EP1966022A1 - Convertible rail vehicle - Google Patents

Abstract

Rail vehicle having a superstructure (102, 202) which has an interior space (103, 203) with a floor (104, 204) and at least one entry door (105.1, 105.2; 205.1, 205.2), wherein the interior space has a travel region and an entry region, the entry door is arranged in the entry region (103.1, 203.2), the floor has a first level in the travel region and a second level in the region of the entry door, said second level being different from the first level. The second level is a first standard entry level for an essentially stepless entry from a first standard platform level, whereas the first level is an intermediate level between the second level and a third level. The third level is a second standard entry level for an essentially stepless entry from a second standard platform level, wherein the first standard platform level is directly adjacent to the second standard platform level.

Description

 Convertible rail vehicle

The present invention relates to a rail vehicle with a car body having an interior space with a floor and at least one access door, wherein the interior has a travel area and an entry area, the entrance door is arranged in the boarding area, the floor in the travel area has a first level and in the area the entrance door has a second level that is different from the first level. It further relates to a conversion kit for a rail vehicle, a method for converting a rail vehicle and a use of a rail vehicle.

Today's rail vehicles are usually designed for a specific purpose and accordingly designed differently. Of course, a vehicle for high-speed long-distance travel differs significantly from a vehicle for regional or public transport. But also between the vehicles for regional and commuter traffic and for public transport in cities there are significant constructive differences. Depending on the route network, there are also differences among regional and commuter traffic vehicles.

This stems, among other things, from the different standard platform levels (i.e., platform heights above the top of the rail) present at the platforms for the particular route network. Although there is usually only a certain number of standard platform levels available. While in a route network but only a first standard platform level is to serve, is another line network or only another, second standard platform level to operate.

If, for example, a transport contract for a rail vehicle operator ends for a certain route network, then it can usually only use the vehicles whose service life is exhausted to a small extent again on a route network which has the same standard platform level as the previous route network. If a new contract for such a route network is not available, the vehicles must remain unused, which of course is extremely disadvantageous from an economic point of view. For route networks with two different standard platform levels, it is well known to use rail vehicles with entrances in a low-floor area and entrances in a high-floor area, the floor in the low-floor area and the floor in the high-floor area are adapted respectively for a nearly stepless entry to the respective standard platform level. Although such vehicles can also be used on route networks with only a single standard platform level, but then largely unused or worse-to-use doors for non-existent standard platform level is unnecessarily lost transport capacity so that such a solution for economic reasons does not seem desirable. In addition, a worse passenger flow and an increased accident risk is given in the doors for the non-existent standard platform level, so that such a solution does not appear desirable for safety reasons.

The present invention is therefore based on the object to provide a rail vehicle, a conversion kit for a rail vehicle and a method for retooling a rail vehicle of the type mentioned, which or which does not have the disadvantages mentioned above or at least to a lesser extent and particularly in a simple manner allows economical use of the rail vehicle under variable operating conditions over its lifetime.

The present invention solves this problem with a rail vehicle according to claim 1 and the use of this rail vehicle according to claim 33. It further solves this problem with a conversion kit for a rail vehicle according to claim 16. It also solves this problem with a method for converting a rail vehicle according to claim 24th

The present invention is based on the technical teaching that it allows a simple economic use of the rail vehicle under variable conditions of use over its life, when the floor in the travel area of the vehicle has a first level, which at an intermediate level between the standard entry levels for two immediately adjacent standard platform levels. This makes it possible in a simple manner to adapt the vehicle with comparatively little effort to different standard Bahnsteigniveaus. Admittedly, in every case of use, ie in every set-up situation of the vehicle, a certain height difference between the respective standard entry level and the intermediate level of the travel area must be overcome. Because of the location of the Intermediate levels between the two standard entry levels, however, this height difference to be overcome falls in each case relatively small, so that it can be overcome in both cases with relatively simple means and space-saving. In particular, each of the moderate height difference to be overcome allows a barrier-free design of these transition areas even in tight spaces.

In order to convert the vehicle to a set-up situation with a changed standard platform level, it may only be necessary to modify the transition areas which overcome the height difference between the respective standard entry level and the intermediate level of the travel area. A modification of the travel area, for example a conversion of the seats and any associated fittings (e.g., tables, luggage racks etc.) is not required. Likewise, service facilities such as toilets, etc. accessible from the intermediate level may remain unchanged. In particularly favorable variants of the invention, the parts of the vehicle to be modified for retrofitting are designed as interchangeable modules, so that a fast, cost-effective retooling with little downtime is possible.

According to a first aspect of the invention, therefore, a rail vehicle is provided with a car body having an interior with a floor and at least one entrance door, wherein the interior has a travel area and an entry area, the entrance door is located in the boarding area, the floor in the travel area a first Level and in the area of the entrance door has a second level, which is different from the first level. The second level is a first default entry level for a substantially stepless entry from a first standard track level, while the first level is an intermediate level between the second level and a third level. The third level is a second default entry level for a substantially stepless entry from a second standard track level, wherein the first standard track level is immediately adjacent to the second standard track level.

