat or half the seat divider of a vis-à-vis seat arrangement. Thus, the bodyshell and interior design changes are minimal with variation of the total length, since in each case only one or two window segments must be "jumped".

This gives the rail vehicle platform a much wider range of applications and better adaptability.

Advantage of the invention in non-powered rail vehicles is that the car length and passenger capacity can be tailored to the required level fine-scale, so that operator specifications for the allowable train length or the required passenger capacity can be made precisely.

In addition, the variable car length and the associated change in the net mass of the car can be used in powered rail vehicles to the mass savings in the shorter, d. H. lighter car, for a stronger, i. use heavier engine. In this way, the specified permissible axle load, which is often a problem especially for double-deck cars, always within a realistic framework.

When Zugzusammenstellung so modular shaped driven and non-powered cars to get maximum flexibility with a minimum of necessary changes for each variant.

According to one embodiment, the window segment has only one side window opening on each of its longitudinal sides. By contrast, the basic segment has a multiplicity of side window openings on each longitudinal side. The side window openings of the base segment have a greater extension in the longitudinal direction than the side window openings of the window segment.

The extent of the side window openings in the window segment is adapted to the single row seat arrangement added by the window segment. By contrast, the side window openings in the base segment are larger in comparison to the window segment and can for example be adapted to a vis-a-vis seating arrangement.

According to one embodiment, the end segment comprises an entrance area with entrance openings or entrance doors. In the end segment thus the openings for the entrance doors are housed. Depending on the configuration of the rail car, the end segment may be connected directly to one end of the base segment or to the base segment by means of the window segment. For example, using only one window segment, one end segment may be directly connected to the base segment and another end segment may be connected to a window segment, which in turn is connected to another end of the base segment.

The modular construction is here typically understood in terms of a structural design, which is used in the design, ie the design of the rail vehicle car. The actual production may or may not be modular in this sense.

According to one embodiment, a rail vehicle comprises at least a first rail vehicle carriage and a second rail vehicle carriage whose length differs from the length of the first rail vehicle carriage by the length of a window segment. The rail vehicle thus has cars with different lengths. This allows a very flexible and accurate adjustment of the number of seats to the predetermined total number of seats. In addition, the different length of each car allows an adjustment of the provided drive power. By saving weight on the shorter cars, they can be equipped with a heavy and therefore more powerful drive unit while maintaining the maximum axle load. It is also possible to use the weight saving for the installation of other components.

According to one embodiment, the rail vehicle is a multiple unit and the rail vehicle is a train of a train. The individual rail vehicles can be powered (motor car) or non-powered (trailers). The installed drive power can be different in the individual rail vehicles, as described above.

According to one embodiment, a rail vehicle park is provided which comprises a plurality of rail vehicle carriages, wherein the length of the individual rail vehicle carriages differs by one or two window segments with an otherwise identical vehicle body structure. The different length rail vehicles can be used to put together rail vehicles, especially trainsets, to fine tune the total number of seats can. In addition, the individual rail vehicle cars may have a different drive power.

Overall, the design described here can provide a train concept with a high degree of variability and improve the possibilities of producing rail vehicles according to customer requirements.

• Figuren 1A bis 1C zeigen ein Schienenfahrzeugwagen gemäß einer ersten Ausführungsform.
• Figuren 2A bis 2C zeigen ein Schienenfahrzeugwagen gemäß einer zweiten Ausführungsform.
• Figuren 3A bis 3C zeigen ein Schienenfahrzeugwagen gemäß einer dritten Ausführungsform.
• Figuren 1A bis 1C zeigen eine erste Ausführungsform eines Schienenfahrzeugwagens 100, hier am Beispiel eines Triebzugkopfes. Die hier beschriebenen Ausführungsformen können jedoch auch auf angetriebene und antriebslose Mittelwagen angewendet werden.

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 not necessarily to scale. Like reference numerals designate corresponding parts accordingly.

• FIGS. 1A to 1C show a rail vehicle carriage according to a first embodiment.
• FIGS. 2A to 2C show a rail vehicle car according to a second embodiment.
• FIGS. 3A to 3C show a rail vehicle car according to a third embodiment.
• FIGS. 1A to 1C show a first embodiment of a rail vehicle carriage 100, here the example of a power train head. However, the embodiments described herein may also be applied to powered and non-powered center cars.

