Rail vehicle and rail transport system

Abstract

Rail vehicle with a plurality of passenger entrances (7), with at least one waiting area (10, 11) and at least one quick-change area (2), wherein both the at least one waiting zone (10, 11) and the at least one quick-change zone (2) on at least one side of the rail vehicle each have several passenger entrances (7) with an access width (B) each assigned to them, where which at least one quick-change zone (2) has a greater passage width (D1, D2, D3, D4) than the staying zone (10, 11), which has at least one rapid changeover zone (2) and a greater number of passenger entrances (7) than at least one waiting zone (10, 11), the sum of the access widths (B) of the at least one rapid change zone (2) is greater than the sum of the access widths (B) of the at least one staying zone (10, 11), and the rail vehicle has at least two car bodies and / or cars (1, 4, 8, 9, 18, 19), wherein at least one first car body and / or car (1, 4, 8, 9, 18, 19) has at least one stopping zone (10, 11) and a second car body and / or car (1, 4, 8, 9, 18, 19) has at least one quick-change zone (2).

Description

[0001] The invention relates to a rail vehicle with a plurality of passenger entrances, as well as a rail transport system.

[0002] When designing rail vehicles, especially for local transport, in addition to passenger comfort, efficient passenger exchange at stations and the vehicle's passenger capacity must be considered. Typically, a large number of passengers is addressed by increasing the number of doors and creating a through-train design to distribute passengers throughout the train. This leads to conflicting objectives in the design of rail vehicles because, for example, while a higher number of doors increases boarding and alighting efficiency, it simultaneously reduces the possibilities for seat arrangement.

[0003] The DE 10 2016 117 097 A1 addresses this problem by providing seats that can be nested within each other and pulled apart when needed. When pulled apart, the seats are partially positioned in front of the passenger entrances. This allows the total number of seats to be increased, depending on passenger volume, while reducing the number of passenger entrances.

[0004] In JP 2001 - 158 348 A, it is proposed to improve passenger flow by designing the interior in a funnel shape in the area of ​​the passenger entrances. This widens the passageway starting at the passenger entrance towards the interior of the vehicle.

[0005] US 2010 / 0 132 585 A1 describes a three-car rail vehicle with a middle car with one passenger entrance and two end cars with two passenger entrances.

[0006] DE 10 2013 102 698 A1 also describes a three-part rail vehicle with a middle car with four passenger entrances on each side and two end cars with two passenger entrances on each side, with otherwise similar interior design.

[0007] US 1 726 872 A describes a two-part rail vehicle with multiple passenger entrances distributed throughout the rail vehicle.

[0008] DE 19 46 061 U describes a rail vehicle with an asymmetrical carriage that has passenger entrances only on one side. On this side, the side wall of the carriage is straight, while on the other side, which has no passenger entrances, the side wall slopes towards the respective end of the carriage.

[0009] CN 109 849 951 A discloses a multi-part rail vehicle with differently designed carriages, wherein the carriages at the respective ends of the rail vehicle each have only one passenger entrance on each side, while the middle carriages have three passenger entrances on each side.

[0010] A disadvantage of existing rail vehicles is that passenger congestion still occurs, leading to bottlenecks and slowing down passenger exchange. Passengers already seated are also obstructed by those standing in the aisle.

[0011] The invention is therefore based on the objective of increasing the efficiency of passenger exchange and improving passenger comfort.

[0012] This problem is solved according to the invention with a rail vehicle according to claim 1. Furthermore, the invention is solved with a rail transport system according to claim 9.

[0013] According to the invention, the solution to the problem lies in a rail vehicle with a plurality of passenger entrances, wherein the rail vehicle has at least one waiting area and at least one quick-change area. Both the waiting area and the quick-change area are each assigned several passenger entrances, each with an access width, on at least one side of the rail vehicle. Thus, on at least one side of the rail vehicle, several passenger entrances are provided in the waiting area and / or in the quick-change area, each with an access width. The sum of the access widths of the quick-change area is greater than the sum of the access widths of the waiting area. In this way, it is advantageously possible for passenger exchange to take place more quickly in the quick-change area than in the waiting area.The wider access in the rapid changeover zone allows more passengers to pass through the at least one passenger entrance simultaneously. The rapid changeover zone has a wider passage than the waiting zone. Furthermore, the rapid changeover zone has a greater number of passenger entrances than the waiting zone. The rail vehicle has at least two car bodies and / or carriages, with at least one first car body and / or carriage comprising at least one waiting zone and a second car body and / or carriage comprising at least one rapid changeover zone.