The first level, ie the intermediate level of the travel area, can in principle be at any height between the second level and the third level. In this case, the intermediate level may, if appropriate, be placed closer to the standard entry level which is present in cases of expected higher passenger flow. For example, is that a standard platform level and thus the standard entry level that of a S-Bahn with high passenger volume and short cycle times, while the other - A -

Standardbahnsteigniveau is that of a regional train with longer cycle times and / or lower passenger volume, the intermediate level can be placed closer to the standard entry level for the S-Bahn use, since in this case a smaller height difference between the entry level and the intermediate level is then overcome whereby the passenger flow increases, the

Preferably, the first level is in the middle third between the second level and the third level, so that the flexibility for different use variants remains as largely as possible in both setup situations. Preferably, the first level is substantially midway between the second level and the third level, so that in both setup situations about the same height difference between the entry level and the intermediate level is to be overcome.

The two standard entry levels may be at different heights depending on the route network to be operated. The invention can be used particularly advantageously if one of the two standard entry levels is in the range of 590 mm ± 20 mm, in particular 590 mm, and the other of the two standard entry levels is in the range of 800 mm ± 20 mm, in particular 800 mm , Alternatively, one of the two standard entry levels may be in the range of 800 mm ± 20 mm, in particular 800 mm, and the other of the two standard entry levels may be in the range of 1000 mm ± 20 mm, in particular 1000 mm.

It is particularly advantageous if one of the two standard entry levels is in the range of 590 mm + 20 mm, in particular 590 mm, and the other of the two standard entry levels is in the range of 800 mm ± 20 mm, in particular 800 mm, and the intermediate level a first intermediate level which is in the range of 695 mm + 25 mm, in particular in the range of 695 mm + 10 mm, preferably 695 mm. Alternatively, one of the two standard entry levels may be in the range of 800 mm + 20 mm, in particular 800 mm, and the other of the two standard entry levels may be in the range of 1000 mm ± 20 mm, in particular 1000 mm, the intermediate level then being a second Intermediate level is in the range of 900 mm ± 25 mm, in particular in the range of 900 mm ± 10 mm, in particular at 900 mm. In both cases, particularly favorable transition situations arise between the respective entry level and the respective intermediate level. In particularly variable variants of the rail vehicle according to the invention, a first intermediate level and a second intermediate level are provided, wherein the first intermediate level is below the second intermediate level. The vehicle body is supported in a set-up situation via spacers on at least one chassis so that the travel area is at the second intermediate level. The spacer elements are designed so that the travel area is after removal of the spacer elements at the first intermediate level. This allows the vehicle to be retrofitted to at least three different entry levels, thereby achieving a significant increase in flexibility over its life. It should be noted here that this modification of the support of the car body is an independent invention, which is optionally independent, ie without the provision of an intermediate level, protectable.

As mentioned, the rail vehicles according to the invention can in principle be used at any standard platform levels. Particularly advantageous solutions result when the one of the two standard web platform levels in the range of 550 mm + 20 mm, in particular 550 mm, and the other of the two standard Bahnsteigniveaus in the range of 760 mm ± 20 mm, in particular 760 mm. Alternatively, the one of the two standard web platform levels may be in the range of 760 mm ± 20 mm, especially at 760 mm, and the other of the two standard web stem levels may be in the range of 960 mm + 20 mm, in particular 960 mm.

Preferably, at least one transition device is provided, which produces at least a part of the level transition from the first level to the second level. This transition device preferably comprises at least one ramp and / or at least one step.

Preferably, at least one transition device is arranged in the access area. Additionally or alternatively, the travel area is accessible from the entry area via at least one corridor area and at least one transition device is arranged in the corridor area. This can be particularly easy to convert configurations. Thus, it can be provided that at least a part of the floor in the entry area, in particular the entire floor in the entry area, and / or at least part of the floor in the corridor area, in particular the entire floor in the corridor area, is exchangeable. It is not absolutely necessary that the new transition device is arranged at the location of the previous transition device. For example, in the previous Rüstsituation be provided a transition device in the boarding area, while in the new setup situation then only a transition device is provided in the corridor area and vice versa.

In preferred variants of the rail vehicle according to the invention it is provided that the at least one transition device is designed to be interchangeable. However, a particularly simple and rapid changeover process can also be achieved if the transition device is designed to be variable in such a way that it produces at least part of the level transition from the first level to the second level in a first state and at least part of the level transition in a second state from the first level to the third level. For example, the transition device can be a ramp which can be folded from a first position into a second position and locked in the respective position.

In particularly advantageous variants of the rail vehicle according to the invention, it is provided that the position and / or number of entry areas can also be modified, whereby a particularly high flexibility of the vehicle is provided. The travel area therefore preferably has at least one changeover area which is prepared for conversion to the entry area. Preferably, this is provided that the car body in Umrüstbereich has a side wall module, the car body and / or the side wall module are prepared for replacing the side wall module against an entrance door module and at least part of the floor in Umrüstbereich, in particular the entire floor in Umrüstbereich, interchangeable.

The rail vehicle according to the invention can be equipped as desired in the travel area. Preferably, the travel area is equipped with seats and / or luggage racks.

