Rail vehicle comprising a rail car and an end-car

Abstract

A rail vehicle comprising a double deck car and an adjacent single deck car. Heavy traction components are arranged on the single deck car. The double-deck car has a maximum height of less than 4350mm.

Description

[0001] The invention relates to a rail vehicle comprising a double deck car and a single deck car, in particular comprising a rail car and an end-car.

[0002] Double-decker rail vehicles have been known for a long time. These vehicles are adapted to the infrastructure for which they are intended, for example with regard to the loading gauge (e.g. EP 3 248 853). Since at least some cars of the rail vehicle are intended to have two levels arranged one above the other and the usual rail vehicle equipment, particularly traction equipment, has to be arranged in the vehicle, double decker vehicles have so far been limited to large clearance profiles.

[0003] The known double-decker rail vehicles are not designed for a G1 clearance profile. Therefore, they do not fit into the G1 clearance profile, and / or they do not have a good traction performance. Moreover, the axle load of the known double-decker rail vehicles in not optimal.

[0004] It is an object of the invention to overcome the disadvantages of the state of the art and in particular to provide a rail vehicle that can carry many passengers, that fits into a G1 clearance profile and that has a good traction performance.

[0005] The object is solved by a rail vehicle comprising a double deck car and a single deck car, in particular the rail vehicle comprising at least one rail car and at least one end-car according to the independent claims. The rail car is an intermediate car.

[0006] In particular, the object is solved by a rail vehicle comprising a double deck car and an adjacent single deck car. All heavy traction components are arranged in and / or on the single deck car. It is possible that a pantograph is arranged in and / or on the single deck car. The double-deck car has a maximum height of less than 4350mm. Preferably, the double deck car may have a maximum height which is less than or equal to 4280 mm.

[0007] Some or all heavy traction components can be arranged inside the single deck car. Additionally or alternatively, some or all heavy traction components can be arranged in a roof area of the single deck car. The roof area may be internal to the single deck car or may be external to the single deck car.

[0008] A roof area can be an internal and / or an external region proximate the roof structure of the vehicle. The region may be within the vehicle body directly beneath or integrated into the roof structure (i.e. an internal roof area) and / or the region may be an outer surface of the roof suitable for mounting equipment (i.e. an external rood area).

[0009] In some embodiments, the rail vehicle comprises a rail car which is an intermediate car, or an end-car. All heavy traction components are arranged in and / or on the end-car. It is possible that a pantograph is arranged in and / or on the end-car. At least one traction motor is arranged in the intermediate car and / or the intermediate car is designed as a double-deck car having a maximum height of 4280 mm.

[0010] Such a rail vehicle has the advantage of including a space efficient design with a high passenger capacity.

[0011] Heavy traction components are, in case of a DC-traction system, a traction converter, a choke, a brake resistor and a traction converter / choke cooling unit, in case of an AC-traction system a transformer, a main converter and a traction converter, in case of an AC / DC-system additionally a system switch. Therefore, in case of an AC / DC-system, the heavy components are both the heavy components from the AC-traction system and the DC-traction system and a system switch.

[0012] In some embodiments the rail vehicle may comprise, or may further comprise: at least a first double deck car adjacent to at least a second double deck car, at least one double deck car adjacent to at least one single deck car, at least a first single deck car adjacent to at least a second single deck car.

[0013] In some embodiments at least one single-deck car of the rail vehicle may be an end-car. Additionally or alternatively, at least one single deck car may be a rail car.

[0014] At least one double deck car of the rail vehicle may be an end-car. Additionally or alternatively, at least one double deck car may be a rail car.

[0015] In some embodiments the rail vehicle comprises at least one single deck car and at least one double deck car. Alternatively, the rail vehicle may comprise only double deck cars or only single deck cars.

[0016] It is possible that all intermediate cars of the rail vehicle are double deck cars. Alternatively, all intermediate cars may be single deck cars.

[0017] It is possible that all end-cars of the rail vehicle are single deck cars. Alternatively, all end-cars may be double deck cars.

[0018] The single deck cars may comprise driven bogies and / or non-driven bogies. It is possible that at least one single deck car comprises exclusively non-driven bogies. It is possible that at least one single deck-car comprises driven bogies.

[0019] In some embodiments, at least one traction motor may be arranged on the rail car. Additionally or alternatively, the double deck car may be free of any heavy traction components.

[0020] It is possible that the end-car comprises exclusively non-driven bogies) and / or the intermediate car is free of any heavy traction component.

[0021] Such an arrangement makes sure that the transformer, the main converter and the traction converter are carried by the end-car, while the traction motors are carried by the rail car. Non-driven bogies are less heavy and less voluminous than driven bogies, since non-driven bogies do not comprise traction motors, whereas driven bogies do. When the end-car with the transformer, the main converter and the traction converter comprises exclusively non-driven bogies, the driven bogies are arranged on another car of the rail vehicle. Therefore, the heavy and voluminous components of the rail vehicle are distributed over various cars of the rail vehicle. This has the effect, that the axle load and also the construction space is optimised.

[0022] In some embodiments the rail vehicle may comprise at least two single deck cars having driven bogies and two double deck cars. At least one of the two single deck cars may be a rail car. Additionally or alternatively at least one of the two double deck cars may be a rail car. Preferably, at least one traction motor may be arranged on the rail car and / or the double deck cars can be free of any heavy traction component.