[0014] Since the sum of the access widths in the rapid transit zone is greater than the sum of the access widths in the waiting zone, the ratio of the sum of the access widths of the passenger entrances in the rapid transit zone to the sum of the access widths of the passenger entrances in the waiting zone is greater than 1.

[0015] According to a further development of the invention, on at least one side of the rail vehicle the ratio of the sum of the access widths of the passenger entrances of the rapid exchange zone to the sum of the access widths of the waiting zone is greater than 4 / 3, in particular 3 / 2. By increasing the ratio, the rail vehicle is optimized for rapid passenger exchange.

[0016] In a further preferred embodiment of a rail vehicle according to the invention, the floor area of ​​the quick-change zone has a larger passage area than the waiting area. The floor area is the total floor space in the rail vehicle usable by passengers. A portion of this floor area is typically available for passage. The portion of the floor area available for passage is the passage area. Rail vehicles are thus equipped, among other things, with rows of seats and / or handrails, between which a passageway is provided, allowing passengers to reach their seats, standing places, or the next carriage. If the passageway area is increased, more passengers can reach their seats or standing places in the same amount of time.

[0017] According to the invention, the passage width in the quick-change zone is greater than the passage width in the waiting zone. A greater passage width facilitates rapid movements and allows passengers to walk staggered or side by side. A greater passage width in the quick-change zone thus leads to improved passenger flow.

[0018] According to a further advantageous embodiment of the invention, the floor area of ​​the rapid boarding zone of the rail vehicle is provided with a larger standing area than the waiting area. The standing area is the area of ​​the rail vehicle on which passengers stand during the journey. The standing area is the portion of the passenger compartment's floor area available for standing. In addition to the standing areas, areas equipped with seats or storage areas for bicycles or wheelchairs may be provided. The increased standing area in the rapid boarding zone thus provides passengers with more space to stand. Because standing passengers require less space overall, increasing the standing area increases the passenger capacity of the rapid boarding zone. Furthermore, more standing space means fewer obstacles during passenger exchange, making the process more efficient.

[0019] The passenger area of ​​the rail vehicle, on the other hand, can be more focused on comfort. In particular, more seats can be arranged in the passenger area. Longitudinal seating can be provided in the passenger area. With longitudinal seating, the seating surface extends perpendicular to the direction of travel of the rail vehicle, and the seats can be arranged one behind the other in the direction of travel. Longitudinal seating can include folding seats, which can be folded against the inner wall of the car body to provide more standing room when the vehicle is full. Alternatively, benches can be provided.

[0020] The waiting area, in particular, may have transverse seating. With transverse seating, the seating area extends essentially in or against the direction of travel, meaning passengers can sit facing either direction.

[0021] Furthermore, the accommodation area may be equipped with wheelchair parking spaces and / or bicycle parking spaces.

[0022] According to the invention, the rapid changeover zone has a greater number of passenger entrances than the waiting area. In particular, when combined with fewer furnishings or storage areas, the rapid changeover zone offers more space for the placement of doors. This allows for extremely fast passenger exchange.

[0023] In addition to the quick-change zone and the waiting zone, the rail vehicle may have a transition zone. The transition zone also preferably has a passenger entrance with an access width. Furthermore, the transition zone also has a passage width and a passage area relative to its floor area. Preferably, the access width, passage width, and / or passage area of ​​the transition zone is larger than the access width, passage width, and / or passage area of ​​the waiting zone. In particular, the access width, passage width, and / or passage area of ​​the transition zone is preferably smaller than the access width, passage width, and / or passage area of ​​the quick-change zone. Thus, the size of the access width, the passage width, and / or the passage area of ​​the transition zone can lie between the respective values ​​of the quick-change zone and the waiting zone.

[0024] The quick-change zone, waiting zone, and / or transition zone preferably extend across the entire width of the passenger compartment. These zones can extend over at least one or more sections of the rail vehicle's length. This allows for a clear assignment of each zone to a section of a platform.

[0025] A transition zone with at least one passenger entrance may be provided, wherein the transition zone has a sum of access widths, a passage width and / or a passage area that lies between the sum of access widths, the passage widths and / or the passage area of ​​the rapid change zone and the waiting zone.