The present invention further relates to a conversion kit for retrofitting a rail vehicle with a rail vehicle according to the invention with at least one replacement module forming part of the floor of the rail vehicle and at least one conversion module designed to form part of the floor of the rail vehicle, the replacement module being exchangeable with the conversion module is. Hereby, the variants and advantages described above can be realized to the same extent, so that reference is made in this regard to the above explanations. Preferably, a first replacement module forms at least one transition device that establishes at least a portion of the level transition from the first level to the second level, and a first conversion module forms at least one transition device that includes at least a portion of the level transition from the first level to the third level manufactures. In this case, the first exchange module and the first conversion module can be used at different place in the car body, ie the level transition can then be provided at the conversion in another place in the vehicle. Preferably, however, it is provided that the first replacement module is exchangeable by the first conversion module.

An exchange module can form at least one transition device in the boarding area. Additionally or alternatively, the travel area can be accessible from the entry area via at least one corridor area, and an exchange module can form at least one transitional device in the corridor area. Likewise, an exchange module at least a portion of the floor in the boarding area, in particular the entire floor in the boarding area, form. Additionally or alternatively, an exchange module at least a portion of the floor in the corridor area, in particular the entire floor in the corridor area, form.

The travel area of the rail vehicle preferably has at least one changeover area which is prepared for conversion to the entry area. An exchange module then forms the at least part of the floor in the conversion area, in particular the entire floor in the conversion area, and a corresponding conversion module then forms at least part of a floor for an entry area, in particular the entire floor for an entry area, and vice versa.

Preferably, the conversion kit comprises an access door module and the car body has in the conversion area on a side wall module, wherein the car body and / or the side wall module for exchanging the side wall module are prepared against the entrance door module.

Preferably, a first intermediate level and a second intermediate level are provided, wherein the first intermediate level is below the second intermediate level. Furthermore, spacer elements are provided, via which the car body can be supported on at least one chassis, wherein the travel area is at the second intermediate level, when the spacer elements inserted between the car body and the chassis are and the travel area is at the first intermediate level when the spacers between the car body and the landing gear are removed.

The present invention further relates to a method of retooling a rail vehicle according to the invention wherein at least a portion of the floor of the rail vehicle is modified such that a level transition from the first level to the third level is established instead of a level transition from the first level to the second level , Here too, the variants and advantages described above can be realized to the same extent, so that reference is made in this regard to the above explanations.

In advantageous variants of the method according to the invention it is provided that at least a first level transition part of the floor of the rail vehicle, which produces at least part of the level transition from the first level to the second level, is removed from the rail vehicle and at least a second level transition part is inserted into the rail vehicle which produces at least part of the level transition from the first level to the third level. It can be provided in particular that the first level transition part is replaced by the second level transition part, but this is not absolutely necessary, but the level transition can then take place in the different setup situations at different locations in the vehicle.

It can be provided that the first level transition part comprises at least one replacement module and the replacement module is exchanged for a conversion module of the second level transition part.

Furthermore, it can be provided that at least one first level transition part in the entry area is removed, in particular exchanged, and / or the travel area is accessible from the entry area via at least one corridor area and at least one first level transition part is removed, in particular exchanged, in the corridor area. It can also be provided that at least part of the floor in the entry area, in particular the entire floor in the entry area, is replaced and / or, if the travel area is accessible from the entry area via at least one corridor area, at least part of the floor in the corridor area, in particular the entire floor in the corridor area, is replaced. It is preferably provided that the travel area of the rail vehicle has at least one changeover area which is prepared for conversion to the entry area, and at least part of the floor in the changeover area, in particular the entire floor in the changeover area, by at least part of a floor for an entry area, in particular by a complete floor for an entry area, is replaced and vice versa. This results in the advantageously described variation possibility of the number and / or arrangement of the entry areas. Preferably, the car body has in the Umrüstbereich a side wall module and the side wall module is replaced with an entrance door module.

In particularly advantageous, because easy to implement variants of the method according to the invention, a variable part of the floor is brought from a first state to a second state, wherein the variable part of the floor in the first state, at least part of the level transition from the first level to the second Level and in a second state at least part of the level transition from the first level to the third level. This can, as mentioned, for example, be achieved by a hinged ramp.

In advantageous variants of the method according to the invention, a first intermediate level and a second intermediate level are provided, wherein the first intermediate level is below the second intermediate level, and there are further spacer elements are provided, via which the car body can be supported on at least one chassis, wherein the spacer elements between the Car body are used to the chassis so that the travel area is at the second intermediate level, or the spacers between the car body are the chassis removed, so that the travel area is at the first intermediate level.

The present invention further relates to the use of a rail vehicle according to the invention on a rail network having at least a first standard rail platform level and an immediately adjacent second standard railroad platform level. Preferably, one of the two standard web platform levels is in the range of 550 mm + 20 mm, in particular 550 mm, and the other of the two standard web platform levels in the range of 760 mm ± 20 mm, in particular 760 mm, or one of the two standard web platform levels Range of 760 mm ± 20 mm, in particular at 760 mm, and the other of the two standard web platform levels in the range of 960 mm + 20 mm, in particular at 960 mm. Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:

Figure 1 shows a schematic section through a preferred embodiment of the rail vehicle according to the invention;

Figure 2 is a schematic section along line H-II of Figure 1;

FIG. 3 shows a schematic section through a further preferred embodiment of the rail vehicle according to the invention;

FIG. 4 shows a schematic section along line H-II from FIG. 3.