[0023] The rail vehicle may comprise at least two single-deck cars. Preferably, the rail vehicle may comprise three single-deck cars, more preferably exactly three single-deck cars. For example, in an AC / DC system, the rail vehicle may comprise two single-deck cars or three single deck cars.

[0024] In some embodiments the double deck car can be a first rail car. Preferably, the rail vehicle may further comprise a second rail car adjacent to the single deck car. More preferably, the first rail car and the second rail car may both be double deck cars. The single deck car may preferably be an end-car. In particular, every end-car of the rail vehicle may be a single-decker car. Alternatively, the single deck car may be an intermediate car. In particular, every intermediate car of the rail vehicle may be a single-decker car. Further preferably, at least one traction motor may be arranged on each of the first and second rail cars. Additionally or alternatively, each of the first and second the rail cars may be free of any heavy traction component.

[0025] For example, the first rail car can be a first intermediate car. It is possible that the second rail car of the rail vehicle is a second intermediate car. It is possible that the first intermediate car and the second intermediate car are both double decker cars and that the single deck car is an end-car. In this example, the rail vehicle would comprise, in order, a first single deck end-car, a first double deck intermediate car, and a second double deck intermediate car. Further rail cars may be arranged adjacent to the second double deck intermediate car.

[0026] In some embodiments the rail vehicle may comprise two double deck cars as end cars, a third double deck car as intermediate car, and a single deck intermediate car. The double deck intermediate car may comprise traction motors but be otherwise free of heavy traction components. The single deck intermediate car may comprise the heavy traction components, preferably all the heavy traction components. Additionally the single deck intermediate car may comprise traction motors. Preferably, all axles of the intermediate double deck car and the single deck intermediate car are driven axels.

[0027] When the rail vehicle comprises a first intermediate car, the rail vehicle has two end-cars. Therefore, in addition to the advantages mentioned before, the vehicle can move in both directions without being modified.

[0028] It is possible that the rail vehicle in a configuration suitable for operation under a AC-system has a maximum axle-load of 18 tons. It is possible, that the rail vehicle suitable for operation under a DC-system has a maximum axle-load of 18 tons.

[0029] The maximum axle load of 18 tons ensures that the rail vehicle does not exceed the maximum axle load. Therefore, the rail vehicle can be used on standard routes with the existing infrastructure.

[0030] In some embodiments, the rail vehicle may be configured for multi-system operation. In other words, the rail vehicle may comprise equipment, such as heavy traction components, enabling operation with both AC and DC supply systems. The heavy traction components of the AC-system may be arranged on a first single deck car. The heavy traction components of the DC-system may be arranged on a second single deck car. The system switch may be arranged on either of the first single deck car or the second single deck car. In other words, the heavy traction components of the AC-system and the heavy traction components of the DC-system may be arranged on separate single deck cars.

[0031] It is possible, that the rail vehicle is operatable both in an AC-system and in a DC-system, and the rail vehicle has a maximum axle-load of 22.5, preferably 20.0 tons. It is possible, that the rail vehicle comprises a system selecting switch with which the rail vehicle is switchable from AC-operation to DC-operation and / or from DC-operation to AC-operation.

[0032] In some embodiments the rail vehicle may be configured to operate with one or more of: an AC-system at 15 kV, 16.7 Hz; an AC-system at 25 kV, 50 Hz; and a DC-system at 1.5 kV.

[0033] When the rail vehicle comprises a system selecting switch, it is possible that the rail vehicle comprises an AC main switch and / or an AC main line and / or a DC disconnector and / or a DC quick-action switch and / or a DC main line. With those components, the rail vehicle can easily be switched from AC-operation to DC-operation and / or from DC-operation to AC-operation. Said system selecting switch may be arranged on either the single deck car carrying the heavy traction components of the DC-system or on the single deck car carrying the heavy traction components of the AC-system.

[0034] Such a rail vehicle can be used flexibly and can be operated with a prescribed maximum axle load.

[0035] It is possible that the rail vehicle, preferably at least one double deck car, more preferably the intermediate car, comprises a passenger area and an entrance area having a door opening, wherein the door opening has a clearance height of at least 1890mm. It is possible, that the door opening has a clearance height of at least 1895mm. It is also possible, that the door opening has a clearance height of at least 1900mm. It is possible, that the rail vehicle fits to the clearance profile G1. Alternatively, the rail vehicle may fit a FR3.3 clearance profile.

[0036] Such a rail vehicle fits into a small clearance profile while having a high passenger load.

[0037] The maximum height of 4280mm is measured starting from the rail-heads top edge to the highest part of the rail vehicle. The rail heads top edge is the top surface of the rails. Therefore, the rail heads top edge is the surface on which the running surfaces of the wheels of the rail vehicle are arranged when the rail vehicle runs on the rails. Hence, the maximum height of 4280mm is measured from the running surfaces of the wheels, which are in touch with the rails, to the top of the rail vehicle.

[0038] The clearance profile G1 is defined in the European standards for rail transports (EN 15273-3:2023-04), which deals with the loading gage and requirements for rail vehicles and which was published on the 17 th< of March 2023. Therefore, the maximum height of 4280mm is in accordance with the maximum height of a clearance profile G1 according to EN 15273-3:2023-04.

