Rail vehicle

Abstract

The invention relates to a rail vehicle (1) for transporting people, said rail vehicle (1) comprising at least one double-decker car (10), characterized in that the double-decker car (10) has at least one internally mounted bogie (100).

Description

[0001] Description

[0002] Rail vehicle

[0003] The invention relates to a rail vehicle, wherein the rail vehicle comprises at least one double-decker carriage.

[0004] Until now, double-decker trains have used bogies with external bearings. The wheel bearings sit on the outside of the axle journals. The overall width of the bogie depends in particular on these wheelset bearings and their width. The bogie frame holds the wheels between its longitudinal members. This makes the bogie frame of a bogie with external bearings wide and heavy. For this reason, the bogies on double-decker carriages have not been aerodynamically faired due to their design. Aerodynamic fairing reduces the vehicle's running resistance and thus energy consumption.

[0005] Furthermore, rail vehicles with double-decker carriages often encounter space constraints in the undercarriage area. On the one hand, there are problems installing a step for a mid-deck entrance, as the rotating undercarriage could collide with the step in tight curves, reducing the space available for supporting structures.

[0006] On the other hand, there are space constraints, as the floor height in the middle deck must be kept low. Last but not least, there is a general lack of space in double-decker carriages, as there is no roof or underfloor space available for accommodating components.

[0007] There is also a need to extend the double-decker section of the vehicle in order to offer a higher seating capacity. For reasons of vehicle limitation and installation space, a short wheelbase in the bogie is advantageous. A further reduction of the wheelbase is difficult with existing externally mounted bogies, as the cross member, air springs and any existing braking equipment (wheel disc brakes and MG brakes) between the wheelsets prevent a reduction of the wheelbase due to installation space constraints. Furthermore, the above-mentioned requirement for a low floor causes a significant offset of the bogie frame, which also prevents a reduction of the wheelbase.

[0008] In double-decker railcars and double-decker articulated trains, problems with axle load exceedances can occur due to heavy components and / or large axle pivot distances. High energy costs and wear costs also necessitate a reduction in the chassis mass.

[0009] In the past, the known installation space problems were generally addressed by reducing the wheel radius, which has a negative impact on wheel wear. Furthermore, the spring heights were reduced, but this was accompanied by a reduction in vibration comfort for passengers.

[0010] A solution to high axle loads in multiple units and trains with Jakobs bogies could be a redistribution of the drive components, the accommodation of drive components in single-deck multiple units or a reduction of the pivot distance / car length, which, however, is associated with a reduction in seating capacity or increased costs.

[0011] Based on this, the invention is based on the object of providing a rail vehicle with at least one double-decker carriage that offers improved space conditions while reducing weight. This object is achieved by the features of claim 1. Advantageous embodiments and further developments are the subject of the dependent claims.

[0012] According to the invention, a rail vehicle is provided, wherein the rail vehicle comprises at least one double-decker carriage. The double-decker carriage has at least one internally mounted bogie.

[0013] The at least one internally mounted bogie is equipped with an internally mounted bogie frame in such a way that, in the transverse direction of the rail vehicle, the wheels of the wheelset are arranged further outwards than the longitudinal member of the bogie frame.

[0014] Furthermore, the wheels of the internally mounted bogie are arranged further outwards than the axle box bearings of the internally mounted bogie.

[0015] The solution approach of using an internally mounted bogie avoids the known, disadvantageous solutions. At first glance, the solution approach of using an internally mounted bogie appears impractical, as the available installation space in the center of the carriage and in the highly stressed area above the secondary springs is reduced or remains the same. For this reason, and due to the high rolling moment caused by the high center of gravity of double-decker carriages, no development of double-decker train concepts with internally mounted bogies has been pursued in the past.

[0016] Surprisingly, however, a lateral guidance of the longitudinal beam past the bogie has proven to be advantageous, since this means that a lower chord coming from the lower deck does not need to be deflected as much.

[0017] Internally mounted bogies are lighter than externally mounted bogies. The reduced material usage and simpler design of the axle shaft of internally mounted bogies result in cost advantages over externally mounted bogies.

[0018] However, integrating an internally mounted bogie into a double-decker vehicle presents a challenge, as the roll behavior of single-decker and double-decker vehicles is not comparable due to their higher center of gravity. The vehicle shape, center of gravity height, suspension elements, etc., all impact roll stability, particularly crosswind stability.

