Rail vehicles with end wall, doorway and toeboard catchers

Abstract

The invention relates to a rail vehicle (10) comprising a vehicle body shell having an end wall (101) and a usable space (102). The end wall (101) comprises a doorway (103) for providing access to the usable space (102), wherein the end wall (101) further comprises at least two footboard catchers (40) for preventing a set of footboards (300) arranged near the footboard catchers (40) from entering the usable space (102), in particular in the event of a collision.

Description

Technical Field

[0001] The present invention relates to a rail vehicle, in particular to an end wall of a rail vehicle. Background Art

[0002] EP 0 685 375 discloses a connection path between a rail vehicle and a bridge assembly. Such a bridge assembly is known from EP 2 700 553. The bridge assembly comprises a running board, such as a footboard, and two bridge plates. Each bridge plate is connected to the rail vehicle in the region of the rail vehicle end; the footboard rests on the bridge plate. The footboard can be hinged to an adjacent rail vehicle end, a free end frame, or a scissor-type frame supporting the running board. The footboard comprises a base plate, which is horizontally hinged to the adjacent rail vehicle or the free end frame, and an extension plate, which is slidably attached to the base plate. The extension plate and the bridge plate each comprise a coupling member spaced a certain distance apart from one another.

[0003] When the distance between the vehicles, or between the vehicle and the free-end frame, decreases abnormally during a collision, the distance between the engaging members decreases until the engaging members engage, shortening the step, thereby preventing the extended board from entering the available space. Other features of the running board assembly ensure that further reductions in the distance between the vehicles, or between the vehicle and the free-end frame, combined with the pitch of the vehicle, will cause the step to move downward, maintaining a limited vertical distance between the available space floor and the tip of the extended board. Consequently, the height of the extended board tip does not pose any additional risk to the passengers' legs.

[0004] The aisle for a group of two or more rail cars is installed in a recessed groove at the end of the rail cars. In the event of a collision, the recessed aisle creates space for the aisle to collapse. This allows the two rail cars to come together, transferring the collision load to the train. In this case, the aisle treads slide together.

[0005] Without such grooves, when the aisle compresses, the opposing hinged bridge plates come together and can sever the connection between the treads and the bolts connecting the tread centers to the rest of the bridge assembly, loosening the treads.

[0006] The latest technology does not address the risk of the running boards (bridges or pedals) coming loose, nor does it provide any remedy for this, such as might occur in the event of a major crash.

[0007] There is clearly a need for an improved safety device that reduces the risks inherent in running boards coming loose in the event of a crash. Summary of the Invention

[0008] According to a first aspect of the present invention, a rail vehicle is provided, comprising a vehicle body shell defining a vertical midplane and having end walls. The end walls may include a doorway providing access to a usable space within the vehicle body shell. The doorway includes side walls and a threshold. The threshold is substantially flush with the floor of the usable space to prevent tripping hazards for passengers. The end walls also include at least two footboard catchers spaced a certain distance apart, each footboard catcher being laterally positioned outside the threshold. An aisle connected to the end walls defines a passageway leading to an adjacent rail vehicle. A bridge assembly within the aisle defines the lower limit of the passageway. The bridge allows passengers to move from one rail vehicle to an adjacent rail vehicle. The bridge assembly typically includes a set of one or more footboards for passengers to walk on. The footboards are substantially aligned with the threshold of the doorway and supported by one or more scissor-type frames. The footboard catchers are positioned adjacent to the set of one or more footboards. In particular, in the event of a collision, the footboard catchers prevent a set of one or more steps having a width greater than the distance between at least two footboard catchers from entering the usable space.

[0009] The car body shell can be made of metal, in particular a hollow aluminum extrusion with faces and ribs connecting the faces. The car body shell refers to elements such as the roof section, which separates the interior usable space from the exterior space, in particular the external environment. The usable space can be a carriage or a front porch of a rail vehicle.

[0010] The side wall portions of the car body shell may provide openings, in particular window and door openings.The side wall portions may be substantially vertical portions of the car body shell providing the long sides of the rail vehicle.

[0011] In addition to the side walls, the body shell element may also include a roof and a floor. The roof and floor sections may be connected by the side walls. In this case, the usable space can also be enclosed by the roof and floor sections of the vehicle walls, giving the body shell a substantially tubular shape.