In the construction of a rail vehicle car is based on a rail vehicle car long type, such as in the FIGS. 1A to 1C is shown. This long-type rail car has a car body of a given maximum length. Since the ends of the rail car 100 can be designed differently, for example in the form of a transition segment 130 or in the form of an end segment 140 with driver's cab 142, the maximum length here refers to the passenger area between the end segments. This area is referred to here as car body 160.

The rail car 100, hereinafter referred to as carriage 100, thus comprises a car body 160 with a base segment 110, which has a plurality of window openings 111, and two window segments 120 with window openings 121. The length of the car body 160 here is L + 2 * X, where L is the length of the base segment 110 and X is the length of a window segment 120 in the longitudinal direction of the carriage 100. The length L denotes the range of seating in the longitudinal direction of the car or the sum of the seat divider in the base segment. Thus, in this embodiment, two window segments 102 were used. Therefore, in relation to the other two embodiments, the car has the largest length and thus the largest number of seats.

In the embodiment shown here, the carriage 100 is a double-decker car, wherein FIG. 1B the upper deck and Figure 1C show the lower deck. As in Figure 1A recognizable, the window openings 111 in the upper deck and lower deck in vertical direction (ie perpendicular to the longitudinal extent of the carriage 100) aligned with each other.

The base segment 110 has a given length L which allows a given number of seats. The individual seats are designated 112. The number of seats 112 and their arrangement determine a seat divider, which is designated 151. For example, the seat divider 151 may be determined by the pitch pitch of a row seat assembly (seats are aligned one behind the other and in the same direction). This is in FIG. 1B shown. In the case of a vis-a-vis seating arrangement, the seat divider corresponds to half the length of the pitch pitch, as in FIG Figure 1C shown. Typically, both seat dividers are about the same size and very similar. Due to the two additional window segments 120 located at opposite ends of the base segment 110, the cart 100 has a maximum number of seats.

The window segment 120 has a length X in the longitudinal direction of the carriage 100, which corresponds approximately to the length of a seat divider 151. The length of the window segment 120 need not exactly match the length of a seat divider. It is sufficient if the window segment 120 provides space for another row of seats.

The cart 100 further includes a first end segment 130 and a second end segment 140. The first end segment 130 in the example shown here is an end segment with a transition region 132, through which passengers have access to a further carriage coupled to the carriage 100. The second end segment 140 is here equipped with a driver's cab 142. In principle, it is also possible to provide the carriage 100 with two end segments 130. The end segments 130 may have a different length. For example, one of the end segments may carry a drive unit. The end segments can in turn be made up of individual segments, for example, the driver's cab 142 may represent a segment.

The end segments 130 and 140 each have an entrance area with access doors 131, 141. These can, as shown here, be arranged above or laterally of chassis 133, 143. The bogies 133, 143 may be, in particular, bogies, wherein each end segment 130, 140 may rest on a bogie associated therewith so as to support the carriage 100 as a whole.

In the double-decker car shown here, each end segment further has a staircase 134, 144 to the upper deck and a staircase 135, 145 to the lower deck.

In the construction of the railcar cars, the carriage 100 is based on the body 160 in its longest form. Based on this rail vehicle car, the required dimensioning and strength design is determined in particular by load-bearing or continuous structures for all rail vehicles of the same family. Such structures are in particular longitudinal beams but also continuous ceilings or floors.

Although basic and window segments 110, 120 are referred to herein as separate segments, they are typically only design segments that are combined in the design of the rail car. However, as far as possible, continuous structures are used in the actual construction of the car body 160 and the rail vehicle car as a whole. For example, carriers may extend from one end segment 130 through the body 160 to the other end segment 140. Side cladding and ceilings and floors are, as far as possible, each made as a continuous elements and installed accordingly.

In principle, however, it is also possible to provide the window segments 120 as physically separate modules which are then suitably connected during manufacture to the base segment 110, which in turn constitutes a module. In this case, the modules have corresponding interfaces for connection. From a constructive point of view, however, the longest type of car is used here too, and the dimensioning and strength design of all load-bearing structures for this longest type of car is determined and then used for shorter types of wagons.