[0019] Due to its small primary spring base, an internally mounted bogie has design-related problems supporting a car with a high center of gravity, as the resulting high roll moment is carried by a small primary spring support width. With a small transverse spacing of the primary springs, short anti-roll bars, and small primary spring base, the internally mounted bogie has particularly poor / soft roll behavior. Thus, there was a prejudice among experts that internally mounted bogies were ill-suited for double-decker cars. However, according to the invention, the advantages of the internally mounted bogie outweigh the disadvantages.

[0020] The reduction in mass reduces energy consumption and maintenance costs. Furthermore, in the case of axle load problems (particularly with multiple units or Jacob's trains), the bogie center-to-center distance can be increased, thus providing more seating.

[0021] In a further embodiment of the rail vehicle, it can be provided that the at least one internally mounted bogie has at least two wheel sets and the wheel set distance of the at least one bogie is less than 3.1 m, preferably in a range from 2.3 m to 3.1 m.

[0022] In the rail vehicle according to the invention with at least one internally mounted bogie, the cross member and the air springs can be arranged internally. This allows for a reduced wheelbase. The rail vehicle according to the invention preferably has a larger double-decker portion than known concepts, which is made possible by the small wheelbase.

[0023] In the design of the rail vehicle, it can be provided that at least one internally mounted bogie is designed as a Jakobs bogie.

[0024] The Jakobs bogie is arranged between two car bodies of the rail vehicle, with two adjacent car bodies being supported on a Jakobs bogie.

[0025] In the design of the rail vehicle, it can be provided that the at least one internally mounted bogie is arranged as a bogie at the end of a double-decker carriage. In this case, the at least one internally mounted bogie is assigned to only one single double-decker carriage.

[0026] Preferably, the rail vehicle is an articulated vehicle, such as an articulated train.

[0027] Furthermore, the rail vehicle is preferably a high-speed train, an intercity train, a commuter train or a regional train.

[0028] High-speed trains and intercity trains within the meaning of the invention are trains designed for an operating speed of more than 190 km / h.

[0029] Communter and regional trains (including regional express trains) within the meaning of the invention are trains designed for an operating speed of less than 190 km / h.

[0030] In the design of the rail vehicle, it can be provided that an entry area is formed above the at least one bogie in the at least one double-decker carriage. This is particularly the case if the rail vehicle is designed as a single carriage.

[0031] This allows the double-decker portion of the rail vehicle to be increased and the number of bogies and thus the mass of the rail vehicle to be reduced.

[0032] In a further development of the rail vehicle, it can further be provided that the bogie center-to-center distance, preferably the pivot distance, between two adjacent bogies is more than 14 m, further preferably more than 17 m, in particular more than 20 m. In a preferred embodiment, the bogie center-to-center distance can be between 14 m and 19.5 m.

[0033] The rail vehicle is preferably a single-wagon train. The bogie center distance may be more than 19 m, preferably between 19 m and 20.5 m. The distance between the wheelsets is in this case preferably between 2.2 m and 2.5 m.

[0034] The vehicle can also be an articulated vehicle.

[0035] The rail vehicle can further provide that the at least one double-decker carriage has a double-decker area with a length of more than 14 m.

[0036] Furthermore, it can be provided that on an outer wheel side of the at least one internally mounted bogie, the rail vehicle has supporting structures of the double-decker carriage, in particular the car body of the double-decker carriage, or components of a vehicle door assembly.

[0037] The use of at least one internally mounted bogie thus provides additional installation space, which allows for improved space utilization of the rail vehicle. In one embodiment, the rail vehicle can have at least one aerodynamic fairing that laterally encloses the at least one bogie and is designed to follow the contour of the rail vehicle.

[0038] The internally mounted bogies make it possible to provide aerodynamic fairing, which gives the rail vehicle improved aerodynamics. This was previously not possible with double-decker carriages, but is now possible with an internally mounted bogie, since the clearance required for an internally mounted bogie is less than that of an externally mounted one.

[0039] In its design, the bogie has a bogie frame which is as wide in the area of ​​the wheels of the wheel sets as the bearing base on the wheelset shaft.

[0040] The rail vehicle according to the invention with the internally mounted bogies has wheelset bearings which are arranged on the inside of the wheels of the wheelset shaft.

[0041] A shaft journal on the axle outside in front of the wheel is not required. The bogie frame can be as wide in the wheel area as the bearing base on the axle. If the rail vehicle has an aerodynamic fairing that surrounds the sides of the bogie, this can closely follow the vehicle contour and provides sufficient clearance for the internally mounted bogie to move freely behind the fairing.