First Ausführunqsbeispiel

A first preferred embodiment of the rail vehicle 101 according to the invention will be described below with reference to FIGS. 101 and 102. 1 shows a schematic vertical section perpendicular to the longitudinal axis of the rail vehicle 101 along line l-l of Figure 1. Figure 2 shows a schematic section through the rail vehicle 101 along line U-Il of Figure 1.

The rail vehicle 101 comprises a body 102 with an interior 103, a floor 104 and access doors 105.1, 105.2. The car body 102 is supported on carriages 106 on rails that define a rail top edge 107.

The access doors 105.1, 105.2 are arranged in an access area 103.1 of the interior 103, which extends across the width of the car body 102. At the entry area 103.1 includes in the longitudinal direction of the car body 102, a travel area 103.2 of the interior 103 at. This travel area 103.2 likewise extends across the width of the car body 102 and in the longitudinal direction of the car body 102 as far as a further access area 103.1. The two entry areas 103.1 are designed identically.

The rail vehicle 101 is operated on a route network which has, in different subnetworks, two immediately adjacent standard platform levels BN1 and BN2 above the rail top edge 107. Depending on the route network, these can Standard Bahnsteigniveaus have different values. In the present example, the first of the two standard web platform levels is BN1 = 550 mm, while the second of the two standard web platform levels is BN2 = 760 mm.

In this case, it is understood that the route network can be, for example, the route network within the boundaries of a particular state or group of states and that the subnets do not necessarily have to be adjacent or a direct rail-based transition between these subnets must be possible. Rather, one or both subnetworks may each be a fully isolated network.

In order to ensure a substantially stepless entry into a rail vehicle, two corresponding adjacent standard entry levels EN1 and EN2 (for non-worn wheels of the traveling gear 106) are defined in this route network, one of which is assigned to one of the two standard platform levels BN1 and BN2. In the present example, the first of the two default entry levels is EN1 = 590mm, while the second of the two default entry levels is EN2 = 800mm.

As can be seen from FIG. 1, a middle part 104.1 of the floor 104 in the access area 103.1 and the entire part 104.2 of the floor 104 in the travel area 103.2 are at a first level in the form of a first intermediate level Z1 (above the rail top edge 107) which is approximately midway between a second level and a third level. The second level is the first standard entry level EN 1, while the third level is the second standard entry level EN 2. In the present example, the first intermediate level is Z1 = 695 mm (in the case of unworn wheels of chassis 106).

In order to operate the subnetwork with platforms of the first standard platform level BN1, the rail vehicle 101 is in a first set-up situation - which is shown in Figures 1 and 2 in the right half of the vehicle 101.1 - in the entry area 103.1 with a first transition means in the form of - in Figure 2 hatched represented - first ramp 108.1 provided. The first ramp 108.1 establishes the level transition from the intermediate level ZN1 (first level) to the first standard entry level EN1 (second level) that the floor 104 has in the area of the first door 105.1.

In the first set-up situation, an identical first ramp 108.1 is arranged in the second half of the vehicle 101.2 (not shown), so that there is an on both sides of the vehicle essentially stepless entry from the first standard platform level BN1 is possible.

In order to operate a subnetwork with platforms of the second standard platform level BN2, the rail vehicle 101 is also hatched in a second setup situation - which is shown in FIG. 1 in the left half of the vehicle 101.2 - in the access area 103.1 with a second transition device in the form of a shown - provided second ramp 108.2. The second ramp 108.2 establishes the level transition from the intermediate level ZN1 (first level) to the second standard entry level EN2 (third level) that the floor 104 has in the area of the second door 105.2.

In the second setup situation, in turn, an identical second ramp 108.2 is arranged in the first half of the vehicle 101.1 (not shown), so that an essentially step-free entry from the second standard platform level BN2 is possible on both sides of the vehicle.

In order to ensure the simple conversion from the first set-up situation into the second set-up situation and vice versa, the first ramps 108.1 and the second ramps 108.2 are designed as mutually exchangeable modules which are detachably anchored to the floor structure 102.1 of the car body 102. Only the currently mounted ramps 108.1 or 108.2 then have to be removed as replacement modules for conversion and replaced by the new ramps 108.2 or 108.1 as conversion modules. It then only need the corresponding doors 105.1 and 105.2 are used. This is therefore a fast, cost-effective retooling with low downtime is possible.

In particularly favorable variants of the invention, the first ramps 108.1 are designed as hinged and anchored in the respective folding position on the car body 102 elements, as indicated in Figure 1 by the dashed contour 109. In this case, not even the replacement of the doors 105.1 may be necessary, but only a corresponding aperture or the like must be inserted into the gap 110, which arises when folding the ramps 108.1 in the direction indicated by the contour 109 upper position. This is a particularly fast conversion without replacing the ramps 108.1 possible.

In the present example, the ramps 108.1 and 108.2 have an inclination angle of 106.6 ° and 106.4 °, respectively, so that the middle part 104.1 of the floor 104 is formed on the first intermediate level Z1, which remains unchanged during the conversion. It goes without saying In this case, that in other variants of the invention, other angles of inclination can be used. In particular, the two ramps can meet in the middle of the vehicle. In this case, both ramps can also be designed as a single common replacement module.