[0039] The FR3.3 clearance profile is defined in the EN 15273-2, appendix G, which discusses "Rolling stock gauge". According to EN 15273-2, the maximum height of a rail vehicle with an FR3.3 clearance profile is 4350 mm. The maximum height value of 4350 includes a 20 allowance for the vertical vehicle displacements.

[0040] The rail vehicle, preferably at least one double deck car, preferably an end-car or an intermediate car, can comprise a boarding area in the middle of the passenger entrance area between the doors being connected to a door sill of the door opening by a first ramp, the first ramp having an inclination of 6 degrees to 10 degrees. It is also possible that the first ramp has an inclination of 8 degrees.

[0041] Such a ramp makes it comfortable for passengers to enter or exit the rail vehicle and allows for persons with reduced mobility to easily enter the train on their own while ensuring that the rail vehicle can be constructed in a space efficient manner.

[0042] The first ramp can have the same width as the door opening. The first ramp can be provided with a non-slip surface. The boarding area can be at a lower level than the door sill of the door opening. Then, the passengers walk down the first ramp when they enter the rail vehicle, and the passengers walk up the first ramp when they exit the rail vehicle.

[0043] It is possible that the double deck car, preferably an intermediate car, comprises a lower deck passenger area being connected to the boarding area by a second ramp, in particular arranged 90° to the first ramp, the second ramp having an inclination of 6 degrees to 10 degrees. It is also possible, that the second ramp has an inclination of 8 degrees.

[0044] In this way, it is possible to arrange the passenger area in the rail vehicle in a space efficient manner. It is possible, that the second ramp has the same inclination as the first ramp. Then the passengers walk down the first ramp to the boarding area and then down the second ramp to the lower deck passenger area when they enter the rail vehicle. The passengers walk from the lower deck passenger area up the second ramp to the boarding area and then up the first ramp to the door opening when they exit the rail vehicle.

[0045] Headroom is the clear height measured from the floor to the ceiling in which a passenger can stand.

[0046] In this way, the rail vehicle can be used comfortably by passengers, and it also fits to a G1 profile.

[0047] It is possible that at least one double deck car, such as the intermediate car or the end-car, comprises an upper deck having an upper deck entrance area above a boarding area of the rail vehicle. The upper deck entrance area has a headroom and a passenger area. The headroom of the upper deck entrance area is comprised between 1880 mm and 1995 mm. The headroom of the upper deck entrance area can be substantially equal to 1895 mm. The boarding area also has a headroom. The headroom of the boarding area can be comprised between 1880 mm and 1995 mm. The headroom of the boarding area can be substantially equal to 1895 mm.

[0048] In such a way, the double deck cars, such as the intermediate car or end-car, can be used comfortably by passengers, and it fits to a G1-profile and / or a FR3.3 profile.

[0049] Generally speaking, the double deck cars, whether it be a double deck intermediate car or a double deck end-car, comprise at least one staircase. For instance, the intermediate car and / or the end-car can comprise at least one staircase. The staircase connects the upper deck entrance area and the boarding area. At the intersection between the staircase and the upper deck entrance area, the intermediate car, preferably the staircase, has a width smaller than 600mm. The intermediate car, preferably the staircase, can have a width at the intersection between the staircase and the upper deck entrance area smaller than 580mm. The intermediate car, preferably the staircase, can have a width at the intersection between the staircase and the upper deck entrance area substantially equal to 560mm.

[0050] The upper deck may comprise an aisle having at least one aisle junction. The aisle may extend along at least a portion of the length of the upper deck. Preferably, the aisle extends at least substantially the length of the upper deck. The width of the aisle may be the same as the width of the aisle junction. In other words, the aisle may have a width that is substantially constant along its length.

[0051] The intersection between the staircase and the upper deck entrance area may form an aisle junction of the upper deck aisle. In other words, the intersection of the intermediate car with the upper deck entrance and the aisle junction are coincident with one another. The aisle junction being formed by the intersection of the stairs and the upper deck may therefore have the same width as said junction. Thus, the width of the intermediate car, preferably of the staircase, at the intersection between the staircase and the upper deck entrance, may be the width of the aisle junction. In other words, the aisle junction may have a width of less than 600mm, preferably less than 580mm, more preferably substantially equal to 560mm. Hence, the aisle may have a width of less than 600mm, preferably less than 580mm, more preferably substantially equal to 560mm.

[0052] Generally speaking, the upper deck may have as many aisle junctions as the double deck car has staircases.

[0053] The aisle may extend from a first aisle junction to a second aisle junction. The first aisle junction may be formed by the intersection between a first staircase and a first upper deck entrance area. The second aisle junction may be formed by the intersection between a second staircase and a second upper deck entrance area. The first aisle junction may be at a first extremity of the upper deck, and the second aisle junction may be at a second extremity of the upper deck.

[0054] In such way, passengers can easily move from the boarding area the upper deck entrance area and vice versa and the rail vehicle fits to a G1-Profile.

[0055] The staircase can comprise an intermediate level. The intermediate level may be an area at the top or bottom of at least one portion, or segment, of a staircase. For example, the intermediate level may be an area between a first staircase segment and a second staircase segment. For further example, the intermediate level may be an area between a staircase, or a staircase segment, and a ramp. The intermediate level may be arranged between an upper and lower deck and is distinct from either deck.

