Double-decker rail vehicle

Abstract

Double-decker rail vehicle 1, with at least one double-decker carriage 30 comprising a car body 2 and two bogies 4, wherein the car body 2 has a width B of more than 2.76 m. The double-decker carriage 20 has a bogie center distance A between the centers M of the two bogies 4 of more than 20.5 m.

Description

[0001] The invention relates to a double-decker rail vehicle, with at least one double-decker car comprising a car body and two bogies, the car body having a width of more than 2.76 m.

[0002] The dimensions of double-decker rail vehicles are limited by the clearance gauge. A significant extension of the car body of a double-decker rail vehicle (to increase the number of seats) is therefore always accompanied by a reduction in vehicle width. Seating capacity will generally be a decisive factor for an operator, and a minimum interior width will be defined at the same time. To reduce the loss of car width in long vehicles, curve-dependent lateral clearance limitations exist, such as those known from CH 670227 A5. These lateral clearance limitations enable a high degree of lateral clearance and good ride comfort on straight stretches, and a reduction in lateral clearance on curves.

[0003] In the past, there were also attempts to manufacture the contact pairs of the transverse guide from a soft, elastic material such as plastic. However, this proved impractical due to the high contact forces, as wear is too high and the service life of these components is therefore too short. Examples of this are known from CH 670227 A5 and DE 19838321 A1.

[0004] In the past, when it was necessary to extend the car to offer more seats, this always meant a loss of interior width.

[0005] For example, the problem is clearly evident in the evolution of the ICE3 to the ICE4. A 200 m long ICE 3 train consists of 8 carriages with a width of 2950 mm, while the 200 m long ICE 4 consists of 7 carriages with a width of 2852 mm. Reducing the number of carriages is highly attractive for economic reasons (fewer large components, e.g., chassis, air conditioning systems), but is generally undesirable from a customer and operator perspective. Document EP 2 223 841 B1 concerns these extra-long car bodies used in the ICE 4.

[0006] However, the problems with single-decker and double-decker rail vehicles are not comparable at all.

[0007] Increasing the length of the carriage is also important for double-decker carriages, as this allows for an increase in the proportion of double-deckers and thus an increase in the number of seats.

[0008] Based on this, the invention is based on the object of creating a double-decker carriage with an increased seating capacity.

[0009] This object is achieved by the double-decker rail vehicle of claim 1.

[0010] Advantageous embodiments and further developments are the subject of the respective subclaims.

[0011] According to the invention, a double-decker rail vehicle is provided, comprising at least one double-decker carriage comprising a car body and two bogies (chassis), wherein the car body has a width of more than 2.76 m. The double-decker carriage has a bogie center-to-center distance between the centers of the two bogies of more than 20.5 m.

[0012] The width is the external width of the double-decker rail vehicle.

[0013] The inventor recognized that a decisive factor for increasing the seating capacity of a double-decker rail vehicle is that the car body is sufficiently wide.

[0014] Furthermore, a decisive factor for the seating capacity of a double-decker rail vehicle is the double-decker portion of the rail vehicle. This can be increased in a double-decker rail vehicle by increasing the bogie centerline (or pivot pin) distance.

[0015] However, such an increase in the pivot pin distances was not possible in the past due to the limitations imposed by the clearance gauge. This is particularly important for curves, as the clearance gauge of a double-decker vehicle is the decisive factor in determining the maximum overall dimensions of the vehicle.

[0016] In the past, it was not technically possible to provide double-decker rail vehicles whose double-decker carriages had a bogie center distance longer than 20 m and whose width was 2.75 m in accordance with the operator's requirements.

[0017] The inventor has succeeded in resolving this conflict of objectives and consequently providing a double-decker rail vehicle with an increased double-decker proportion.

[0018] In a further development of the double-decker rail vehicle, it can be provided that the bogie center distance is more than 21.0 m, preferably more than 21.5 m, in particular more than 22.0 m.

[0019] This provides a particularly advantageous double-decker rail vehicle that allows the double-decker proportion to be further increased.