By the arrangement of the part 104.2 of the floor 104 in the travel area 103.2 at the intermediate level ZN1, it is possible in a simple manner to adapt the vehicle 101 with comparatively little effort to different standard platform levels. Although in every case of use, i. in each set-up situation of the vehicle, a certain height difference between the respective standard entry level EN1 or EN2 and the intermediate level ZN1 be overcome. Because of the position of the intermediate level between the two standard entry levels, this height difference to be overcome is, however, comparatively small, so that in both cases it can be overcome with relatively simple means and space-saving. In particular, each of the moderate height difference to be overcome allows a barrier-free design of these transition areas even in tight spaces.

A modification of the travel area 103.2, for example a conversion of the seats and any associated installations (e.g., tables, luggage racks etc.) is not required. Likewise, service facilities such as toilets, etc. that are accessible from the intermediate level ZN1 may remain unchanged.

As can be seen from FIG. 2, it is provided in the rail vehicle 101 that the position and / or number of the access areas 103. 1 can also be modified, which gives a particularly high flexibility of the rail vehicle 101. For this purpose, the travel area has a changeover area 103.3, which is prepared for conversion to the entry area. The car body 102 has in the Umrüstbereich 103.3 side wall modules 102.2, wherein the car body 102 and the respective side wall module 102.2 are prepared for replacing the side wall module 102.2 against an entrance door module 105.1 and 105.2. For this purpose, it is provided in particular that the window distribution of the car body 102 corresponds to the door division of the car body 102.

The part 104.3 of the floor 104, which is arranged in the conversion area, is likewise formed in each case by a replaceable module in a part 104.4 and a part 104.5, which can each be replaced by a ramp 108.1 or 108.2. However, it is also understood that in other variants of the invention, if necessary, the entire part 104.3 of the floor 104 can be replaced or, similar to the hinged ramp (contour 109) can be formed hinged and anchored.

As can also be seen from FIG. 1, it can be provided that spacer elements (not shown) are inserted between the vehicle body and the respective chassis 106 so that the vehicle body 102 is raised relative to the rail upper edge, as indicated by the second rail upper edge level 107 'in FIG ,

If this is the case, then the middle part 104.1 of the floor 104 in the access area 103.1 and the entire part 104.2 of the floor 104 in the travel area 103.2 is at a second intermediate level Z2 (above the rail top edge 107 '), which then approximately centrally between a fourth level and a fifth level lies. The fourth level in the present example is the second standard entry level EN2 = 800 mm, while the fifth level is another standard entry level EN3 = 1000 mm, to which a standard platform level BN3 = 960 mm is assigned. The second intermediate level in the present example is then Z2 = 900 mm (in the case of unworn wheels of the undercarriages 106).

Hereby, a particularly flexible rail vehicle 101 is achieved, which can be converted at least in a simple manner for the respective operation at one of at least three different standard railway platform levels (BN1, BN2, BN3).

It is understood that the two subnets mentioned above do not necessarily have to be operated by the same network operator. Rather, the present invention is particularly advantageous for such constellations in which different network operators favor different standard platform levels. If, for example, a transport contract for a rail vehicle operator for a specific subnetwork operated by a particular network operator ends, the rail vehicle operator can smoothly use the present invention for operation in the other subnetwork, the vehicles whose life is often only partially exploited which may be operated by another network operator.

Second embodiment

A further advantageous embodiment of the rail vehicle 201 according to the invention is shown in FIGS. 3 and 4. The vehicle 201 corresponds in its basic design and operation of the vehicle 101 of Figure 1, so that Here only on the distinction should be discussed. In particular, similar components are provided with reference numerals, which are increased by the amount 100.

The rail vehicle 201 comprises a body 202 with an interior 203, a floor 204 and access doors 205.1, 205.2. The car body 202 is in turn supported by rails (not shown) on rails defining a rail top edge 207.

The access doors 205.1 are arranged in an access area 203.1 of the inner space 203, which extends over the width of the car body 202. At the access area 203.1 includes in the longitudinal direction of the car body 202, a travel area 203.2 of the interior 203 at. This travel area 203.2 likewise extends across the width of the car body 202 and in the longitudinal direction of the car body 202 as far as a further access area 203.1. The two entry areas 203.1 are designed identically.

The rail vehicle 201 is operated on a route network which has, in different subnetworks, two immediately adjacent standard platform levels BN1 and BN2 above the rail top edge 207. Depending on the route network, these standard platform levels may have different values. In the present example, the first of the two standard web platform levels is BN1 = 550 mm, while the second of the two standard web platform levels is BN2 = 760 mm.

In order to ensure a substantially stepless entry into a rail vehicle, two corresponding adjacent standard entry levels EN1 and EN2 (for non-worn wheels of the running gear 206) are defined in this route network, one of which is assigned to one of the two standard platform levels BN1 and BN2. In the present example, the first of the two default entry levels is EN1 = 590mm, while the second of the two default entry levels is EN2 = 800mm.