[0056] In some embodiments at least one double deck car may comprise at least one staircase having an intermediate level. The intermediate level may be coupled to at least one of an upper deck or a lower deck via a staircase segment. In other words, a first staircase segment may couple the intermediate level to the upper deck of the double deck car or to a lower deck of the double deck car. Alternatively, the intermediate level of the staircase may be coupled to the upper deck via a first staircase segment and may be coupled to the lower deck via a second staircase segment.

[0057] Further alternatively, the intermediate level may be coupled to one of the upper deck or lower deck by a ramp and to the other of the upper deck or lower deck by a staircase segment. For example, the intermediate level may be coupled to an upper deck by a staircase segment and to a lower deck by a ramp.

[0058] The double deck car may comprise a plurality of staircases. Each staircase can have an intermediate level. Each intermediate level may be coupled to at least one of an upper deck or a lower deck of the double deck car via a staircase segment. Alternatively, each intermediate level may be coupled to at least one of an upper deck or a lower deck of the double deck car via a ramp.

[0059] The intersection of the staircase and the upper deck entrance area can be located in the middle of the railcar in a width direction.

[0060] This allows for a convenient access to the upper level for passengers.

[0061] A cable duct of the intermediate car can be arranged in a side wall of the rail car.

[0062] This allows the rail vehicle to be designed and dimensioned within a compact space, particularly with a small height.

[0063] It is possible that at least one rail car, in particular the intermediate car, has a first bogie and a second bogie. The first and second bogie each have a pivot. The pivot of the first bogie and the pivot of the pivot of the second bogie are separated by a distance between 18000 mm and 20000 mm. It is possible that the pivot of the first bogie and the pivot of the second bogie are separated by a distance between 18500 mm and 18900 mm. Preferably, the pivot of the first bogie and the pivot of the second bogie are separated by a distance of 19400 mm.

[0064] The longer the distance between the bogies, and therefore between the pivots of the bogies, of a rail vehicle, the heavier the rail vehicle is, and the more luggage and passengers it can accommodate. Therefore, with a longer distance between the bogies, and therefore between the pivots of the bogies, the axle-load of the rail vehicle is higher. Hence, with the above-mentioned distance, it is ensured that the maximum axle-load of the rail vehicle is not exceeded.

[0065] At least one rail car can comprise at least one bogie comprising one, preferably two, motorised axles. Since the rail car is an intermediate car, at least one intermediate car comprises at least one bogie comprising one, preferably two, motorised axles when the rail car comprises at least one bogie comprising one, preferably two, motorised axles. Additionally at least a second rail car may be provided. It is possible that the first rail car and the second rail car, comprise at least one bogie each comprising two motorised axles. The two motorised axles can be controlled as a group drive by one converter. It is possible that all bogies of the rail car are driven bogies. It is also possible that all bogies of the first intermediate and the second intermediate car are driven bogies.

[0066] This distribution of two motorised axles per bogie has the advantage of an excellent acceleration capability of the vehicle at low speeds. The distribution of two motorised axles being controlled as a group drive has the advantage of a very simple arrangement and good weight distribution while maintaining the advantage of an excellent acceleration capability of the vehicle at low speeds.

[0067] The double deck car, preferably a rail car or an end car, can have a motor cooling system. The motor cooling system can be arranged underfloor. The motor cooling system can be integrated in a motor housing or can be mounted on the motor housing.

[0068] This makes the cooling system compact and space efficient within the rail vehicle.

[0069] It is possible that the single deck car (e.g. an end-car, an intermediate car) and the double deck car (e.g. an intermediate car, an end-car) of the rail vehicle each have at least two bogies. Each of the at least two bogies (i.e. of the double deck car and of the single deck car) has a pivot. The pivots of the at least two bogies of the double deck car are separated from one another by a distance. The pivots of the at least two bogies of the single deck car are separated by a distance which is 100 to 110 percent of the distance separating the pivots of the two bogies of the double deck car. Preferably, the pivots of the at least two bogies of the single deck car are separated by a distance which is 102 to 105 percent of the distance separating the pivots of the two bogies of the double deck car. For example, the double deck car can be an intermediate car, and the single deck car can be an end-car. In this case, the pivots of the bogies of the end-car are separated by a distance which is 100 to 110 percent of the distance separating the pivots of the bogies of the intermediate car.

[0070] For further example, the double deck car can be an end-car, and the single deck car can be an intermediate car. In this case, the pivots of the bogies of the intermediate car are separated by a distance which is 100 to 110 percent of the distance separating the pivots of the bogies of the end-car.

[0071] The single deck car (e.g. an end-car, an intermediate car) can have a pivot distance which is 100% to 110% of the pivot distance of the double deck car (e.g. an intermediate car, an end-car) The single deck car (e.g. an end-car, an intermediate car) can also have a pivot distance which is 102% to 105% of the pivot distance of the double deck car (e.g. an intermediate car, an end-car).