[0012] The end wall portion may be a carbody shell element that provides the end wall and end face of the rail vehicle. The end wall cross section may be a cross section of the first and / or second end of the rail vehicle. The end face may be the face of the carbody that faces the adjacent rail vehicle and provides connection means for attaching a gangway device in the gangway portion of the rail vehicle.

[0013] The end wall may comprise a first face facing outward, for example, an end face of the rail vehicle, and a second face facing inward, for example, toward the available space of the rail vehicle. The first face and the second face are respectively an inner panel and an outer panel, the inner panel and the outer panel being substantially parallel and longitudinally spaced apart from each other. The inner panel and the outer panel may be connected by an intermediate rib.

[0014] Thus, the distance between the inner and outer panels provides space, while the ribs ensure structural rigidity. The distance between the inner and outer panels allows for the accommodation of a footboard catcher. Preferably, the footboard catcher is disposed between the inner and outer panels. Preferably, the end wall comprises a hollow aluminum extrusion, the cavity within the hollow extrusion being adapted to accommodate the footboard catcher.

[0015] According to another aspect of the present invention, the doorway provided in the end wall comprises a recess. Preferably, the recess is located at the bottom of the doorway, forming a space for accommodating the footboard catcher, wherein the footboard catcher is arranged outside the available space.

[0016] The groove may extend partially through the end wall. Alternatively, the groove may extend completely through the end wall, thereby connecting the usable space to the aisle portion. In other words, the groove may connect the usable space to the aisle portion in a manner similar to a doorway. The groove may have a width greater than the width of the one or more sets of running boards. In the event of a collision and one or more running boards become loose, the groove is adapted to at least partially accommodate at least one loosened running board in a substantially horizontal orientation.

[0017] According to another aspect, the recess may include two notches located at least partially at the bottom corners of the doorway. The two notches may face each other, one on either side of the doorway, one to the left and one to the right of a vertical mid-plane. The notches extend from the first side of the end wall to the second side, through the two plates and the rib forming the aluminum member. The notches are preferably located at or near the bottom corners of the doorway. For example, the two notches may be laser cut. Preferably, the notches extend vertically above and below the threshold.

[0018] The dimensions of the notch are based on assumptions made during the design of the rail vehicles. In particular, the potential movement between two adjacent rail vehicles, and the subsequent movement of the running boards. During extreme rolling and / or pitching and / or lateral offset of adjacent rail vehicles, the bridge assembly will be out of level and therefore will not be aligned with the sill. The groove and notch must provide clearance for the notch to receive the running board. In particular, the height of the notch should ensure that the groove can accommodate a loose running board regardless of the rolling conditions of the rail vehicles, especially for non-articulated rail vehicle groups where very large relative movements between adjacent rail vehicles may occur. Preferably, the height of the notch, measured from the sill, should be between 20 mm and 200 mm, more preferably between 75 mm and 150 mm. The lower part of the notch may extend below the sill.

[0019] According to another aspect of the present invention, each footboard catcher may include at least one retainer disposed at least partially within the recess. Each retainer may be located in a corresponding notch on either side of the doorway. The purpose of the retainer is to stop and / or retain at least one loose footboard from one or more sets of footboards. The retainer acts as a safety device, preventing a loose footboard (pedal or deck) from entering the available space in the event of a collision.

[0020] Preferably, the retainers are spaced apart from each other by a distance which is less than the width of one or more sets of footboards.

[0021] Laterally, the slots extend beyond one or more sets of footboards so that the recesses are large enough to accommodate the footboards.

[0022] Preferably, the retainer is arranged in a manner that the passenger cannot see the retainer. More preferably, the retainer should be located in the end wall so that the passenger cannot see the footboard catcher.

[0023] In a preferred embodiment, each retainer comprises a sheet metal element. The retainer includes a stopper for preventing the running board from moving toward the available space. The retainer may further include legs, preferably a first leg extending upward from the stopper and a second leg extending downward from the stopper. The distal end of at least one leg may be connected to the vehicle body shell. Preferably, the distal ends of both legs are connected to the vehicle body shell. More preferably, the distal ends of both legs are connected to the end wall. The first leg and the second leg extending from the stopper form a recess for accommodating at least one loose running board.

[0024] The thickness of the metal plate element may be between 1 mm and 5 mm, depending on the material grade. Preferably, the steel plate is obtained from 3 mm thick, preferably grade S355 steel. It will also be appreciated that the retainer may be made from other types of materials that provide the required elasticity and strength.