[0042] The vehicle width of the rail vehicle is preferably in the range of 2700 to 3300 mm.

[0043] Furthermore, in the design of the rail vehicle, it can be provided that the at least one internally mounted bogie is designed to support a rolling moment of the car body of the double-decker car of more than 100,000 kg*m, particularly preferably between 100,000 and 120,000 kg. In this case, the rail vehicle is preferably a commuter train or a regional train.

[0044] It can also be provided that the at least one internally mounted bogie is designed to have a rolling moment of the car body of the double-decker carriage, the rail vehicle a rolling moment is preferably above 80,000 kg*m, particularly preferably between 80,000 kg*m and 100,000 kg*m. In this case, the rail vehicle is preferably designed as a high-speed train or as an intercity train.

[0045] The rolling moment of a double-decker carriage is defined as follows:

[0046] Mwank = m WK,a * hwK,a

[0047] The sizes are defined as follows:

[0048] Mwank : Rolling moment (characteristic value for bogie design) m WK,a : Mass of the final assembled car body of the double-decker car including all components, but without bogies (chassis) hwK,a :Center of gravity height relative to the top of the rail of the fully assembled car body (including all components, but excluding running gear)

[0049] These values ​​primarily refer to an exceptional payload according to the vehicle design. This exceptional payload is defined according to EN 15663.

[0050] In the past, the rolling moment in rail vehicles for passenger transport with internally mounted bogies was kept well below 100,000 kg*m by providing a low center of gravity and correspondingly low rolling moments. To compensate for the design-related poorer rolling behavior of a double-decker carriage, the internally mounted bogie according to the invention can have stiff spring elements, in particular stiff primary springs. The primary springs are stiffer than usual in other train concepts with externally mounted bogies.

[0051] In an advantageous further development, it can further be provided that the primary roll stiffness of the at least one internally mounted bogie is 2.2 * e A 6 Nm / rad. In this case, the rail vehicle is preferably designed as a high-speed train or an intercity train.

[0052] In the design of the rail vehicle, it can be provided that a primary suspension of the internally mounted bogie has a spring stiffness of 2 to 8 kN / mm, preferably of 3.5 to 7 kN / mm, particularly preferably 5.5 kN / mm to 6.5 kN / mm, wherein the support width of the primary springs is preferably between 0.9 m and 1.3 m, further preferably between 1 m and 1.2 m.

[0053] In the past, existing double-decker carriages with externally mounted bogies had soft primary suspensions with a stiffness of approximately 1 kN / mm and correspondingly long spring travel.

[0054] The primary suspension may comprise rubber primary springs and / or coil springs.

[0055] Secondary springs do not have a decisive influence on the roll behavior, since they are usually pneumatic secondary springs that are pneumatically connected to each other, so that there is no significant right-left difference in the secondary spring forces.

[0056] Furthermore, in the design of the rail vehicle, it can be provided that the rail vehicle has a roll support arranged between the car body and the at least one internally mounted bogie of the double-decker car, with a roll bar which has a torsional stiffness in a range of 10 to 50 kNm / rad, preferably in a range of 15 to 35 Nm / rad, and / or the length of the roll bar is between 1.9 m and 2.4 m.

[0057] The invention will now be explained using exemplary embodiments with reference to the drawings.

[0058] It shows :

[0059] Fig. 1 shows a schematic cross-sectional view of a rail vehicle according to the invention with an internally mounted bogie according to a first embodiment;

[0060] Fig. 2 shows a schematic side view of a rail vehicle according to the invention with an internally mounted bogie according to a second embodiment;

[0061] Fig. 3 shows a schematic side view of a rail vehicle according to the invention with an internally mounted bogie according to a third embodiment; and

[0062] Fig. 4 shows a schematic longitudinal section of a rail vehicle according to the invention with an internally mounted bogie according to a fourth embodiment.

[0063] Fig. 1 shows a schematic cross-sectional view of a rail vehicle 1 according to the invention with an internally mounted bogie 100 according to a first embodiment.

[0064] The rail vehicle 1 is a rail vehicle 1 for passenger transport, wherein the rail vehicle 1 comprises at least one double-decker carriage 10. As can be seen in Fig. 1, the double-decker carriage 10 has a carriage body 200 with a double-decker area 12 with two superimposed levels 202, 204, on which seats 210 are arranged. The rail vehicle shown in Fig. 1 has a first level 202 and a second level 204, wherein the first level 202 is arranged above the second level 204.