[0026] In a preferred embodiment of the invention, fewer passenger seats are provided in the quick-change zone than in the waiting zone and / or transition zone. The proportion of the floor area of ​​the quick-change zone occupied by passenger seats can be smaller than the proportion of the floor area of ​​the transition zone occupied by passenger seats. This increases the standing area in the quick-change zone and reduces the number of obstacles. The waiting zone can preferably have more passenger seats than the transition zone.

[0027] According to a further preferred embodiment of the invention, no passenger seats may be provided in at least one quick-change zone.

[0028] In a further preferred embodiment, the quick-change zone has more passenger restraints, such as grab bars, than the waiting zone and / or the transition zone. The transition zone may have more restraints than the waiting zone.

[0029] Another preferred embodiment of a rail vehicle according to the invention has at least two car bodies, wherein at least one first car body comprises the waiting area and a second car body the quick-change area. A passenger compartment of a first car body can be designed entirely as a waiting area, while a passenger compartment of a second car body can be designed entirely as a quick-change area. Thus, the rail vehicle can be easily adapted to the respective needs of the rail vehicle operator by exchanging appropriately designed car bodies.

[0030] A rail vehicle according to the invention can also have a third car body, which includes the transition zone. The third car body can, in particular, be arranged between a first car body with a quick-change zone and a second car body with a waiting zone. In this way, the third car body forms a transition between the first and second car bodies. Passengers can therefore move from the quick-change zone to the transition zone or the adjoining waiting zone, depending on their planned individual journey time.

[0031] Preferably, the rail vehicle is designed as a continuous structure. In the case of multiple car bodies or cars, the rail vehicle is designed to be continuous, particularly from the first to the last car.

[0032] The passenger entrances of the rail vehicle can have swing-sliding doors or sliding doors, each with the same access width. The swing-sliding doors and / or sliding doors can have essentially the same opening and / or closing times to ensure a uniform timing of passenger entrances and efficient passenger flow.

[0033] According to a further advantageous embodiment of the rail vehicle, it may have at least one display device by which the position of the stopping zone, the quick-change zone and / or transition zone is indicated outside the rail vehicle. The display device may not include a projection device by which the position of the stopping zone, the quick-change zone and / or transition zone can be projected onto a platform located adjacent to the rail vehicle.

[0034] A rail transport system according to the invention comprises a rail vehicle according to the invention, a rail track for operating the rail vehicle, and a platform on the rail track for passengers boarding the rail vehicle. The platform is provided with access points for passengers, through which the passengers can enter the platform. The access points can be walkways, ramps, stairs, and / or elevators.

[0035] The platform now typically features a stopping position for the train. This stopping position can be chosen according to the length of the train to allow boarding along its entire length. Passenger entrances are accessible from the platform when the train is stopped.

[0036] When the rail vehicle is stationary, at least one platform access point is preferably located close to or directly adjacent to the passenger entrances of the at least one rapid transfer zone of the rail vehicle. The passenger entrances are positioned parallel to the platform access points, particularly in the direction of travel of the rail vehicle. Passengers can therefore reach the passenger entrances of the rapid transfer zone quickly and easily from the at least one platform access point.

[0037] The at least one transition zone and / or the at least one waiting zone is preferably located further away from the at least one platform access point than the quick-change zone. In particular, the waiting zone is further away from the platform access point than the transition zone.

[0038] In a preferred embodiment of the rail transport system, the rail vehicle has several quick-change zones, wherein the quick-change zones of a rail vehicle located at the stopping position are each positioned at an access point of the platform.

[0039] The platform may have access at one or both of its ends. In particular, if the rail transport system has multiple platforms with access at their ends, the associated rail vehicle may be equipped with quick-change zones at its ends. For example, each end car of the rail vehicle may have a quick-change zone.

[0040] The rail vehicle may also have one or more intermediate cars, which form at least one waiting area and / or at least one transition area. If several intermediate cars are provided, the passenger compartments adjacent to the end cars preferably form transition areas, with at least one waiting area being provided between the transition areas.

[0041] The layout of the rail transport system according to the invention is thus able to efficiently serve an irregularly crowded platform. Passengers who arrive quickly and in large numbers, without much luggage, can be directed straight to carriages with quick-change zones, where more doors and standing room are available. Passengers who arrive at the platform earlier, on the other hand, can use the time to move to a less busy area of ​​the platform, for example, in the center. A waiting area for the rail vehicle is preferably assigned to this less busy area of ​​the platform.