[0020] In the design of the double-decker rail vehicle, it can be provided that the bogie center distance is less than 23.0 m, preferably less than 22.7 m.

[0021] This provides a particularly advantageous double-decker rail vehicle that allows the double-decker portion to be further increased while at the same time fully exploiting the clearance profile in terms of maximum dimensions.

[0022] In a further development of the double-decker rail vehicle, it can be provided that the double-decker carriage has a carriage overhang of less than 3.0 m.

[0023] The double-decker rail vehicle has a carriage overhang that is preferably greater than 1.4 m.

[0024] The car overhang is the distance from the center of the bogie to the end of the car body.

[0025] Appropriate installation space is required for the chassis and clutch.

[0026] Limiting the overhang of the wagon is important to ensure compliance with the loading gauge. Rail vehicles with excessive overhangs are limited in terms of their maximum overall dimensions, as they reach the limits of the loading gauge on curves.

[0027] To achieve the negative first lateral clearance (wi lateral clearance), an increase in the second lateral clearance (w_a lateral clearance) is helpful (shifting it to the outside of the curve). Therefore, a shortened carriage overhang is beneficial.

[0028] In the design of the double-decker rail vehicle, it can be provided that the double-decker car has at least one, preferably two, further preferably four, transverse guide arrangement(s) for transverse guidance of the car body relative to a bogie per bogie.

[0029] In an advantageous embodiment, the transverse guide arrangement has an elastic bearing arrangement.

[0030] In a further development of the double-decker rail vehicle, it can be provided that the transverse guide arrangement is designed in such a way that a first transverse play assumes smaller, preferably negative, values with increasing rotation of the bogie.

[0031] The first transverse play is an arc-dependent wi -transverse play.

[0032] This makes it possible to keep particularly large double-decker rail vehicles within a given clearance profile, even in tight curves.

[0033] In the design of the double-decker rail vehicle, it can be provided that the car body can be deflected relative to the bogie by the transverse guide arrangement when the bogie is rotated against an inner direction of the curve.

[0034] Due to the transverse guide arrangement, the car body can be deflected outwards relative to the running gear when the running gear is turned out.

[0035] The inner curve direction is the radially inward direction from the bogie to the center of the curved track. The outer curve direction is the opposite of the inner curve direction.

[0036] In a further development of the double-decker rail vehicle, it can be provided that the car body can be guided transversely off-center relative to the bogie by means of the transverse guide arrangement.

[0037] In state-of-the-art vehicles, the car body is guided centrally above the bogie. The curve-dependent lateral play control now provided by the lateral guide arrangement reduces the available lateral play in tight curves. For the first time, the car body is guided off-center above the center of the chassis in tight curves. This allows the car body to be passively pushed outward.

[0038] Conventional vehicles are guided centrally over the bogie, and in curves, the first transverse play (wi(R) transverse play) is reduced to approximately 10-30 mm. This invention forces the vehicle to the outside of the curve in tight curves. Positioning the car body centrally over the bogie is impossible due to stops in tight curves. This allows double-decker cars with pivot pin distances of over 21 m, whereas, according to the current state of the art, no vehicle with a pivot pin distance of more than 20 m is known.

[0039] In an embodiment of the double-decker rail vehicle, it can be provided that the transverse guide arrangement has a first guide arrangement, the first guide arrangement comprising: a first element fixed to the car body with a first contact surface, a first element fixed to the chassis (bogie) with a second contact surface, wherein the first contact surface and the second contact surface form a first contact surface pair, wherein the first element fixed to the car body and / or the first element fixed to the chassis has / have the elastic bearing arrangement.

[0040] In a further development of the double-decker rail vehicle, it can be provided that the elastic bearing arrangement is designed such that the first contact surface and the second contact surface can be aligned with each other by a contact force acting on the contact surface pair.

[0041] This creates a flat contact so that the forces act evenly on the contact surface pair and there is no increased wear due to point contact.