[0025] The retainers preferably extend vertically above and below the recess so that any one or more treads entering the recess will collide with the retainers when moved towards the available space.

[0026] The retainer is preferably designed to deform elastically upon impact with the running board. The retainer may be curved, particularly in a substantially S-shaped configuration. The S-shape provides elasticity to the retainer, allowing it to act as a spring. The S-shape absorbs energy from the inserted running board. In the event of a collision, the retainer may deploy, dissipating the kinetic energy of the running board.

[0027] The retainer preferably has a shape that provides guidance for loosened running boards. This shape, particularly an S-shape, allows the recess to guide a loosened running board moving from the aisle toward the available space, downward toward the retainer's stop and, consequently, toward the door sill. This arrangement enables the running board catcher to stop any loose running board. This S-shaped retainer can be achieved by bending a sheet metal element.

[0028] The first leg of the retainer may be designed as a guide portion for the loose footboard, guiding the loose footboard downwards towards floor level as the loose footboard moves towards the available space. Preferably, the stop block may be located near or below floor level.

[0029] In a preferred embodiment, the retainer has a first mounting interface at the end of the first leg and a second mounting interface at the end of the second leg. The second leg may also include a bend between a stop and the second mounting interface. The bent sheet metal increases the length of the retainer, thereby increasing its flexibility while maintaining a limited envelope. The mounting interface is adapted to connect to the ends of the legs at a mounting surface of the vehicle body shell, particularly at an end wall.

[0030] The footboard catcher can be an integral part of the end wall. The extrusion process allows the retainer to be part of the aluminum structure. More specifically, a portion of the aluminum structure within the end wall can provide the retainer needed to catch and / or secure a loose footboard in the event of a crash.

[0031] It should also be understood that the retainer may be made from other types of materials that provide the desired resiliency and strength.

[0032] A train of railway vehicles comprises at least two railway vehicles and a gangway disposed therebetween, at least one railway vehicle being designed according to the present invention. The gangway comprises at least one footboard. A footboard catcher is positioned in the path of a loose footboard moving toward the usable space. In the event of a collision, the footboard catcher prevents the at least one loose footboard from entering the usable space. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Other advantages and features of the present invention will become more apparent from the following description of specific embodiments of the invention given by way of non-limiting example only and represented in the accompanying drawings, in which:

[0034] Figure 1 is a side view of an example rail vehicle including two rail cars and an interconnecting aisle;

[0035] Figure 2 is an external perspective view of an end wall portion according to the present invention;

[0036] Figure 3 yes Figure 2 Enlarged partial perspective view of the lower part of the doorway;

[0037] Figure 4 is an interior perspective view of an end wall portion and a passageway according to the present invention;

[0038] Figure 5 is an enlarged cross-sectional view of the lower portion of a conventional gangway bridge assembly between two rail cars parallel to a vertical mid-plane under normal conditions;

[0039] Figure 6 It is based on the available space Figure 4 Enlarged detail view of the horizontal vertical plane in the lower left corner;

[0040] Figure 7 yes Figure 5 An enlarged partial view of the lower left section during the rail vehicle collision;

[0041] Figure 8 yes Figure 6 An enlarged partial view from the outside;

[0042] Figure 9 An example retainer according to the present invention is shown. DETAILED DESCRIPTION

[0043] refer to Figure 1 and Figure 2 , a group of rail vehicles 10, each rail vehicle 10 includes a first end 100 and a second end 100'. At least one end 100 has an end wall 101, and an aisle 20 is connected to the end wall 101. A step catcher 40 is provided and is located within the end wall 101. The aisle 20 provides a safe and comfortable way for passengers to move from one rail vehicle to an adjacent rail vehicle. One side of the aisle 20 is connected to the end wall 101 and the other side is connected to the adjacent rail vehicle. An inner lining 22 defines the interior space of the aisle 20. The interior space dedicated to accommodating passengers extends along the entire length of the aisle 20 and defines a passage 21.

[0044] End wall 101 further provides passengers with access to adjacent rail vehicles. Specifically, this access may be a doorway 103. Doorway 103 allows passengers to access the passageway 21 and adjacent rail vehicles from the usable space 102. In other words, the passageway 21 extends the doorway 103 longitudinally. The doorway includes sidewalls 103a and a threshold 103b. The threshold 103b is substantially flush with the floor 106 of the usable space 102.