[0042] In a preferred embodiment of the rail transport system, when a rail vehicle is at a designated stopping position, an elevator located on the platform is situated next to a waiting area of ​​the rail vehicle. In particular, the elevator is positioned close to a passenger entrance of the waiting area. The waiting area preferably includes wheelchair spaces and / or bicycle parking spaces. Wheelchair users and cyclists using the elevator can thus quickly access the waiting area of ​​the rail vehicle and find suitable parking spaces already available there.

[0043] In an alternative configuration of the rail transport system, the platform can have one or more passenger access points between its ends. The quick-change zones of the rail vehicle can be located between the platform ends when the rail vehicle is in the stopping position. If, for example, the platform access point is positioned in the middle of the platform, the quick-change zone of the rail vehicle is preferably located in the middle of the rail vehicle, for example, in a center car positioned midway between two end cars. Character description

[0044] The accompanying drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention. They show: Fig. 1 a top view of a first end car of a rail vehicle according to the invention with a quick-change zone and of a first intermediate car of a rail vehicle according to the invention with a transition zone; Fig. 2 a top view of a second intermediate car with a waiting area and of a third intermediate car with a waiting area and parking spaces; Fig. 3 a top view of a fourth intermediate car with a transition zone and a second end car with a quick-change zone.

[0045] The following refers to the Fig. 1, Fig. 2 to Fig. 3 a preferred embodiment of the rail vehicle according to the invention is described.

[0046] The Fig. Figures 1-3 together show a rail vehicle with a total of six car bodies designed according to the invention.

[0047] In Fig. Figure 1 shows a first end car 1, which has a quick-change zone 2. The quick-change zone 2 has no seating. Instead, it provides a number of handrails 3 that allow passengers to hold on during the journey. Furthermore, the quick-change zone 2 has four passenger entrances 7 on each of its outer sides. Each passenger entrance 7 has an access width B.

[0048] By eliminating seating, the number of standing places and thus the passenger capacity in quick-change zone 2 is significantly increased. Quick-change zone 2 has a passage width D1 that corresponds almost to its entire width.

[0049] The first end car 1 is followed by a first intermediate car 4. The intermediate car 4 forms a transition zone 5 of the rail vehicle. The transition zone 5 is equipped with passenger seats 6, which are arranged longitudinally. The passenger seats 6 are thus arranged one behind the other in the direction of travel of the rail vehicle, i.e., in the X-direction, so that passengers in this transition zone 5 still have a relatively large amount of space to cross through it. The transition zone 5 has a passage width D2. The passage width D2 of the transition zone 5 is slightly smaller than the passage width D1 of the quick-change zone 2.

[0050] Transition zone 5 is also equipped with passenger entrances 7, with three passenger entrances on each side. The number of passenger entrances 7 in transition zone 5 is therefore less than the number of passenger entrances 7 in rapid transit zone 2. Consequently, the sum of the access widths B in rapid transit zone 2 is also greater than the sum of the access widths B in transition zone 5.

[0051] Fig. Figure 2 shows a second intermediate car 8 and a third intermediate car 9 of the rail vehicle according to the invention. The second intermediate car 8 forms a waiting area 10, and the third intermediate car 9 forms a waiting area 11. The waiting areas 10 and 11 are each equipped with transverse seating 12. Passenger seats 13 are arranged side by side in one direction transverse to the direction of travel or transverse to the X-direction. Four passenger seats 13 are arranged to form a seating group 14, with two seats facing in the direction of travel or the X-direction and two seats facing against the direction of travel or the X-direction. Additionally, both the waiting area 10 of the second intermediate car 8 and the waiting area 11 of the third intermediate car 9 are equipped with longitudinal seating 15, which provides further seating in passageways at the ends of the cars.

[0052] The third intermediate car 9 also includes wheelchair spaces 16 and bicycle spaces 17. The wheelchair spaces 16 and / or bicycle spaces 17 can be designed to be similarly wide as two passenger seats 13 of a transverse seating arrangement.

[0053] The waiting area 10 is also equipped with passenger entrances 7, with waiting area 10, like transition zone 5, having three passenger entrances on each of its sides. The number of passenger entrances 7 in waiting area 10 is therefore, like that of transition zone 5, less than the number of passenger entrances 7 in rapid transit zone 2. Consequently, the sum of the access widths B of the rapid transit zone is also greater than the sum of the access widths B of waiting area 10.