[0072] The longer the distance between the bogies, and therefore between the pivots of the bogies, of a rail vehicle, the heavier the rail vehicle is, and the more luggage and passengers it can accommodate. Therefore, with a longer distance between the bogies, and therefore between the pivots of the bogies, the axle-load of the rail vehicle is higher. The single deck car, in particular a single deck end-car or a single deck intermediate car, comprises heavy components such as the transformer, the main converter, the line filter and the traction converter. Therefore, the single deck car (e.g. a single deck end-car, a single deck intermediate car) is mainly designed to comprise the heavy components and the double deck car (e.g. a double deck intermediate car or a double deck end-car) is mainly designed to accommodate passengers and luggage. Hence, with the above-mentioned pivot distance, an advantageous load distribution over the length of the respective rail vehicle car is ensured, and it is ensured that the load is well distributed on the single deck (e.g. an end-car, an intermediate car) and the double deck (e.g. an intermediate car, an end-car).

[0073] It is possible that the main converter and the traction converter are installed in a converter unit. The converter unit can be connected to a line filter and / or to the transformer. The converter unit can have two or three traction outputs.

[0074] Such a converter unit can be arranged compactly and space efficiently within the rail vehicle.

[0075] It is possible that the transformer is in the roof area of the rail vehicle. It is possible that the converter unit is arranged inside the rail vehicle.

[0076] In some embodiments, at least some heavy traction components are arranged within the rail vehicle, in particular inside at least one single deck car. In particular cooling equipment for traction motors may be arranged inside the single deck car. Additionally or alternatively at least one converter may be arranged inside the single deck car. For instance, a traction converter / choke cooling unit and / or a motor cooling system may be arranged inside the single deck car.

[0077] In some embodiments, at least some heavy traction components may be arranged in the roof area of the rail vehicle. In particular, at least some of the heavy traction components may be arranged in the roof area of at least one single deck car, preferably in the roof of a single deck end-car and / or a single deck intermediate car.

[0078] Optionally, some heavy traction components may be arranged in the roof area of the rail vehicle whilst other heavy traction components are arranged within the rail vehicle, in particular inside at least one single deck car.

[0079] It is conceivable that some heavy traction components may be arranged in the roof area of a first single deck car and other heavy traction components be arranged in the roof area of a second single deck car (e.g. in an AC / DC system). Optionally, some heavy traction components may further be arranged within the rail vehicle, in particular inside at least one single deck car.

[0080] Alternatively, all heavy traction components may be arranged in the roof area of the rail vehicle, preferably the roof area of at least one single deck car.

[0081] In some embodiments all heavy tractions components of a first traction system may be arranged on a first single deck car of the rail vehicle. In other words, all the components for a same traction system are carried by the same single deck car of the rail vehicle. Optionally, if the rail vehicle has a plurality of traction systems, all heavy traction components of a same traction system may be arranged on the same single deck car. The traction system may be an AC system, a DC system or an AC / DC system.

[0082] It is conceivable that a same single deck car may simultaneously comprise heavy traction component for two traction systems. For instance, the single deck car may simultaneously comprise heavy traction components, preferably all heavy traction components, of an AC system and heavy traction components, preferably all heavy traction components, of a DC system.

[0083] It Is possible that the railway vehicle may comprise three single deck cars and three double deck cars. The tree single deck cars can each comprise heavy traction components of an AC system and heavy traction components of a DC system . Additionally, the tree single deck cars may comprise traction motors. The double deck cars may be free of any heavy traction components.

[0084] It is possible that the intermediate car and the end-car comprise driven bogies, wherein at least one bogie of the end-car is equipped with a single axle drive and at least one bogie of the intermediate car in particular comprises a group drive.

[0085] This ensures an advantageous traction performance of the rail vehicle.

[0086] It is possible that the single deck car, preferably an end-car or an intermediate car, comprises a braking resistor and / or a fuel cell and / or an internal combustion engine and / or a traction battery.

[0087] When the single deck car, preferably an end-car or an intermediate car, comprises a braking resistor, excess electrical energy during braking can be dissipated. Furthermore, the wear on mechanical brakes is reduced by using the brake resistor. Therefore, a braking resistor improves the safety and efficiency of the rail vehicle.

[0088] When the single deck car, preferably an end-car or an intermediate car, comprises a fuel cell, the rail vehicle can be driven with zero emissions. Moreover, the rail vehicle is enabled to operate on non-electrified tracks.

[0089] When the single deck car, preferably an end-car or an intermediate car, comprises an internal combustion engine, the rail vehicle is independent to operate on non-electrified tracks. Therefore, the rail vehicle is flexible in its routes and there is no need for electrification infrastructure. Moreover, a rail vehicle with an internal combustion engine has the advantage of a widely available fuel infrastructure, a great reliability in extreme conditions and low initial costs.

[0090] When the single deck car, preferably an end-car or an intermediate car, comprises a traction battery, the rail vehicle can operate clean, quiet and efficient with zero-emission. Therefore, there is no need for an electrified track. Moreover, when the single deck car, preferably an end-car or an intermediate car, comprises a traction battery, it is possible to allow energy regeneration during braking. Hence, operational costs and the environmental impact is reduced.

[0091] In such a way, the rail vehicle can be driven in an efficient way. When the rail vehicle comprises several drive types, the rail vehicle has the advantage of improved flexibility in energy sources. Moreover, with several drive types, the rail vehicle comprises a backup power source. Comprising several drive types has further the advantage of a reduced dependency on external infrastructure, since the drive type can be chosen which suits the best to the particular infrastructure.