[0042] In the design of the double-decker rail vehicle, it can be provided that the bogies are terminal bogies.

[0043] Terminal bogies are each assigned to exactly one car body.

[0044] Terminal bogies are not Jacobs bogies.

[0045] This means that each car body is assigned two separate bogies, so that the wheel and / or axle loads remain within a permissible range.

[0046] In an advantageous embodiment, the double-decker rail vehicle has Jakobs bogies. This creates an articulated train. In this case, the double-decker rail vehicle is designed as an articulated train.

[0047] Elastic bearing arrangements are provided to enable parallel positioning of the first car body-fixed element and / or the first chassis-fixed element. The elastic bearing arrangements provide elasticity to compensate for angular errors in the transverse guide arrangement.

[0048] Due to the transverse guide arrangement, positioning the car body centrally above the bogie is not possible in tight curves of the track or rails. Instead, these are guided off-center in tight curves. This allows, for example, double-decker cars with pivot pin distances of over 21 meters, whereas, according to the current state of technology, no double-decker vehicle with a pivot pin distance of more than 20 meters is known.

[0049] The transverse guide arrangement makes it possible to increase the pivot pin distance to over 22m (increasing the number of seats) while simultaneously increasing the vehicle width.

[0050] A crucial question for solving these problems is how the lateral dynamics of the vehicle can be permanently controlled despite the required rigid lateral guidance.

[0051] The actual problem was identified with the help of a new calculation approach. Previously, the forces in the guide rail contact were determined. The new calculation approach uses an FE model in a multi-body simulation. With the help of this simulation approach, a cause of the wear on the transverse guide rail was identified. Previously, it was assumed that curves and S-curves resulted in more or less pure transverse displacement between the car body and the bogie. The roller is intended to establish extensive contact on the transverse guide rail and compensate for any longitudinal movements that may occur by rolling.

[0052] In fact, the simulations clearly show that the vehicle's roll motion also has a significant influence on the stresses in the gate. Even if the roll angles occurring are only slight (approx. 0.5°; vehicle-dependent), these roll angles lead to edge contact. In the above-mentioned simulations, this is evident by the very small contact areas. Furthermore, the contact point sometimes jumps from the upper edge directly to the lower edge of the contour plate. The small contact areas in the edge contact lead to high stresses, which would even exceed the material strength and simultaneously cause wear on the gate.

[0053] Providing an elastic bearing arrangement solves these existing problems.

[0054] Overall, the simulations show significantly lower contact pressures (reduction by a factor of 3.5) through the use of elastic bearing arrangements

[0055] The contact pressures are particularly low when the first pair of contact surfaces is positioned parallel.

[0056] In an embodiment of the transverse guide arrangement of the double-decker rail vehicle, it can be provided that a first transverse play is formed between the first contact surface and the second contact surface.

[0057] The first transverse play is an arc-dependent wi -transverse play.

[0058] In the design of the transverse guide arrangement of the double-decker rail vehicle, it can be provided that the first transverse play is variable, in particular depending on a rotation of the bogie, and can assume positive and negative values.

[0059] In particular, the first transverse play towards the inside of the curve is crucial for the possible pivot pin distance.

[0060] Based on vehicle width calculations in accordance with EN 15273-2, this goal is achievable by reducing the first lateral clearance (curve-dependent wi lateral clearance) to negative values. Such a significant reduction in wi lateral clearance has not been achieved to date, as the current state of the art would result in high forces and even higher stresses on the gate. This already causes wear on current gates, which can be critical depending on the vehicle type. However, this disadvantage is overcome here.

[0061] In a further development of the transverse guide arrangement of the double-decker rail vehicle, the transverse guide arrangement can be provided with a second guide arrangement. The second guide arrangement comprises two second chassis-fixed elements, each with a third contact surface, and a second car body-fixed element with two fourth contact surfaces, wherein the third contact surfaces and the fourth contact surfaces form two second contact surface pairs.

[0062] The second guide arrangement is located centrally in the area of the chassis center (or bogie center).