[0045] Further shown is a coordinate system comprising a vertical axis z, a longitudinal axis x, and a transverse / lateral axis y. These axes x, y, z provide a Cartesian coordinate system, wherein the vertical axis z extends vertically. The longitudinal axis x may be the rolling axis of the rail vehicle, wherein the transverse axis y may be the pitch axis of the rail vehicle.

[0046] Figure 3 This is an enlarged partial perspective view of the bottom of the doorway. A recess 101c is provided in the lower portion of the end wall 101. Specifically, recess 101c is provided at the bottom of the doorway 103. The lower portion of recess 101c is substantially formed by the threshold 103b. In a transverse plane perpendicular to the longitudinal direction, recess 101c is defined by the upper and side portions of two notches 101b. Recess 101c extends longitudinally, covering the entire thickness of the end wall 101. Recess 101c is adapted to receive at least one loose tread 31, 32 from a set of treads 300, with the width and height of recess 101c being greater than the width and height of the tread.

[0047] Figure 4 1 is an enlarged perspective view of a partial interior of a rail vehicle end 100. The rail vehicle end 100 includes an end of a usable space 102. The end of the usable space 102, which has an end wall 101, primarily comprises a hollow profile element. A conventional interconnecting gangway 20 flexibly connects the rail vehicle end 100 to an adjacent rail vehicle end (not shown) belonging to an adjacent rail vehicle. The gangway 20, shown here in its entirety, comprises an outer bellows 23, an inner bellows including an inner lining 22, and a bridge assembly 30, which provides access to an adjacent rail vehicle. The inner lining 22 surrounds a passage 21 portion of the gangway 20. The passage 21 is defined by its cross-section 21a and the length of the gangway 20.

[0048] Figure 5 A cross-sectional view of the bridge assembly 30 is shown. The bridge assembly 30 defines the lower limit of the aisle 21 and is substantially aligned with the floor plane 106a. The bridge assembly 30 allows passengers to walk across the aisle 20. The bridge assembly 30 includes one or more sets of running boards 300, which are positioned on a scissor-type frame 34 and connected to the end wall 101. The one or more sets of running boards 300 include a bridge plate 31 attached to the end face 101a and a center step 32 partially positioned on the bridge plate 31 and the scissor-type frame 34.

[0049] The scissor-type frame 34 is extendable and flexibly connected to both end surfaces 101a, 101a' of adjacent rail vehicles. The scissor-type frame 34 accommodates relative movement between the rail vehicles, such as occurs during normal operation of a group of rail vehicles. The scissor-type frame 34 is used to support the weight of passengers traveling through the gangway 21, and more specifically, the weight of passengers traveling on the bridge assembly 30.

[0050] The aisle 20 and the bridge assembly 30 are substantially symmetrical in a plane perpendicular to the longitudinal direction, including the center of the pedal 32, so the following description is limited to Figure 5The left side portion of the step 32. The proximal end of the bridge deck 31 is positioned along the end face 101a and is connected to the end face 101a by a pivot joint in the form of a horizontal hinge 33. The distal end of the bridge deck 31 rests on a sliding element 35, which is supported by a scissor-type frame 34. The thickness of the sliding element 35 is such that the bridge deck 31 remains in a substantially horizontal position when the rail vehicles are traveling on a flat track, i.e. when there is no vertical offset or pitch between two adjacent rail vehicles. The free ends of the steps 32 can slide on the bridge deck 31, while the central part of the steps 32 is connected to the scissor-type frame 34 that supports the steps 32 by means of step bolts 36. In normal operation, the load of passengers resting or walking on the bridge assembly 30 is therefore mainly supported by the scissor-type frame 34.

[0051] like Figure 6 As shown, the width of one or more tread plate sets is represented by a distance (W).

[0052] In this embodiment, a notch 101b is provided at a bottom corner of the doorway 103. A second notch 101b (not shown) is provided and is located at a symmetrical position on the other side of the doorway. The two notches 101b are symmetrical with respect to the vertical mid-plane 10a of the rail vehicle 10. The notch 101b is laterally provided at a distance (V / 2) from the vertical mid-plane 10a, (V) being the width of the groove 101c. The distance V is greater than the width (W) so that the groove 101c can receive a set of footboards 300. More specifically, if the pedal 32 and the bridge plate 31 become loose and move toward the available space 102, the groove 101c can receive one or both of them.