Thus, in the construction of the heaviest type of car (rail car with the longest car body, maximum number of seats and maximum total weight) is assumed. The maximum weight is limited by the permissible wheel load. The sizing and strength design, especially of the load-bearing structures, determined or determined for this type of wagon is also adopted for the construction and construction of wagon types with a shorter wagon body. In principle, it would be possible to have the load-bearing structures for the shorter-body car types with smaller dimensions because of their lower weight equip. However, it would have to be kept for each type of car each differently dimensioned supporting structures. However, this is avoided in the design and manufacture of railcar wagons presented herein since only one set of load-bearing structures is used for all wagon types designed for the longest and heaviest wagon type.

In terms of manufacturing, this results in considerable savings since the production machines only have to be set up for one type of load-bearing structures and other continuous structures. This also applies to auxiliary tools, holding devices and the like.

Although the design and manufacture of rail vehicle carriages described here can lead to overdimensioning for the shorter carriage types. However, this is tolerable because the change in length and its weight reduction takes place only a few window segments.

In addition, the basically same dimensioning of the load-bearing structures of all types of wagons offers further advantages. For example, the shortest type of car has weight reserves that can be used to install power units or other heavy equipment such as transformers or batteries. For example, if the longest type of car has a power unit with a given traction power, the shortest type of car can be equipped with a more powerful power unit, since the weight savings by omitting the window segments allows the installation of a larger and more powerful drive unit.

FIGS. 2A to 2C show a second embodiment of a rail vehicle carriage (carriage 101), here also the example of a double-deck car, the car body 161 only has a base segment 110 and a window segment 120.

The carriage 101 is constructed substantially like the carriage 100 FIGS. 1A to 1C , In contrast to carriage 100, the carriage 101 has only one window segment 120, which is inserted between the base segment 110 and the end segment 130 and connects these two segments with each other. The overall length of the carriage 101 is reduced by the length X of a window segment 120 compared to the carriage 100. If one looks at the combination of base segment 110 and window segment 120 as car body 161, then this now has a length of L + X in comparison to the car body 160 FIGS. 1A to 1C , In this embodiment, therefore, only one window segment was used. Therefore, the carriage 101 has an average length and thus an average number of seats in relation to the other two embodiments.

Base segment 110 and window segment 120 are used to construct the car body 161 of the carriage 101, which is completed by the end segments 130 and 140. The carriage 101 may also have two end segments 130 instead of the end segment 140.

In the manufacture of the carriage 101, the supporting structures previously determined for the carriage 100 are used, i. carriages 100 and 101 have load-bearing structures with the same cross-section, cross-sectional profile and strength design.

FIGS. 3A to 3C show a third embodiment of a rail vehicle vehicle (carriage 102), here also using the example of a double-deck car. The carriage 102 is constructed substantially like the carriage 100 FIGS. 1A to 1C , Unlike carriage 100, carriage 102 has only one base segment 110 and end segments 130, 140. Car 102 has no additional window segments 120, so carriage body 162 is formed only by base segment 110. The carriage 102 may also have two end segments 130 instead of the end segment 140.

The total length of the carriage 102 is therefore reduced by the length 2 * X of the window segments 120 relative to the carriage 100. Window segments have been omitted in this embodiment. Therefore, in relation to the other two embodiments, the carriage 102 has the shortest length and thus the lowest number of seats.

As with the car 100 and 101, the structure of the carriage 102 uses the same supporting structures, which are designed to be shorter.

The one or more additional window segments 120 allow a very fine adjustment of the number of seats. In the case of a double-deck car according to FIGS. 1A, 1B, 1C . 2A, 2B, 2C adds each window segment 120 to the third embodiment FIGS. 3A, 3B, 3C in a 2 + 2 seating add 8 seats. Even if in FIGS. 2B and 2C the window segment 120 has only 5 seats, the carriage 101 still has a total of 8 seats more than the carriage 102, as the not completely filled left Row in the basic segment 110 of the carriage 102 is now completely filled. In carriage 100 according to Figures 1A . 2 B . 1C In contrast to car 102, a total of 16 seats have been added. In a single-storey car in a 2 + 2 seating, 4 seats are added through each window segment.