[0063] In an embodiment of the transverse guide arrangement of the double-decker rail vehicle, it can be provided that a second transverse play is formed between the third contact surface and the fourth contact surface of the respective second contact surface pair.

[0064] This ensures transverse guidance with a second transverse play through the second guide arrangement.

[0065] In a further development of the transverse guide arrangement of the double-decker rail vehicle, it can be provided that the second transverse play is variable, in particular depending on a rotation of the bogie, and can assume positive values.

[0066] The second transverse clearance can preferably not take negative values.

[0067] In an embodiment of the transverse guide arrangement of the double-decker rail vehicle, it can be provided that the first element fixed to the car body is a contour plate and the first contact surface is designed as a contour plate surface, and that the first element fixed to the chassis is designed as a roller arrangement and the second contact surface is designed as a roller surface.

[0068] Alternatively or in addition to this (in the sense of a logical "and / or" combination), it can be provided that the first element fixed to the chassis is a contour plate and the second contact surface is designed as a contour plate surface, and that the first element fixed to the car body is designed as a roller arrangement and the first contact surface is designed as a roller surface.

[0069] The contour plate surface has in particular a variable contour which allows a variable rotation and consequently a variable first transverse play between the first chassis-fixed element and the first car body-fixed element.

[0070] In a further development of the transverse guide arrangement of the double-decker rail vehicle, it can be provided that the roller surface has rounded edges.

[0071] This ensures that contact pressures are reduced when the corners are rounded.

[0072] In an embodiment of the transverse guide arrangement of the double-decker rail vehicle, it can be provided that the contour plate surface has a variable width which is designed such that, depending on a rotation of the bogie, the transverse play can be changed by the position of the roller arrangement in relation to the contour plate surface, wherein preferably the contour plate surface is designed such that the transverse play assumes smaller, preferably negative, values with increasing rotation of the bogie.

[0073] The turning is an angular deflection of the bogie in a curve, which is determined by the track (or the rails).

[0074] In order to limit wear and forces, large transverse play had to be permitted until now. For example, in known double-decker carriages, an initial transverse play (wi (R) transverse play) of 20 mm occurs in a 250 m curve. According to EN 15273-2, only curve radii greater than 150 m must be taken into account for calculations to determine vehicle limits. The 250 m curve radius and, under certain circumstances, the 150 m curve radius are relevant for the design. In the past, it was not possible to achieve negative w i transverse play in the relevant curve radii. The car body was therefore centered over the bogie and only the spring travel in the curve was reduced.

[0075] The presented design ensures that wear and forces are limited and at the same time, due to the lower or negative transverse play, a larger pivot pin distance is achieved or tighter curves can be negotiated with a given pivot pin distance.

[0076] In a further development of the double-decker rail vehicle, it can be provided that the car body has at least one retraction.

[0077] To achieve the negative first transverse play (wi transverse play), an increase in the second transverse play (w_a transverse play) is helpful (shifting it to the outside of the curve). Therefore, a retraction at the carriage end is beneficial.

[0078] In a further development of the double-decker rail vehicle, it can be provided that the double-decker carriage has at least one spring and / or damper element acting transversely to the direction of travel, which is connected to the bogie and to the car body and is arranged off-center from the center of the bogie to the center of the car body.

[0079] Mechanically similar or equivalent solutions are also conceivable. On the one hand, it is possible for the roller assembly to be mounted on the car body and the contour plate to be mounted on the bogie. It is also possible for the roller assembly to be mounted on the bogie and the contour plate to be mounted on the car body.

[0080] The first transverse play for a double-decker carriage with a 22.5 m bogie center-to-center distance can have the following values. On a straight line, the first transverse play (wi (R)-transverse play) is 0.1 m. In a curve with R = 250 m, the first transverse play (wi (R)-transverse play) is -0.034 m. In a curve with R = 100 m, the first transverse play (wi (R)-transverse play) is -0.073 m.