[0065] The double-decker carriage 10 further comprises at least one internally mounted bogie 100. The internally mounted bogie 100 has at least one bogie frame 105 and at least two wheel sets 120. A wheelset bearing 107 is arranged on the bogie frame 105 for each wheelset 120. The internally mounted bogie 100 further comprises a primary suspension 130. The primary springs of the primary suspension 130 are each arranged in the force flow between the wheelset 120 and the bogie frame 105. The bogie 100 further comprises a secondary suspension 150, which is arranged in the force flow between the bogie frame 105 and the car body 200.

[0066] Furthermore, the rail vehicle 1 has anti-roll supports 140. The anti-roll supports 140 are connected to the bogie frame 105 and to the car body 200 and are designed to support rolling moments of the car body 200 on the bogie 100.

[0067] On one wheel outer side R AThe rail vehicle 1 has an area of ​​the at least one internally mounted bogie 100 in which additional installation space is provided. In this area, for example, the anti-roll support 140 is arranged, as can be seen in Fig. 1.

[0068] The primary springs 130 are arranged on the left and right sides of a central longitudinal axis of the bogie 100. The support width P of the primary springs 130 is preferably between 0.9 m and 1.3 m, further preferably between 1 m and 1.2 m.

[0069] The at least one bogie 100 is equipped with the internally mounted bogie frame 105 in such a way that, in the transverse direction of the rail vehicle 1, the wheels 122 of the wheelset 120 are arranged further outwards than the longitudinal member of the bogie frame 105.

[0070] The primary suspension 130 of the internally mounted bogie 100 has a spring stiffness of 2 to 8 kN / mm.

[0071] The spring stiffness is the quasi-static spring stiffness of the primary spring 130 at the empty mass of the double-decker carriage 10. As can be seen in Fig. 1, the primary springs 130 are vertically arranged primary springs 130. The primary springs 130 are preferably designed as helical springs.

[0072] Fig. 2 shows a schematic side view of a rail vehicle 1 according to the invention with at least one internally mounted bogie 100 according to a second embodiment. The second embodiment is based on the first embodiment, and the differences between the second embodiment and the first embodiment are essentially described below.

[0073] As can be seen in Fig. 2, the rail vehicle 1 has at least one double-decker carriage 10. In the present case, four double-decker carriages 10 of the rail vehicle 1 are shown, whereby the end carriages of the rail vehicle 1 are not shown. The number of double-decker carriages is not limited to four and any other reasonable

[0074] number may be granted. Each of the double-decker carriages 10 has a double-decker area 12 and an entrance area 14 which is adjacent to the double-decker area 14.

[0075] Each of the double-decker carriages 10 has at least one internally mounted bogie 100, which is designed as a Jakobs bogie. The two adjacent double-decker carriages 10 are each supported on a single Jakobs bogie.

[0076] The rail vehicle according to Fig. 2 has adjacent double-decker carriages 10 (in Fig. 2 the left and right carriages) to an end carriage (not shown), which are mounted only on a Jakobs bogie and further have a further internally mounted bogie 100 which carries only this double-decker carriage 10.

[0077] Furthermore, the at least one internally mounted bogie 100 has a bogie center 110. The bogie center 110 can be formed, for example, by a pivot pin.

[0078] The bogie center-to-center distance D between the respective bogie centers 110 of two adjacent bogies 100 is more than 17.5 m, preferably more than 18.5 m, in particular more than 19 m. Particularly preferably, the bogie center-to-center distance D is in a range from 19 m to 20 m.

[0079] The at least one double-decker carriage 10 preferably has a double-decker area 12 with a length of more than 14 m.

[0080] As shown in Fig. 2, the rail vehicle has at least one aerodynamic fairing 18, which laterally encloses the at least one internally mounted bogie 100 and is designed to follow the contour of the rail vehicle 1. According to Fig. 2, each of the internally mounted bogies 100 has an aerodynamic fairing 18.

[0081] On one wheel outer side R A (cf. Fig. 1) of the at least one internally mounted bogie 100, the rail vehicle 1 has an area in which additional installation space is formed. In this area, the anti-roll support 140 is arranged. However, other supporting structures of the double-decker carriage 10, in particular the car body 200 of the double-decker carriage 10, or components of a vehicle door assembly 16, in particular the step, can also be arranged in this area.