As already explained above, the length of the window segment 120 corresponds approximately to the length of the seat divider 151. A window segment is therefore designed to be able to add exactly one additional row of seats. This allows a very fine adjustment of the total number of seats in small steps, which corresponds to the number of seats per row. With a seating of, for example, 1 + 2 for the first class so exactly 3 seats would be added to a single-story car. For a double-decker car, 6 or 7 seats could be added, depending on whether both the upper and lower deck have 1 + 2 seats or one of the two decks has 1 + 2 seats and the other has 2 + 2 seats.

The window segments 120 thus represent constructive components that allow the design of the rail vehicle to adjust the length of the individual cars and thus the overall train. The window segments 120 may also be referred to as modular window dividers.

The variable structure of the individual cars with the same dimensions of their supporting structures also allows greater flexibility in the equipment of the car, especially the installed drive power. Assuming that carriage 100 is in accordance with FIGS. 1A, 1B, 1C is provided with the maximum possible drive power for the carriage 100, taking into account the permissible axle load, the weight saving in carriage 102 according to FIGS. 3A, 3B, 3C due to the omission of the two window segments 120 are used to install a stronger drive unit in the carriage 102, without exceeding the permissible axle load. As a result, the overall drive power of a rail vehicle comprising, for example, carriage 100 and carriage 102 can be increased. The overall drive power of a multiple unit can be optimized.

For example, it is possible to equip the extended by window segments 120 car without a drive or with a smaller and lighter drive unit, however, the not extended with window segments 120 car with a correspondingly stronger and equip heavier drive unit. The weight differences of the individual cars can also be used for the installation of other components, resulting in a higher degree of freedom in the design of the entire rail vehicle.

A rail vehicle, for example a trainset, can therefore comprise individual carriages 100, 101, 102 with a length differing in stages corresponding to the length of the window segment 120, with otherwise identical construction of the vehicle body.

The use of window segments and the modular structure of the car body of base segment and optional window segment (completed by end segments), minimally affects the interior of the car, since the change in length of the car takes place in adapted to the seat divider stages. When interior design is therefore "jumped" in stages to a seat divider 151, which allows a modular interior.

For continuous structures, such as longitudinal beams, ceilings or floors, it is advisable to continue this through the segments to be incorporated. The basis for this is that in the strength design and dimensioning of such structures, the maximum length, i. the vehicle design with the two additional segments, is taken into account. The lengths of the roof segments are thus adapted to the length of the carriage 100, 101, 102. Other components are usually prefabricated separately for each carriage length.

Since each window segment has only one row of seats, the window segments 120, as shown in the figures, have window openings 121 which are smaller than the window openings 111 of the basic segment 110.

The design of the rail vehicle car and the rail vehicle can be used both for long-distance transport and for regional or local passenger transport.

While specific embodiments have been illustrated and described herein, it is within the scope of the present invention to properly modify the illustrated embodiments without departing from the scope of the present invention.

LIST OF REFERENCE NUMBERS

100, 101, 102

Rail car / wagon

110

basic segment

111

window opening

112

seat

120

window segment

121

window opening

122

seat

130, 140

end segment

131, 141

entrance

132

Transition area

133, 143

chassis

134, 144

stairway

135, 145

stairway

142

Vehicle cab

151

seat dividers

160, 161, 162

car body

L

Length of the basic segment

X

Length of the window segment

Claims (15)

1. A design method for the production of long type railway carriages with different seating capacity comprising:

   - definition of a basic type of a long type railway carriage with a maximum number of seats and a permitted wheel load;

   - specification of a maximum length of the basic type of the long type railway carriage (100) and also of a seat divider (151);

   - designing a vehicle body (160) including support structures for the basic type of the long type railway carriage (100), wherein the vehicle body (160) comprises a basic segment (110), which is designed to receive a plurality of rows of seats corresponding to the seat divider (151), and at least one window segment (120) to lengthen the basic segment (110), wherein the length (X) of a window segment (120) roughly matches the seat divider (151);

   - determining the required cross section and strength layout of the support structures for the vehicle body (160) of the basic type of the long type railway carriage (100); and