[0081] It is possible to exchange the connection of the roller and contour plate on the car body or bogie.

[0082] The invention will be explained below using several embodiments with reference to the drawings.

[0083] It shows: Fig. 1 shows a schematic representation of a double-decker rail vehicle according to the invention; Fig. 2 shows a further schematic representation of a double-decker rail vehicle according to the invention; Fig. 3 shows a further modified schematic representation of a double-decker rail vehicle according to the invention; Fig. 4 shows a schematic detailed sectional representation of a transverse guide arrangement of the double-decker rail vehicle according to a first embodiment; Fig. 5 shows a schematic detailed sectional representation of a transverse guide arrangement of the double-decker rail vehicle according to a second embodiment; Fig. 6 shows a schematic representation of a further embodiment of a car body arrangement according to the invention with at least one transverse guide arrangement according to the invention; and Fig. 7 shows a schematic representation of a further embodiment of a car body arrangement according to the invention with at least one transverse guide arrangement according to the invention.

[0084] Fig. 1 shows a schematic representation of a double-decker rail vehicle 1 according to the invention.

[0085] The double-decker rail vehicle 1 has at least one double-decker car 30, comprising a car body 2 and two bogies 4.

[0086] Car body 2 has a width B of over 2.76m.

[0087] The double-decker car 30 has a bogie center distance A between the centers M of the two bogies 4 of over 20.5 m.

[0088] The bogie centre distance is preferably over 21.0 m, further preferably over 21.5 m, in particular over 22.0 m.

[0089] The bogie centre distance A is preferably less than 23.0 m, furthermore preferably less than 22.7 m.

[0090] The double-decker car 30 has a car overhang 6 of less than 3.0 m.

[0091] The double-decker car 30 has at least one, preferably two, further preferably four, transverse guide arrangement(s) 100 for transversely guiding the car body 2 relative to a bogie 4 per bogie 4.

[0092] The transverse guide arrangement 100 has at least one elastic bearing arrangement 130.

[0093] The car body 2 can be deflected by the transverse guide arrangement 100 relative to the bogie 4 when the bogie 4 is rotated against an inner curve direction BI.

[0094] The car body 2 can thus be deflected outwards relative to the chassis 4 by the transverse guide arrangement 100 when the bogie 4 is rotated.

[0095] The car body 2 can be guided transversely off-center relative to the bogie 4 by the transverse guide arrangement 100.

[0096] Fig. 2 shows a schematic representation of a car body arrangement 20 according to the invention of a double-decker rail vehicle 1 with at least one transverse guide arrangement 100 according to the invention.

[0097] The transverse guide arrangement 100i is designed such that a first transverse play wi (R) assumes smaller, preferably negative, values with increasing rotation of the bogie 4.

[0098] The transverse guide arrangement 100 comprises at least one first guide arrangement 10.1, 10.2. The first guide arrangement 10.1, 10.2 comprises a first car body-fixed element 110.1, 110.2 with a first contact surface 112.1, 112.2 and a first chassis-fixed element 120.1, 120.2 with a second contact surface 122.1, 122.2.

[0099] The first contact surface 112.1, 112.2 and the second contact surface 122.1, 122.2 form a first contact surface pair K 11, K 1.2.

[0100] The first car body-fixed element 110.1, 110.2 and / or the first chassis-fixed element 120.1, 120.2 has / have the elastic bearing arrangement 130.

[0101] The problem of edge contact is addressed by the design of the elastic bearing arrangement 130. The elastic bearing arrangement 130 can be designed, for example, as rubber bushings or as spherical bearings.

[0102] The elastic bearing arrangement 130 is designed such that the first contact surface 112.1, 112.2 and the second contact surface 122.1, 122.2 are contacted by a contact force F contact acting on the first contact surface pair K 11, K 1.2 (cf. Fig. 4 and 5 ) can be aligned with each other.

[0103] The car body 2 can be guided transversely off-center relative to the bogie 4 by the transverse guide arrangement 100.