As can be seen in FIG. 3 and, a part 204.2 of the floor 204 in the travel area 203.2 is at a first level in the form of a first intermediate level Z1 (above the rail upper edge 207), which lies approximately in the middle between a second level and a third level. The second level is the first standard entry level EN1, while the third level is the second standard entry level EN2. The first intermediate level in the present example is Z1 = 695 mm (in the case of unworn wheels of the undercarriages 206). In order to be able to serve the subnetwork with platforms of the first standard platform level BN1, the rail vehicle 201 is in a first set-up situation - which is shown in FIG. 3 - in two corridor areas 203.5 with a first transition device in the form of a first ramp 208.1 shown hatched in FIG Mistake. The first ramp 208.1 establishes the level transition from the intermediate level ZN1 (first level) to the first standard entry level EN1 (second level), which the floor 204 in the boarding area 203.1 has continuously, so that on both sides of the vehicle a substantially stepless entry from the first standard platform level BN1 is possible.

In order to be able to serve a subnetwork with platforms of the second standard platform level BN2, the rail vehicle 201 is equipped with a floor module in the access area 203.1 in a second set-up situation - indicated in FIG. 3 by the dashed contour 211 - so that the floor 204 is continuous in the access area 203.1 the second standard entry level EN2 (third level). Consequently, an essentially stepless entry from the second standard platform level BN2 is possible on both sides of the vehicle.

In this second setup situation, a transition device in the form of a second ramp 208.2 is then provided in the two corridor areas 203.5. The second ramp 208.2 establishes the level transition from the intermediate level ZN1 (first level) to the second standard entry level EN2 (third level) which the floor 204 then has in the access area 203.1.

In order to ensure the simple conversion from the first set-up situation into the second set-up situation and vice versa, the first ramps 208.1 and the second ramps 208.2 are designed as mutually exchangeable modules which are detachably anchored to the floor structure 202.1 of the car body 202. For retrofitting, only the currently mounted ramps 208.1 or 208.2 then have to be removed as replacement modules and replaced by the new ramps 208.2 or 208.1 as retrofit modules. It must be used in addition to the floor modules 211 then only the corresponding doors 205.1 and 205.2. This is thus a fast, cost-effective retooling with low downtime possible.

By the arrangement of the part 204.2 of the floor 204 in the travel area 203.2 at the intermediate level ZN1, it is possible in a simple manner, the vehicle 201 with comparatively little effort to different standard Bahnsteigniveaus adapt. Admittedly, in every case of use, ie in every set-up situation of the vehicle, a certain height difference between the respective standard entry level EN1 or EN2 and the intermediate level ZN1 must be overcome. Because of the position of the intermediate level between the two standard entry levels, this height difference to be overcome is, however, comparatively small, so that in both cases it can be overcome with relatively simple means and space-saving. In particular, each of the moderate height difference to be overcome allows a barrier-free design of these transition areas even in tight spaces.

A modification of the travel area 203.2, for example, a conversion of the seats and any associated internals (e.g., tables, luggage racks, etc.) is not required. Likewise, service facilities such as toilets, etc. that are accessible from the intermediate level ZN1 may remain unchanged.

The present invention has been described above by way of examples with ramps as transition elements. It is understood, however, that at least one of the described ramps in other variants of the invention can also be replaced by at least one step or stairs.

In variants of the second exemplary embodiment, the entire corridor area 203.5 between the access areas 203.1 can likewise be raised or lowered from the level of the access areas 203.1, so that in each case a step results between the floor of the corridor area 203.5 and the floor of the corridor area travel area below the seats.

Furthermore, it is understood that the arrangements of ramps and steps described above can also be combined with each other as desired. In particular, in a set-up situation of a vehicle, the one variant described can be selected, while in another set-up situation of the vehicle, the other variant described is selected.