   - designing, i.e. drafting, of a railway carriage (100, 101, 102) as a whole in at least two different length variants, while retaining the cross section and the strength layout of the vehicle body and the support structures of the basic type of the long type railway carriage, wherein during designing of the shortened railway carriage (101, 102) the length of the vehicle body is reduced by one or two window segments (120), and

   - wherein the design, i.e. the draft, of the body of the railway carriage (100) is modular, whereas the actual production of the railway carriage (100) can take place independently of modules.
2. The design method according to claim 1, comprising:

   - specifying a desired number of seats; and

   - if the desired number of seats is less than the number of seats in the basic type of the long type railway carriage, reducing the length of the vehicle body by one or two window segments (120) while retaining the cross section and strength layout of the carriage body and the support structures.
3. The design method according to one of claims 1 to 2, wherein the railways carriage (100, 101, 102) is a double-decker carriage and wherein the windows in the upper and lower deck of the double-decker carriage are in alignment with one another.
4. The design method according to one of claims 1 to 3, characterized by that at least one row of seats is provided in each window segment (120).
5. The design method according to one of claims 1 to 4, characterized by that the support structures are continuous structures and pass through the vehicle body.
6. A method for producing a railway carriage using the design method according to one of the preceding claims, comprising:

   - determining of necessary cross sections and a strength layout for support structures for a basic type of a long type railway carriage (100), wherein the basic type of a long type railway carriage (100) defines a seat divider (151) and comprise a vehicle body (160) with a basic segment (110), which is designed to receive a plurality of rows of seats in accordance with the seat divider (151), and at least one or two window segments (120) to lengthen the basic segment (110), wherein the length (X) of a window segment (120) roughly matches the seat divider (151);

   - build-up of a railway carriage (101, 102) as a whole using the previously determined support structures, while retaining the cross section and the strength layout, wherein the railway carriage (101, 102), where required, is in accordance with the basic type of a long type railway carriage (100) or is shorter by at least one or two window segments (120) than the basic type of long type railway carriage (100).
7. The method according to claim 6, comprising:

   - equipping the railway carriage (101, 102) with a drive unit which has a higher traction than a drive unit, which can be used for a basic type of a long type railway carriage (100).
8. The method according to claim 6 or 7, wherein the railway carriage (100, 101, 102) is a double-decker carriage and wherein the windows in the upper and lower deck of the double-decker carriage are arranged in alignment with one another.
9. The method according to one of claims 6 to 8, characterized by that at least one row of seats is built into each window segment (120).
10. Use of support structures having the same cross section and strength layout for the build-up of railway carriages (100, 101, 102) of different lengths using the method according to one of claims 6 to 9.
11. A family of rail vehicles comprising at least two railway carriages (100, 101, 102) each having a vehicle body (160, 161, 162), wherein the railway carriages are produced using the method according to one of claims 6 to 9 and have the same seat divider (151), characterized by that

    - the length of the vehicle bodies (160, 161, 162) differs by one or two window segments (120), wherein the window segment or segments (120) each has/have a length (X) that roughly matches the length of the seat divider (151) of the railway carriages and

    - the vehicle bodies (160, 161, 162) of the railway carriages (100, 101, 102) comprise support structures with the same cross-sectional profile and strength layout.
12. The family of rail vehicles according to claim 11, characterized by that at least one row of seats is arranged in each window segment (120).
13. A rail vehicle having at least two railway carriages (100, 101, 102) each with a vehicle body (160, 161, 162), wherein the railway carriages are manufactured using the method according to one of claims 6 to 9 and have the same seat divider (151) characterized by that

    - the length of the vehicle bodies (160, 161, 162) differs by one or two window segments (120), wherein the window segment or window segments (120) has/have a length (X) that roughly matches the length of the seat divider (151) of the railway carriages (100, 101, 102), and

    - the vehicle bodies (160, 161, 162 of the railway carriages (100, 101, 102) have support structures with the same cross-sectional profile and strength layout.
14. The rail vehicle according to claim 13, characterized by that the shorter of the two railway carriages (100, 101, 102) has a drive unit with higher traction than the longer of the two railway carriages (100, 101, 102).
15. The rail vehicle according to claim 13 or 14, characterized by that at least one row of seats is arranged in each window segment (120).

Images