[0082] Fig. 3 shows a schematic side view of a rail vehicle according to the invention with at least one internally mounted bogie 10 according to a third embodiment. The third embodiment is based on the first embodiment, and the differences between the third embodiment and the first embodiment are essentially described below.

[0083] As can be seen in Fig. 3, the rail vehicle 1 has at least one double-decker carriage 10. In the present case, three double-decker carriages 10 of the rail vehicle 1 are shown, although the end carriages of the rail vehicle 1 are not shown. The number of double-decker carriages is not limited to three, and any other reasonable number can be provided.

[0084] Each of the double-decker carriages 10 has a double-decker area 12 and two entrance areas 14 adjacent to the double-decker area 14. The entrance areas 14 are each arranged at the ends of the double-decker carriages 10 and are adjacent to one another.

[0085] Each of the double-decker carriages 10 is designed as a single carriage and has two bogies 100. The internally mounted bogies 100 are arranged such that they each support only a single double-decker carriage 10. The internally mounted bogies 100 according to Fig. 3 are not designed as Jakobs bogies. Furthermore, the at least one internally mounted bogie 100 has a bogie center 110. The bogie center 110 can, for example, be formed by a pivot pin.

[0086] The bogie center distance D between the respective bogie centers 110 of two adjacent bogies 100 of a double-decker carriage, which is designed here as a single carriage, is more than 17.5 m, preferably more than 18.5 m, in particular more than 19 m. The bogie center distance D is particularly preferably in a range from 19 m to 20 m.

[0087] The at least one double-decker carriage 10 preferably has a double-decker area 12 with a length of more than 14 m.

[0088] On one wheel outer side R A (see Fig. 1) of the at least one internally mounted bogie 100, the rail vehicle 1 has an area in which additional installation space is formed. In this area, the anti-roll support 140 is arranged. In this area, supporting structures of the double-decker carriage 10, in particular the car body 200 of the double-decker carriage 10, or components of a vehicle door assembly 16 can be arranged.

[0089] Fig. 4 shows a schematic longitudinal section of a double-decker carriage 10 of a rail vehicle 1 according to the invention according to a fourth embodiment. The fourth embodiment is based on the first embodiment, and the differences between the fourth embodiment and the first embodiment are essentially described below.

[0090] The number of double-decker carriages 10 is not limited to the one double-decker carriage 10 shown and any reasonable number can be provided.

[0091] As can be seen in Fig. 4, the rail vehicle

[0092] 1 shows a double-decker carriage 10 which is shown in detail. The double-decker carriage 10 has a double-decker area 12 and two entrance areas 14 which border on the double-decker area 12. Furthermore, the entrance areas 14 each border on a carriage end area. The entrance areas 14 are each arranged above the bogies 100. The double-decker carriage 10 is designed as a single carriage and has two internally mounted bogies 100. The internally mounted bogies 100 are arranged such that they each carry only a single double-decker carriage 10. The internally mounted bogies 100 according to Fig. 4 are not designed as Jakobs bogies.

[0093] Furthermore, the at least one internally mounted bogie 100 has a bogie center 110. The bogie center 110 can be formed, for example, by a pivot pin.

[0094] The bogie center distance D between the respective bogie centers 110 of two adjacent bogies 100 of a double-decker carriage, which is designed here as a single carriage, is more than 17.5 m, preferably more than 18.5 m, in particular more than 19 m. The bogie center distance D is particularly preferably in a range from 19 m to 20 m.

[0095] The at least one double-decker carriage 10 preferably has a double-decker area 12 with a length of more than 14 m.

[0096] According to all four embodiments, it is further provided that the at least one bogie 100 has at least two, preferably exactly two, wheel sets 120 and the wheel set distance A of the at least one bogie 100 is less than 3.1 m, preferably in a range from 2.3 m to 3.1 m.

[0097] Furthermore, for all four embodiments, it is further provided that the at least one internally mounted bogie 100 is designed to compensate for a rolling moment of the car body 200 of the double-decker carriage 10 of more than 100,000 kg*m, particularly preferably between 100,000 and 120,000 kg. In this case, the rail vehicle 1 is preferably a commuter train or a regional train.

[0098] It can also be provided that at least one internally mounted bogie 100 is designed to compensate for a rolling moment of the car body 200 of the double-decker carriage 10 of preferably more than 80,000 kg*m, particularly preferably between 80,000 kg*m and 100,000 kg*m. In this case, the rail vehicle 1 is preferably designed as a high-speed train or an intercity train.