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Claims

claims A rail vehicle, comprising a body (012; 202) having an interior space (103; 203) with a floor (104; 204) and at least one entrance door (105.1, 105.2; 205.1, 205.2), wherein the interior space (103, 203) has a travel area (103.2, 203.2) and an access area (103.1, 203.1), the access door (105.1, 105.2, 205.1, 205.2) is arranged in the access area (103.1, 203.1), the floor (104; 204) has a first level in the travel area (103.2; 203.2) and has a second level in the area of the entrance door (105.1, 105.2; 205.1, 205.2) different from the first level, characterized in that the second level is a first standard entry level (EN1, EN2) for a substantially stepless entry from a first standard platform level (BNI) and the first level is an intermediate level (Z1, Z2) between the second level and a third level, wherein the third level is a second standard entry level (EN2; EN3) for a substantially stepless entry from a second standard platform level (BN2; BN3) and the first standard track level (BN1, BN2) is immediately adjacent to the second standard track level (BN2, BN3). 2. Rail vehicle according to claim 1, characterized in that the first level is in the middle third between the second level and the third level. 3. Rail vehicle according to claim 1 or 2, characterized in that the first level is substantially midway between the second level and the third level. 4. Rail vehicle according to one of the preceding claims, characterized in that - one of the two standard entry levels (EN1) is in the range of 590 mm + 20 mm, in particular 590 mm, and the other of the two standard entry levels (EN2) is in the range of 800 mm ± 20 mm, in particular 800 mm, or - One of the two standard entry levels (EN2) in the range of 800 mm ± 20 mm, in particular at 800 mm, and the other of the two standard entry levels (EN3) is in the range of 1000 mm ± 20 mm, in particular 1000 mm. 5. Rail vehicle according to one of the preceding claims, characterized in that - One of the two standard entry levels (EN 1) in the range of 590 mm + 20 mm, in particular at 590 mm, and the other of the two standard entry levels (EN2) in the range of 800 mm + 20 mm, in particular at 800 mm, and the intermediate level is a first intermediate level (Z1) which is in the range of 695 mm + 25 mm, in particular in the range of 695 mm ± 10 mm, preferably 695 mm, or - One of the two standard entry levels (EN2) in the range of 800 mm ± 20 mm, in particular at 800 mm, and the other of the two standard entry levels (EN3) in the range of 1000 mm ± 20 mm, in particular at 1000 mm, and - The intermediate level is a second intermediate level (Z2), which is in the range of 900 mm + 25 mm, in particular in the range of 900 mm + 10 mm, in particular at 900 mm. 6. Rail vehicle according to one of the preceding claims, characterized in that a first intermediate level (Z1) and a second intermediate level (Z2) are provided, wherein the first intermediate level (Z1) lies below the second intermediate level (Z2), - The car body via spacers on at least one chassis (106) is supported so that the travel area (103.2) is at the second intermediate level (Z2), and - The spacer elements are formed so that the travel area (103.2) after removal of the spacer elements on the first intermediate level (Z1) is located. 7. Rail vehicle according to one of the preceding claims, characterized in that - One of the two standard web platform levels (BN1) in the range of 550 mm ± 20 mm, in particular 550 mm, and the other of the two standard web platform levels (BN2) in the range of 760 mm ± 20 mm, in particular 760 mm, or - That is one of the two standard platform levels (BN2) in the range of 760 mm ± 20 mm, in particular at 760 mm, and the other of the two standard platform levels (BN3) in the range of 960 mm ± 20 mm, in particular 960 mm. 8. Rail vehicle according to one of the preceding claims, characterized in that at least one transition device (108.1, 108.2, 208.1, 208.2) is provided which produces at least a part of the level transition from the first level to the second level. 9. Rail vehicle according to claim 8, characterized in that the transition device (108.1, 108.2, 208.1, 208.2) comprises at least one ramp and / or at least one stage. 10. Rail vehicle according to claim 8 or 9, characterized in that - At least one transition device (108.1, 108.2) in the entry area (103.1) is arranged and / or - The travel area (203.2) starting from the entry area (203.1) over at least one corridor area (203.5) is accessible and - At least one transition device (208.1, 208.2) in the corridor area (203.5) is arranged. 11. Rail vehicle according to claim 10, characterized in that at least a part of the floor (104; 204) in the access area (103.1; 203.1), in particular the entire floor in the access area (203.1), and / or at least part of the floor (204) in the corridor area (203.5), in particular the entire floor in the corridor area (203.5), is exchangeable. 12. Rail vehicle according to one of claims 7 to 10, characterized in that the at least one transition device (108.1, 108.2, 208.1, 208.2) - is designed exchangeable or - Is formed so changeable that it produces in a first state, at least part of the level transition from the first level to the second level and in a second state at least part of the level transition from the first level to the third level. 13. Rail vehicle according to one of the preceding claims, characterized in that the travel area (103.2) has at least one changeover area (103.3) which is prepared for conversion to the boarding area. 14. Rail vehicle according to claim 13, characterized in that - the car body (102) in Umrüstbereich (103.3) has a side wall module (102.2), - the car body (102) and / or the side wall module (102.2) are prepared for replacement of the side wall module (102.2) against an entrance door module, - At least a portion of the floor (104) in the conversion area (103.3), in particular the entire floor in the conversion area (103.3), is formed exchangeable. 15. Rail vehicle according to one of the preceding claims, characterized in that the travel area is equipped with seats and / or luggage racks. 16. Conversion kit for retrofitting a rail vehicle with - a rail vehicle (101; 201) according to one of the preceding claims with at least one exchange module (108.1; 208.1) forming part of the floor (104; 204) of the rail vehicle (101; 201) and - At least one Umrüstmodul (108.2, 208.2), which is formed to form a part of the floor (104, 204) of the rail vehicle (101, 201), wherein - The replacement module (108.1; 208.1) is replaceable with the conversion module (108.2; 208.2). 17. Conversion kit according to claim 16, characterized in that a first exchange module forms at least one transition device (108.1; 208.1) which produces at least part of the level transition from the first level to the second level, and a first conversion module forms at least one transition device (108.2; 208.2) which produces at least part of the level transition from the first level to the third level, wherein - The first exchange module is interchangeable in particular by the first conversion module. 