[0104] A first transverse clearance wi (R) is formed between the first contact surface 112.1, 112.2 and the second contact surface 122.1, 122.2.

[0105] The first transverse play wi (R) is variable, particularly depending on an angular deflection a of the bogie 4, and can take positive and negative values.

[0106] In particular, the first transverse play to the inside of the curve wi (R) is decisive for the possible pivot pin distance.

[0107] The transverse guide arrangement 100 has a second guide arrangement 20.

[0108] The second guide arrangement 20 comprises two second chassis-fixed elements 210.1, 210.2, each with a third contact surface 212.1, 212.2, and a second car body-fixed element 220 with two fourth contact surfaces 222.1, 222.2.

[0109] The third contact surfaces 212.1, 212.2 and the fourth contact surfaces 222.1, 222.2 form two second contact surface pairs K 2.1 , K 2.2.

[0110] A second transverse clearance wa (R) is formed between the third contact surface 212.1, 212.2 and the fourth contact surface 222.1, 222.2 of the respective second contact surface pair K 2.1, K 2.2.

[0111] The second transverse play wa (R) can be variable depending on the rotation of the bogie 4 and can take positive values.

[0112] According to the exemplary embodiments, the first chassis-fixed element 120.1, 120.2 is a contoured plate, and the second contact surface 122 is designed as a contoured plate surface 126. The first car body-fixed element 110.1, 110.2 is designed as a roller arrangement. The first contact surface 112.1, 112.2 is designed as a roller surface 136.

[0113] Alternatively, it can be provided (not shown in the figures) that the first element 110.1, 110.2 fixed to the car body is a contour plate and the first contact surface 112.1, 112.2 is designed as a contour plate surface 126. The first element 120.1, 120.2 fixed to the chassis is designed as a roller arrangement 131 and the second contact surface 122.1, 122.2 is designed as a roller surface 136.

[0114] The car body 2 can be deflected relative to the bogie 4 by the transverse guide arrangement when the bogie 4 is rotated against an inner curve direction BI.

[0115] The car body 2 has at least one indentation 50. Preferably, each end of the car body 2 has two indentations 50.

[0116] Fig. 3 shows a modified schematic representation of a car body arrangement 20 according to the invention with at least one transverse guide arrangement 100 according to the invention.

[0117] From the Fig. 3 It can be seen that with the illustrated off-center guidance, the first transverse clearance wi (R) is reduced to such an extent that in tight curves, the car body 2 is pushed outwards and the first transverse clearance wi (R) is negative. This off-center guidance of the car body 2 ensures that the clearance gauge LP maintained by the infrastructure is maintained even with particularly long cars, because the car body 2 is displaced relative to the bogies 4.

[0118] As can be seen from the Fig. 2 and Fig. 3 As can be seen, the contour plate surface has a variable width which is designed such that, depending on a rotation α (deflection angle) of the bogie, the transverse play (wi (R)) can be changed by the position of the roller arrangement in relation to the contour plate surface, wherein preferably the contour plate surface 126 is designed such that the transverse play wi (R) assumes smaller, preferably negative, values with increasing rotation of the bogie 4.

[0119] Fig. 4 shows a schematic detailed sectional view of a transverse guide arrangement 100 according to the invention of the double-decker rail vehicle according to a first embodiment.

[0120] According to Fig. 4 the first guide arrangement 10.1, 10.2 is shown in detail.

[0121] As from Fig. 4 The elastic bearing arrangement 130 is designed such that the first contact surface 112.1, 112.2 and the second contact surface 122.1, 122.2 can be aligned with one another by a contact force F contact acting on the first contact surface pair K 11, K 1.2.

[0122] According to the first embodiment, the car body-fixed element 110.1, 110.2 is mounted by the elastic bearing arrangement 130. As shown in the Fig. 3 shown to be a roller assembly 131 which is elastically supported by the elastic bearing assembly 130.

[0123] For elastic support, bearing bushes 132 are formed, which carry an axle 134. The roller is arranged on the axle and has the roller surface 136, which serves as the first contact surface 112.1, 112.2.