[0053] The distance (U) represents the width of the lower portion of the channel 21 , while the width of the threshold 103 b is represented by the distance (S), which may be greater than or equal to U.

[0054] In the vertical direction, the lower portion of the slot 101b extends below the door sill 103b and below the running boards 31, 32, while the upper portion extends to a level above the running board set 300, as represented by the vertical distance (T).

[0055] When two adjacent rail cars are aligned horizontally, the bridge deck 31 is substantially level with the door sill 103b and the floor plane 106a. Since the step 32 slides on the bridge deck 31, the step 32 is located in a plane slightly higher than the door sill 103b. The notch 101b is located behind the lining 22, so that the footboard catch 40 is not visible to passengers.

[0056] Collision Pair Figure 5 The influence of the bridge component 30 as Figure 7As shown, although this is limited to half the length of the gangway 20. For clarity, the outer bellows 23 and inner lining 22 are not shown. The distance between the end surface 101a and the middle portion of the gangway 20, indicated by the longitudinal position of the center of the tread 32, decreases. The bridge plate 31 slides substantially horizontally between the tread 32 and the sliding element 35 toward the adjacent rail vehicle, thereby reducing the gap between the distal end of the bridge plate 31 and the tread bolt 36.

[0057] from Figure 7 As can be easily understood, particularly considering the area highlighted by the dashed ellipse, further reducing the distance between adjacent railcars would see the distal end of the bridge plate 31 collide with the footboard bolt 36. The bridge plate 31 would sever the connection between the footboard 32 and the scissor-type frame 34, thereby releasing the footboard 32. In this instance, the footboard 32 becomes loose. As the distance continues to decrease and the energy of the impact dissipates, the loosened footboard 32 would move toward the available space 102, more specifically through the end wall 101, and more specifically through the groove 101c. Upon passing through the groove 101c, the loosened footboard 32 would then encounter the footboard catcher 40. More specifically, the retainer 41 would arrest the loosened footboard 32.

[0058] The shape of the retainers 41 is operable to direct at least one loose step 31, 32 from the set of step 300 toward the threshold 103b when the at least one loose step 31, 32 is moved toward the available space 102. The retainers 41 are preferably located laterally outside the lining 22 of the aisle 20 at a distance D from each other. The distance D is greater than the distance U and greater than S (e.g., Figure 6 From Figure 7 It can be easily understood that if the connection between the bridge plate 31 and the hinge 33 is severed in a collision, or the hinge 33 connecting the bridge plate 31 to the end wall 101 is torn from the end face 101a, the loose bridge plate 31 can also be pushed toward the available space 102 and stopped by the retainer 41.

[0059] As seen from the outside of the rail vehicle 10, Figure 6 The front view of Figure 8 As shown, the gangway 20 is in the foreground, while the end wall 101 is in the background. The end wall 101 receives the retainer 41 within the notch 101b. The lower end of the lining 22 is slightly higher than the bridge assembly 30 so that it does not interfere with the inherent movement of the running boards 31, 32 when the railcar set is put into commercial service.

[0060] One such Figure 9The retainer 41 shown. The retainer comprises a sheet metal element. The retainer 41 comprises a stopper 411 for stopping the loosening of the step boards 31, 32. The stopper 411 can be obtained by bending the sheet metal element. The retainer 41 has a first leg 412 extending upward and a second leg 413 extending downward, the first and second legs 412, 413 extending from the stopper 411 and forming a recess 417 for receiving at least one loose step board 31, 32. The first leg 412 serves as a guide for the loose step board, guiding the step board to the stopper 411 and the door sill 103b. Figure 7 In the embodiment shown, the stop 411 is located proximate to the floor plane 106a.

[0061] The retainer 41 has a first mounting interface 414 extending from the first leg 412 and / or a second mounting interface 415 extending from the second leg 413. The second leg 413 includes another bend 416, which is arranged between the stop block 411 and the second mounting interface 415. In this embodiment, the stop block 411 and the second mounting interface 415 are at least substantially arranged on a common plane. The first and / or second mounting interface is suitable for mounting on a mounting surface of the vehicle body shell, in particular at the end wall 101. Figure 7 As shown, the first mounting surface of the end wall is formed by a central rib of the end wall, extending substantially perpendicularly to an inner panel of the end wall, which defines a second mounting surface of the end wall (to improve the form fit between the retainer 41 and the end wall 101). In this particular configuration, the retainer 41 is substantially S-shaped.