18. Conversion kit according to claim 17, characterized in that the transition device (108.1, 108.2, 208.1, 208.2) comprises at least one ramp and / or at least one stage. 19. Conversion kit according to one of claims 17 or 18, characterized in that - The replacement module forms at least one transition device (108.1) in the entry area (103.1) and / or - The travel area (203.2) starting from the entry area (203.1) over at least one corridor area (203.5) is accessible and - The replacement module at least one transition device (208.1) in the corridor area (203.5) is formed. 20. Conversion kit according to claim 19, characterized in that the replacement module forms at least one part of the floor (104; 204) in the access area (103.1; 203.1), in particular the entire floor in the access area (103.1; 203.1), and / or - The replacement module at least a portion of the floor (204) in the corridor area (203.5), in particular the entire floor in the corridor area (203.5), forms. 21. Conversion kit according to one of claims 16 to 20, characterized in that - The travel area (103.2) of the rail vehicle (101) has at least one Umrüstbereich (103.3), which is prepared for conversion to the boarding area, and - The replacement module (104.4, 104.5) at least a portion of the floor (104) in the conversion area, in particular the entire floor in the conversion area, forms. - The conversion module at least a portion of a floor for an entry area, in particular the entire floor for an entry area, forms. Conversion kit according to claim 21, characterized in that - An entrance door module is provided and - The car body (102) in Umrüstbereich (103.3) has a side wall module (102.2), wherein - The car body (102) and / or the side wall module (102.2) for replacing the side wall module (102.2) are prepared against an entrance door module. 23. Conversion kit according to one of claims 16 to 20, characterized in that a first intermediate level (Z1) and a second intermediate level (Z2) are provided, the first intermediate level (Z1) being below the second intermediate level (Z2), and - Spacers are provided, via which the car body (102) on at least one chassis (106) can be supported, wherein - The travel area (103.2) at the second intermediate level (Z2) is when the spacer elements between the car body (102) and the chassis (106) are inserted, and - The travel area (103.2) at the first intermediate level (Z1) is when the spacers between the car body (102) the chassis (106) are removed. A method of retrofitting a rail vehicle according to any one of claims 1 to 15, characterized in that at least part of the floor (104; 204) of the rail vehicle (101; 201) is modified such that instead of a level transition from the first level to the second level is made a level transition from the first level to the third level. 25. The method according to claim 24, characterized in that at least a first level crossing part of the floor (104; 204) of the rail vehicle (101; 201) which makes at least a part of the level transition from the first level to the second level is removed from the rail vehicle (101; 201) and at least one second level crossing part is inserted into the rail vehicle (101, 201) which produces at least part of the level transition from the first level to the third level, wherein - In particular, the first level transition part is replaced by the second level transition part. 26. The method according to claim 25, characterized in that - The first level crossing part comprises at least one exchange module (108.1; 208.1) and - Replacing the replacement module (108.1; 208.1) with a changeover module (108.2; 208.2) of the second level transition part. 27. The method according to any one of claims 24 to 26, characterized in that the respective level transition part comprises at least one transition device (108.1, 108.2, 208.1, 208.2), in particular a ramp and / or at least one stage. 28. The method according to any one of claims 24 or 26, characterized in that - At least a first level transition part in the entry area (103.1) removed, in particular exchanged, and / or - The travel area (203.2) starting from the entry area (203.1) over at least one corridor area (203.5) is accessible and - At least a first level transition part in the corridor area (205.3) removed, in particular replaced, is. 29. The method according to any one of claims 24 to 28, characterized in that - At least a portion of the floor (104, 204) in the boarding area (103.1, 203.1), in particular the entire floor in the boarding area (103.1, 203.1), is replaced and / or - The travel area (203.2) starting from the entry area (203.1) over at least one corridor area (203.5) is accessible and - At least a portion of the floor (204) in the corridor area (203.5), in particular the entire floor in the corridor area (203.5), is replaced. 30. The method according to any one of claims 24 to 29, characterized in that - The travel area (103.2) of the rail vehicle (101) has at least one Umrüstbereich (103.3), which is prepared for conversion to the boarding area, and - At least part of the floor (104) in the conversion area (103.3), in particular the entire floor in the conversion area (103.3), by at least part of a floor for an entry area, in particular by a complete floor for an entry area, is replaced. 31. The method according to claim 30, characterized in that the car body (102) in the conversion area has a side wall module (102.2) and the side wall module (102.2) is exchanged for an entrance door module. 32. The method according to any one of claims 24 to 31, characterized in that - A variable portion (109) of the floor (104) is brought from a first state to a second state, wherein the variable part (109) of the floor (104) in the first state makes at least a part of the level transition from the first level to the second level and in a second state makes at least part of the level transition from the first level to the third level. 33. The method according to any one of claims 24 to 32, characterized in that - A first intermediate level (Z1) and a second intermediate level (Z2) are provided, wherein the first intermediate level (Z1) below the second intermediate level (Z2) is located, and - Spacers are provided, via which the car body (102) on at least one chassis (106) can be supported, wherein - The spacer elements between the car body (102) and the chassis (106) are used so that the travel area (102.2) is at the second intermediate level (Z2), or - The spacer elements between the car body (102) and the chassis (106) are removed so that the travel area (103.2) is at the first intermediate level (Z1). 34. Use of a rail vehicle according to one of claims 1 to 15 on a rail network with at least a first standard platform level (BN1; BN2) and an immediately adjacent second standard platform level (BN2; BN3). 35. Use of a rail vehicle according to claim 34, characterized in that - That is one of the two standard Bahnsteigniveaus (BN1) in the range of 550 mm + 20 mm, in particular 550 mm, and the other of the two Standard platform levels (BN2) in the range of 760 mm + 20 mm, especially at 760 mm, or - That is one of the two standard platform levels (BN2) in the range of 760 mm ± 20 mm, in particular at 760 mm, and the other of the two standard platform levels (BN3) in the range of 960 mm ± 20 mm, in particular 960 mm. _{* * * * *}