[0124] The roller surface 136 has rounded edges KR.

[0125] The first chassis-fixed element 120.1, 120.2 is designed as a contour plate having the contour plate surface 126, which serves as the second contact surface 122.1, 122.2.

[0126] The contact force K contact initially acts off-center on the roller surface 136 in the case of edge contact. In this case, the Fig. 4 The upper elastic bearing arrangement 130 shown is subjected to a greater load relative to the bearing bush 132 than the lower elastic bearing 130 relative to the lower bearing bush 132. The upper elastic bearing arrangement 130 is thus displaced more strongly and an alignment, in particular a parallel position, of the first contact surface pair K 11, K 1.2, i.e. the first contact surface 112.1, 112.2 relative to the second contact surface 122.1, 122.2, occurs.

[0127] Fig. 5 shows a schematic detailed sectional view of a transverse guide arrangement 100 according to the invention of the double-decker rail vehicle according to a second embodiment.

[0128] The second embodiment can be combined with the first embodiment or can also be provided as an alternative to the first embodiment. Only the differences or additional features of the second embodiment compared to the first embodiment are explained below.

[0129] According to the second embodiment, the chassis-fixed element 120.1, 120.2 is mounted by the elastic bearing arrangement 130. This is, as shown in the Fig. 4 shown to be a contour plate which is elastically mounted by the elastic bearing arrangement 130.

[0130] For elastic mounting, the contour plate is connected by means of the elastic bearing arrangement 130 in such a way that roll angles of the contour plate can be compensated and / or slight transverse movements are possible.

[0131] The contact force K contact initially acts off-center on the roller surface 136 in the case of edge contact. In this case, the Fig. 5 The upper region of the contour plate surface 126, shown in FIG. 1, is subjected to greater stress than the lower region of the contour plate surface. Thus, the contour plate and the culture plate surface 126 are deflected by an angle around the elastic bearing arrangement 130, resulting in an alignment, in particular a parallel position, of the first contact surface pair K 11, K 1.2, i.e., the second contact surface 122.1, 122.2 relative to the first contact surface 112.1, 112.2.

[0132] Fig. 6 shows a schematic representation of a further embodiment of a car body arrangement 20 according to the invention with at least one transverse guide arrangement 100 according to the invention.

[0133] According to Fig. 6 the double-decker car 30 or its transverse guide arrangement 100 additionally has an off-center spring and / or damper element 40 acting transversely to the direction of travel, which is connected to the bogie 4 and to the car body 2 and is arranged off-center from the bogie center M to the car body center.

[0134] This spring and / or damper element 40 is arranged between the bogie 4 and the car body 2. When entering a curve, the spring and / or damper element 40 supports the outward displacement of the car body 2 by rotating the bogie 4. This element can thus support the transverse play linkage and thus reduce the forces on the linkage and the wheel / rail forces.

[0135] Fig. 7 shows a schematic representation of a further embodiment of a car body arrangement 20 according to the invention with at least one transverse guide arrangement 100 according to the invention.

[0136] According to Fig. 7The car body arrangement 20 has an articulated train arrangement, with two car bodies being assigned to one bogie. The bogies are designed as Jacobs bogies. Here, a transverse guide arrangement with four guide assemblies 10.1, 10.2 is shown in order to guide each car individually off-center. The car bodies of articulated trains are usually connected with a joint. For off-center transverse guidance, a certain degree of transverse mobility between the car bodies is advantageous in order to guide each car individually transversely in the curve, even when entering curves and S-bends. The transverse guide arrangement 100 shown in the figure is a preferred option for connecting the car bodies 2 individually in the transverse direction to the bogie 4.

[0137] It is possible to exchange the connection of the roller and contour plate on the car body or bogie.

[0138] The above disclosure applies equally to a double-decker rail vehicle and to a car body assembly for a double-decker rail vehicle. Furthermore, the above disclosure applies equally to a transverse guide assembly for a double-decker rail vehicle and a transverse guide assembly for a car body assembly for a double-decker rail vehicle.