[0062] The retainers 41 are designed to deform upon impact with a loose step 31, 32. The S-shape of the retainers 41, and more specifically the bend 416, provides resilience to the step retainers 40 and helps absorb energy from the pushing step 31, 32. Upon a collision, the retainers 41 can deploy, and as they deploy, they dissipate the kinetic energy from the loose step 31, 32 moving toward the available space 102.

[0063] Reference numerals

[0064] 10Rail vehicles

[0065] 10a vertical median plane

[0066] 100 rail vehicle ends

[0067] 101 end wall

[0068] 101a end face

[0069] 101b notch

[0070] 101c groove

[0071] 102 free space

[0072] 103 Entrance

[0073] 103a entrance side wall

[0074] 103b Door threshold

[0075] 106 Floor

[0076] 106a Floor Plan

[0077] Aisle 20

[0078] 21 channels

[0079] 21a channel cross section

[0080] 22 lining

[0081] 23 outer bellows

[0082] 30 bridge components

[0083] 31 bridge deck

[0084] 32 pedals

[0085] 33 hinge

[0086] 34 scissor-type frame

[0087] 35 sliding elements

[0088] 36 pedal bolts

[0089] 40 footboard catcher

[0090] 41 retainer

[0091] 300 pedal set

[0092] 411 stop block

[0093] 412 first leg

[0094] 413 Second Leg

[0095] 414 first installation interface

[0096] 415 second installation interface

[0097] 416 bend

Claims

1. A rail vehicle (10), comprising a vehicle body shell having an end wall (101) and a usable space (102), the end wall (101) comprising a doorway (103) for providing access to the usable space (102), the doorway (103) comprising side walls (103a) and a threshold (103b), wherein: The end wall (101) further comprises at least two footboard catchers (40) located laterally at a distance D from each other, each laterally outside the door sill (103b), for preventing one or more sets of footboards (300) having a footboard width W greater than a door sill width S of the door sill (103b) and greater than the distance D from entering the available space (102).

2. The rail vehicle according to claim 1, wherein the end wall (101) further comprises a substantially horizontal groove (101c) provided at the bottom of the doorway (103), wherein a groove width V of the groove (101c) is greater than a footboard width W of one or more footboard sets (300).

3. The rail vehicle according to claim 2, wherein the recess (101c) comprises at least two notches (101b) at least partially located at two opposite bottom corners of the doorway (103).

4. A rail vehicle according to claim 3, wherein the step catcher (40) includes at least one retainer (41) for stopping and / or retaining at least one loose step (31, 32) of one or more step groups (300), the retainer (41) being at least partially arranged in the groove (101c).

5. A rail vehicle according to claim 4, wherein the running board catcher (40) includes two retainers (41), each retainer (41) is located on either side of the doorway (103), wherein the retainers (41) are at least partially located within the transverse span of the running boards (31, 32).

6. Rail vehicle according to claim 5, wherein the retainer (41) is located outside the passage (21) through the gangway (20).

7. The rail vehicle of claim 6, wherein the retainer (41) is located laterally outside the inner lining (22) of the aisle (20) so that the footboard catcher (40) is not visible to passengers.

8. The rail vehicle according to claim 7, wherein the retainer (41) comprises a bent plate connected to the vehicle body shell.

9. A rail vehicle according to claim 8, wherein the retainer (41) is provided with a stop block (411), a first leg (412) and a second leg (413), the first leg (412) extending upward from the stop block (411), the second leg extending downward from the stop block (411), and the end of at least one leg (412, 413) being connected to the vehicle body shell.

10. The rail vehicle of claim 7, wherein the retainer (41) provides a recess (417) for accommodating the at least one loose running board (31, 32).

11. The rail vehicle according to claim 9, wherein the retainer (41) is substantially S-shaped.

12. A group of rail vehicles comprising at least two rail vehicles and an aisle (20) arranged between the two rail vehicles, at least one rail vehicle being a rail vehicle according to any one of claims 1 to 11, wherein the aisle (20) comprises at least one footboard (31, 32), and a footboard catcher (40) is located in the path of a loose footboard (31, 32) and prevents the loose footboard (31, 32) from entering the available space (102) in the event of a collision.

13. A group of rail vehicles according to claim 12, wherein the group of rail vehicles is equipped with a pair of running board catchers (40) that are longitudinally opposite to each other.

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