[0092] It is possible that the wheel diameter of each wheel of the rail vehicle is between 800mm and 950mm. It is possible, that the wheel diameter of each wheel of the rail vehicle is between 830mm and 900mm. It is possible, that the wheel diameter of each wheel of the rail vehicle is 870mm.

[0093] In such a way, the rail vehicle can be designed in a space efficient manner.

[0094] By wheel diameter, the diameter of the wheel in its new condition is meant.

[0095] It is possible that the end-car is a single-deck car. It is also possible that every end-car is a single-deck car.

[0096] Such a train composition optimizes the passenger capacity and axle-load.

[0097] It is possible that the rail vehicle comprises two end-cars and six intermediate cars.

[0098] In some embodiments, at least some of the cars of the rail vehicle may be non-articulated rail cars. Preferably, all cars of the rail vehicle are non-articulated. A non-articulated rail car preferably has at least two bogies, one at each end, which are not shared with an adjacent rail car. In contrast, articulated cars have bogies shared between two adjacent cars. The provision of non-articulated rail cars increases the number of bogies and therefore the number of axles of the rail vehicle. As a result, the overall weight of the rail vehicle is distributed over a greater number of axles, which advantageously helps to reduce the axle load.

[0099] In some embodiments, one or more of an end-car or an intermediate car may be sleeping cars. A sleeping car comprises one or more of a bed and / or a recliner seat. A sleeping car preferably comprises a plurality of beds and / or recliner seats.

[0100] All intermediate cars of the rail vehicle may be sleeping cars. Additionally or alternatively all end-cars of the rail vehicle may be sleeping cars.

[0101] The rail vehicle may comprise a plurality of double deck cars and at least one single deck car. At least some double deck cars, preferably all double deck cars, may be free of heavy traction components and / or free of traction motors. The double deck cars may preferably be sleeping cars. The single deck car may be a single deck car without any passenger areas. Preferably, the single deck car may be a locomotive.

[0102] The invention will be explained in further detail below with reference to examples of embodiments shown in the drawings.

[0103] The figures show: Figure 1:a rail vehicle, Figure 2:a traction train of a rail vehicle, Figure 3:a rail vehicle with two end-cars and six intermediate cars, Figure 4:an end-car of a rail vehicle. Figure 5:the upper deck of an intermediate car. Figure 6:an intermediate car. Figure 7:a cross section of a rail vehicle. Figure 8:a G1 clearance profile. Figure 9:a rail vehicle with single-deck car and two double deck cars. Figure 10:a rail vehicle with heavy traction components in the roof area of a single deck end-car. Figure 11:a rail vehicle with heavy traction components in the roof area of a single deck intermediate car. Figure 12:a rail vehicle with heavy traction components in the roof area of two single deck cars.

[0104] Figure 1 shows a rail vehicle 1 with a single deck end-car 2 and two double deck intermediate cars 5. The single deck end-car 2 has a height 45 of 4064mm. The double deck intermediate cars 5 have a height 46 of 4280mm. The end-car 2 is equipped with a pantograph 13. Furthermore, the single deck end-car 2 is equipped with two power converter units 10 and a transformer 14. The two power converter units 10 and the transformer 14 are arranged inside the rail vehicle 1. Here, the transformer 14 is positioned between the two power converter units 10, all of which are arranged at one end of the single deck end-car 2. It is also possible that the two power converter units and the transformer are arranged on the roof. The single deck end-car 2 is equipped with two non-driven bogies 21. The single deck end-car 2 and the two double deck intermediate cars 5 each comprise two door openings 18. Each door opening 18 has a clearance height 19 of 1890mm. The single deck end-car 2 comprises one gangway 43 to the adjacent car. Each double deck intermediate car 5 comprises two gangways 43 to the adjacent cars. The double deck intermediate cars 5 are each equipped with two motor bogies 22, which are driven by a group drive 25. Driven axles are shown as full black circles whereas non-driven axles are shown as circles with a white surface.

[0105] Figure 2 shows two examples of traction chains of rail vehicles. Each traction chain comprises one pantograph 13. The pantographs 13 of both traction-chains are connected with an AC main switch 31 and a DC disconnector 33. The DC disconnector 33 is connected with a DC quick action switch 34. The DC quick action switch 34 is connected to the system selector switch 36 by the DC main line 35. The AC main switch 31 is connected to the transformer 14 by the AC main line 32. The transformer 14 is connected with the driven bogies 22. The four driven bogies 22 of the first traction chain comprises a group drive 25. Between the driven bogies 22 and the transformer, there is a power converter unit 10 arranged. The power converter unit 10 comprises a main converter 11 and a traction converter 12. Therefore, per driven bogie 22 with a group drive 25, there is one main converter 11 and one tracking converter 12 arranged. The second traction-chain comprises two motor bogies 22 with a group drive 25 and four motor bogies 22 with a single axle drive 23. The additional aspects of the second traction-chain are designed similarly to those of the first traction-chain.

[0106] Figure 3 shows a rail vehicle 1 according to figure 1. Unlike in figure 1, the rail vehicle 1 in figure 4 is a rail vehicle 1 with two single deck end-cars 2 and six double deck intermediate cars 5. The two double deck intermediate cars 5 adjacent to each of the end-cars 2 comprise two motor bogies 22 with group drives 25. Each single deck end-car 2 comprises two non-driven bogies 21. The rail vehicle 1 has a length 42 of 211m.