[0099] Furthermore, for all four embodiments, it is further provided that the primary suspension 130 of the internally mounted bogie 100 has a spring stiffness of 2 to 8 kN / mm, wherein the support width of the primary springs P (cf. Fig. 1) is preferably between 0.9 m and 1.3 m, further preferably between 1 m and 1.2 m.

[0100] Furthermore, according to each of the four embodiments, it is provided that the rail vehicle 1 has a roll support 140 arranged between the car body 200 and the at least one internally mounted bogie 100 of the double-decker car 10, with a roll bar which has a torsional stiffness in a range of 10 to 50 kNm / rad, preferably in a range of 15 to 35 Nm / rad, and / or the length of the roll bar is between 1.9 m and 2.4 m.

[0101] Furthermore, according to each of the four embodiments, it is provided that the rail vehicle 1 has an area on an outer wheel side RA of the at least one internally mounted bogie 100 in which additional installation space is formed. This is illustrated in Fig. 1, but applies to all embodiments.

Claims

Patent claims 1. Rail vehicle (1) for passenger transport, wherein the rail vehicle (1) comprises at least one double-decker carriage (10), characterized in that the double-decker carriage (10) has at least one internally mounted bogie (100).

2. Rail vehicle (1) according to claim 1, characterized in that the at least one bogie (100) has at least two wheel sets (120) and the wheel set distance (A) of the at least one bogie (100) is less than 3.1 m, preferably in a range from 2.3 m to 3.1 m.

3. Rail vehicle according to claim 1 or 2, characterized in that the at least one internally mounted bogie (100) is designed as a Jakobs bogie.

4. Rail vehicle according to claim 1 or 2, characterized in that the at least one internally mounted bogie (100) is designed as a bogie (100) arranged at a double-decker carriage end.

5. Rail vehicle (1) according to claim 4, characterized in that in the at least one double-decker carriage (10) an entry area (14) is formed above the at least one internally mounted bogie (100).

6. Rail vehicle (1) according to one of the preceding claims, characterized in that the at least one internally mounted bogie (100) has a bogie center (110), wherein the bogie center distance (D) between the bogie center (110) of two adjacent internally mounted bogies (100) of a double-decker carriage (10) is more than 17.5 m, preferably more than 18.5, in particular more than 19 m, and particularly preferably Preferably, the bogie center distance (D) is in a range of 19 m to 20 m. Rail vehicle (1) according to one of the preceding claims, characterized in that the at least one double-decker carriage (10) has a double-decker section (12) with a length of more than 14 m. Rail vehicle (1) according to one of the preceding claims, characterized in that on a wheel outer side (R A) of the at least one internally mounted bogie (100), the rail vehicle (1) has available installation space for accommodating load-bearing structures of the double-decker carriage (10), in particular the car body (200) of the double-decker carriage (10), or components of a vehicle door assembly (16). Rail vehicle (1) according to one of the preceding claims, characterized in that the rail vehicle (1) has at least one aerodynamic fairing (18) which laterally encloses the at least one internally mounted bogie (100) and is designed to follow the vehicle contour of the rail vehicle (1). . Rail vehicle (1) according to one of the preceding claims, characterized in that the at least one internally mounted bogie (100) is designed to withstand a rolling moment of the car body (200) of the double-decker carriage (10) of more than 100,000 kg*m, preferably from 100,000 kg*m to 120.000, wherein the rail vehicle (1) is preferably designed as a commuter train or as a regional train. . Rail vehicle (1) according to one of claims 1 to 9, characterized in that the at least one internally mounted bogie (100) is designed to withstand a rolling moment of the car body (200) of the double-decker car (10) of more than 80,000 kg*m, preferably of. 80,000 kg*m to 100,000, wherein the rail vehicle (1) is preferably designed as a high-speed train or as an intercity train 12. Rail vehicle (1) according to one of the preceding claims, characterized in that a primary suspension (130) of the internally mounted bogie (100) has a spring stiffness of 2 to 8 kN / mm, wherein the support width of the primary springs (P) is preferably between 0.9 m and 1.3 m, further preferably between 1 m and 1.2 m.

13. Rail vehicle (1) according to one of the preceding claims, characterized in that the rail vehicle (1) has a roll support (140) arranged between the car body (200) and the at least one internally mounted bogie (100) of the double-decker car (10), with a roll bar which has a torsional stiffness in a range of 10 to 50 kNm / rad, preferably in a range of 15 to 35 Nm / rad, and / or the length of the roll bar is between 1.9 m and 2.4 m.

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