[0054] In Fig.Figure 3 shows a fourth intermediate car 18 and a second end car 19 of the rail vehicle according to the invention. The fourth intermediate car 18 is essentially designed like the second intermediate car 8 and, like the latter, has a transition zone 5. The second end car 19 corresponds essentially in its design to the first end car 1 and, like the latter, forms a quick-change zone 2.

[0055] In a rail transport system according to the invention, the length of a platform along which passengers can board the rail vehicle corresponds at least to the length of the rail vehicle. In a predetermined stopping position of the rail vehicle, all passenger entrances 7 of the rail vehicle are accessible from the platform. The first end car 1 and the quick-change zone 2 provided therein, as well as the second end car 19 and the further quick-change zone 2 provided therein, are each arranged in the area of ​​a passenger access point. Reference symbol list B Access width D1 passage width quick-change zone D2 Passage width Transition zone D3 Passage width Staying zone D4 passage width multifunctional zone 1 first end car 2 Quick Change Zone 3 support bar 4 first middle car 5 Transition zone 6 passenger seats 7 Passenger Entrance 8 Second middle car 9 Third middle car 10 Staying zone 11 Staying zone 12 transverse seating 13 passenger seats 14 Seating group 15 longitudinal seating 16 wheelchair spaces 17 bicycle parking spaces 18 Fourth middle car 19 Second end car

Claims

[1] Rail vehicle with a plurality of passenger entrances (7), with at least one waiting area (10, 11) and at least one quick-change area (2), wherein both the at least one waiting zone (10, 11) and the at least one quick-change zone (2) on at least one side of the rail vehicle each have several passenger entrances (7) with an access width (B) each assigned to them, where which at least one quick-change zone (2) has a greater passage width (D1, D2, D3, D4) than the staying zone (10, 11), which has at least one rapid changeover zone (2) and a greater number of passenger entrances (7) than at least one waiting zone (10, 11), the sum of the access widths (B) of the at least one rapid change zone (2) is greater than the sum of the access widths (B) of the at least one staying zone (10, 11), and the rail vehicle has at least two car bodies and / or cars (1, 4, 8, 9, 18, 19), wherein at least one first car body and / or car (1, 4, 8, 9, 18, 19) has at least one stopping zone (10, 11) and a second car body and / or car (1, 4, 8, 9, 18, 19) has at least one quick-change zone (2). [2] Rail vehicle according to claim 1, wherein at least on one side of the rail vehicle the ratio of the sum of the access widths (B) of the passenger entrances (7) of the at least one rapid exchange zone (2) to the sum of the access widths (B) of the at least one waiting zone (10, 11) is greater than 4 / 3, in particular greater than 3 / 2. [3] Rail vehicle according to one of the above claims, wherein a floor area of ​​the at least one quick-change zone (2) has a larger through-area than the at least one remaining zone (10, 11). [4] Rail vehicle according to one of the above claims, wherein a base area of ​​the at least one quick-change zone (2) has a greater standing area proportion than the at least one staying zone (10, 11). [5] Rail vehicle according to one of the above claims, wherein the at least one rapid changeover zone (2) has fewer passenger seats (6, 13) than the at least one waiting zone or no passenger seats (6, 13). [6] Rail vehicle according to one of the above claims, wherein in the at least one standing area (10, 11) transverse seating (12), longitudinal seating (15), wheelchair spaces (16) and / or bicycle spaces (17) are provided. [7] Rail vehicle according to one of the above claims, wherein a transition zone (5) with at least one passenger entrance (7) is provided, wherein the transition zone (5) has a sum of access widths (B), a passage width (D2) and / or a passage area that lies between the sum of access widths (B), the passage widths (D1, D3) and / or the passage area of ​​the at least one quick-change zone (2) and the at least one waiting zone (10, 11). [8] Rail vehicle according to claim 7, wherein the rail vehicle has at least three car bodies or cars (1, 4, 8, 9, 18, 19), wherein a third car body or car (1, 4, 8, 9, 18, 19) has the transition zone (5). [9] Rail transport system comprising a rail vehicle according to one of the above claims, comprising a rail section for the operation of the rail vehicle and a platform on the rail section for passengers to board the rail vehicle, wherein the platform has access points for passengers, wherein a stopping position for the rail vehicle is provided on the platform and the at least one quick-change zone (2) is arranged at an access point when the rail vehicle is standing at the stopping position. [10] Rail transport system according to claim 9, wherein the rail vehicle has several quick-change zones (2), wherein the quick-change zones (2) of a rail vehicle located at the stopping position are each positioned at an access point of the platform.

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