[0107] Figure 4 shows a single deck end-car 2 of a rail vehicle 1. The single deck end-car 2 has a rail vehicle height 45 of 4064 mm. The single deck end-car 2 comprises a pantograph 13. The single deck end-car 2 comprises two door openings 18. The door openings 18 each comprise a clearance height 19. The single deck end-car 2 is equipped with two non-driven bogies 21. The single deck end-car 2 has a distance 41 between the pivots of the bogies of 19400mm. The door openings 18 comprise a door sill 8. The single deck end-car 2 is equipped with two boarding areas 17. The boarding areas 17 are part of the passenger entrance area 16. The boarding area 17 is connected to the door sill 8 by the first ramp 9. One of the boarding areas 17 is connected to a passenger area 40 by a second ramp 47. The two boarding areas 17 and the passenger area 40 can accommodate a passenger in a wheelchair.

[0108] Figure 5 shows the upper level of a double-deck intermediate car 5. The double-deck intermediate car 5 comprises two upper deck entrance areas 38. The two upper deck entrance areas 38 each have a head room 39 which runs perpendicular to the plane of the drawing and is therefore not visible. Furthermore, the double-deck intermediate car 5 comprises a passenger area 40. The upper deck entrance areas 38 are connected with the boarding area (not shown) via staircases 48. The intersection of the staircase 48 and the upper deck entrance 38 area is located in the middle of the railcar 5 in a width direction.

[0109] Figure 6 shows a double-deck intermediate car 5 of a rail vehicle 1. The double-deck intermediate car 5 has a rail vehicle height 45 of 4280mm. The double-deck intermediate car 5 comprises two passages 43. The double-deck intermediate car 5 is equipped with two motor bogies 22. Each motor bogie 22 is equipped with a group drive 25. The double-deck intermediate car 5 has a distance 41 between the pivots of the bogies of 18680mm. The double-decker car 5 has two door openings 18. Each door opening 18 has a door sill 8. Each door opening 18 has a clearance height 19. The double-deck intermediate car 5 has two passenger entrance areas 16 and two boarding areas 17. The two boarding areas 17 are connected to the door openings 18 by the first ramps 9. The double-deck intermediate car 5 is equipped with second ramps 37. The second ramps 37 connect the boarding area 17 with the passenger area 40.

[0110] Figure 7 shows a cross section of a double-deck car 5 of a rail vehicle 1. The double-deck car 5 has a rail vehicle height 45 of 4280mm. The double-deck intermediate car 5 has a rail vehicle width 46 of 2800mm. One passenger is depicted in the passenger area 40. The passenger area 40 has a head room of 1895mm. The double-deck intermediate car 5 is equipped with an upper deck entrance area 38. Moreover, the double-deck intermediate car 5 is equipped with door openings 18. Each door opening 18 has a clearance height of 1890mm. Each door opening 18 comprises a door sill 8. The passenger entrance area 16 comprises a boarding area 17. The boarding area 17 is connected to the door sill 8 by the two first ramps 9. The two first ramps 9 have an inclination angle 47 of 8 degrees.

[0111] Figure 8 is a G1 profile 44 according to EN 15273-3:2023-04. The clearance profile 44 G1 has a maximum height of 4280mm.

[0112] Figure 9 shows a rail vehicle 1 according to figure 1. Similarly to figure 1, the rail vehicle 1 of figure 9 has a single deck end-car 2 and two double deck intermediate cars 5. Unlike in figure 1, the rail vehicle 1 in figure 9 shows a single deck end-car 2 with two driven bogies 22. The driven bogies 22 of the single deck end-car 2 are equipped with single axis drives 23. It is possible, for the driven bogies 22 of the single deck end-car 2 to instead be equipped with group drives 25 (see figure 10). Alternatively, and similarly to what is shown in figure 1, the driven bogies 22 of the rail vehicle 1 may be arranged on at least two intermediate cars 5 of the rail vehicle 1.

[0113] The first double deck intermediate car 5 is arranged adjacent to the single deck end-car 2 at one extremity. The second double deck intermediate car 5 is arranged at the other extremity of the first double deck intermediate car 5. A first of the double deck intermediate cars 5 is identical to a double deck intermediate car 5 of the rail vehicle according to figure 1 and has driven bogies 22 equipped with group drives 25. The second double deck intermediate car 5 is equipped with non-driven bogies 21. Therefore, in figure 9, the single deck end-car 2 and one double deck intermediate car 5 are equipped with driven bogies 22. The second double deck intermediate car 5 is equipped with non-driven bogies 21. Driven axles are shown as full black circles whereas non-driven axles are shown as circles with a white surface. Generally speaking, the double deck cars comprise a staircase. Both double deck intermediate cars 5 have a first staircase at their first extremity and second staircase at their second extremity. Each staircase has an intermediate level 49. Shown here, the intermediate levels 49 are coupled to the upper deck and the lower deck via staircase segments 48'. Alternatively, at least one intermediate level may be coupled to only of the upper or lower deck via a staircase segment (not shown). Moreover, the single deck end-car 2 comprises two power converter units 10 and a transformer 14 arranged within the end-car 2. The transformer 14 is connected to the two power converter units 10. Differing from figure 1, here a first power converter unit 10 is arranged at one end of end-car 2 above the first motor bogie 22.