[0139] Finally, it should be noted that the features of all embodiments described above can be combined with one another in any desired manner to form further alternative embodiments of the invention. Furthermore, all features of subclaims can be combined individually with any feature of any other claim, either individually or in any desired combination, to obtain further alternative embodiments.

[0140] Although the invention has been illustrated and described in detail by means of an embodiment, the invention is not limited by the disclosed examples and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

[0141] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identity are included.

Claims

1. Double-decker rail vehicle (1), with at least one double-decker carriage (30) comprising a carriage body (2) and two bogies (4), the carriage body (2) having a width (B) of more than 2.76 m, characterized in that the double-decker carriage (30) has a bogie center distance (A) between the centers (M) of the two bogies (4) of more than 20.5 m.

2. Double-decker rail vehicle (1) according to claim 1, characterized in that the bogie centre distance (A) is over 21.0 m, preferably over 21.5 m, in particular over 22.0 m.

3. Double-decker rail vehicle (1) according to claim 1 or 2, characterized in that the bogie centre distance (A) is less than 23.0 m, preferably less than 22.7 m.

4. Double-decker rail vehicle (1) according to one of the preceding claims, characterized in that the double-decker carriage (30) has a carriage overhang (6) of less than 3.0 m.

5. Double-decker rail vehicle (1) according to one of the preceding claims, characterized in thatthe double-decker car (30) has at least one, preferably two, further preferably four, transverse guide arrangement(s) (100) for transversely guiding the car body (2) relative to a bogie (4) per bogie (4).

6. Double-decker rail vehicle (1) Claim 5, characterized in that the transverse guide arrangement (100) has at least one elastic bearing arrangement (130).

7. Double-decker rail vehicle (1) according to claim 5 or 6, characterized in that the transverse guide arrangement (100) is designed such that the first transverse play (w i (R)) assumes smaller, preferably negative, values with increasing rotation of the bogie (4).

8. Double-decker rail vehicle (1) according to one of claims 5 to 7, characterized in that the car body (2) is guided by the transverse guide arrangement (100) relative to the bogie (4) when the bogie (4) is rotated against an inner curve direction (B I ) can be deflected.

9. Double-decker rail vehicle (1) according to one of claims 5 to 8, characterized in that the car body (2) can be guided transversely off-center relative to the bogie (4) by the transverse guide arrangement (100).

10. Double-decker rail vehicle (1) according to one of claims 5 to 9, characterized in that the transverse guide arrangement (100) has a first guide arrangement (10.1, 10.2), the first guide arrangement (10.1, 10.2) comprising: a first element (110) fixed to the car body and having a first contact surface (112), a first element (120) fixed to the chassis and having a second contact surface (122), wherein the first contact surface (112) and the second contact surface (122) form a first contact surface pair (112, 122), wherein the first element (110) fixed to the car body and / or the first element (120) fixed to the chassis has / have the elastic bearing arrangement (130).

11. Double-decker rail vehicle (1) according to claim 9, characterized in thatthe elastic bearing arrangement (130) is designed such that the first contact surface (112) and the second contact surface (122) are held together by a contact force (F Kontakt ) can be aligned with each other.

12. Double-decker rail vehicle (1) according to one of claims 1 to 11, characterized in that that the bogies (4) are terminal bogies.

13. Double-decker rail vehicle (1) according to one of claims 1 to 12, characterized in that that the bogies (4) are Jakobs bogies.

14. Double-decker rail vehicle (1) according to one of claims 1 to 13, characterized in that the car body (2) has at least one indentation (50).

15. Double-decker rail vehicle (1) according to one of claims 1 to 13, characterized in thatthe double-decker carriage (30) has at least one spring and / or damper element (40) acting transversely to the direction of travel, which is connected to the bogie (4) and to the car body (2) and is arranged off-center from the bogie center (M) to the car body center.

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