[0114] The first power converter unit 10 is configured to control the driven bogies 22 arranged at a first extremity of the end-car 2 and to the driven bogies 22 at a first extremity of the intermediate car 5.

[0115] The second power converter unit 10 along with the transformer 14 are arranged at the other extremity of the single deck end-car 2 above the second motor bogie 22. Said second power converter unit 10 is configured to control the driven bogies 22 arranged at a second extremity of the end-car 2 and to the driven bogies 22 at a second extremity of the intermediate car 5.

[0116] Figure 10 shows a rail vehicle 1 similar to that of figures 1, 3 and 9. Here, the rail vehicle 1 comprises a single deck end-car 2 and two double deck intermediate cars 5. Here, differing from figures 1, 3 and 9, the bogies 22 of the single deck end-car 2 are driven bogies 22 equipped with group drives 25. Similarly to figure 9, the first intermediate car 5 has driven bogies 22 equipped with group drives 25 and the second intermediate car 5 comprises non-driven bogies 21. Alternatively, both the intermediate cars 5 can comprise non-driven bogies 21 and only the single deck end-car 2 could have driven bogies 22. Furthermore, it is possible that the driven bogies 22 of the single deck end-car 2 be equipped with single axis drives 23. Similarly to figure 9, both double deck intermediate cars 5 have a first staircase and second staircases having intermediate level 49 that are coupled the upper deck and the lower deck via staircase segments 48'. Here, the rial vehicle 1 further differs from figures 1 and 9, in that the single deck end-car 2 comprises two power converter units 10 and a transformer 14 arranged in a roof area of the end-car 2. Here, the first power converter unit 10 is arranged in the roof area at one extremity of the end-car 2. The second power converter unit 10 along with the transformer 14 are arranged at the other extremity of the end-car 2, in particular, they are arranged in the roof area adjacent to the pantograph 13. The pantograph 13 is also arranged in the roof area at the second extremity of the single deck car. In particular, here roof area is an outer surface of roof of the single deck car. The transformer 14 is connected to both of the power converter units 10. The first power converter unit 10 is configured to control the bogies 22 arranged at a first extremity of the end-car 2 and at a first extremity of the adjacent intermediate car 5. The second power converter unit 10 is configured to control the driven bogies 22 arranged at a second extremity of the end-car 2 and at a second extremity of the intermediate car 5.

[0117] Figure 11 shows a rail vehicle 1 similar to figures 1, 3, 9 and 10. Here, the rail vehicle 1 has a double deck end-car 2' and two intermediate cars 5, 5'. The first intermediate car 5' is a single deck car and the second intermediate car 5 is a double deck car. The single deck intermediate car 5' separates the double deck end-car 2' and the double deck intermediate car 5. The double deck end-car 2' and the double deck intermediate car 5 have driven bogies 22 equipped with group drives 25. The single deck intermediate car 5' comprises non-driven bogies 21. Similar to figures 1, 3, 9 and 10, the rail vehicle 1 comprises two power converter units 10 connected to a transformer 14. However, here the two power converter units 10 and the transformer 14 are arranged in the roof area of the single deck intermediate car 5'. In particular, a first power converter unit 10 is arranged in the roof area at a first extremity of the single deck intermediate car 5' and is configured to control the driven bogies 22 and group drives 25 of the double deck end-car 2'. The second power converter unit 10 and the transformer 14 are arranged in the roof area at the other extremity of the single deck intermediate car 5'. Said second power converter unit 10 is configured to control the driven bogies 22 and group drives 25 of the double deck intermediate car 5. In particular, here the roof area carrying the two power converter units 10 and the transformer 14 is an outer surface of roof of the single deck car. Furthermore, the pantograph 13 is arranged in to roof area at a first extremity of the double deck intermediate car 5 and is connected to the second power converter unit 10 arranged at the second extremity of the single deck intermediate car 5'.

[0118] Differing from the previous figures, here the double deck end-car 2' and the double deck intermediate car 5 have a first staircase at their first extremity and second staircase at their second extremity. Each staircase has an intermediate level 49. Shown here, the intermediate levels 49 are coupled to the upper deck and the lower deck via staircase segments 48'.

[0119] Figure 12 shows a rail vehicle 1, similar to that of previous figures, which comprises two double deck end-cars 2' and two single deck intermediate cars 5' arranged therebetween. Each of the single deck intermediate cars 5' is adjacent to one of the double deck end-cars 2' at one extremity and adjacent the other single deck intermediate car 5' at the other extremity. Each of the single deck intermediate cars 5' comprises two motor bogies 22 equipped with group drives 25. Each of the double deck end-cars 2' comprises two non-driven bogies 21.

[0120] Here, the rail vehicle 1 comprises two power converter units 10, two transformers 14 and two pantographs 13. Each of the two power converter units 10 is connected to a respective transformer 14 and pantograph 13. A first power converter unit 10, a first transformer 14 and a first pantograph are connectedly carried by the first intermediate car 5'. In particular, the first power converter unit 10 and the first transformer 14 are arranged in the roof area of the first intermediate car 5'. The first pantograph is equally arranged in a roof area of the first intermediate car 5'. In particular, here the roof area of the first single deck is an outer surface of roof of the first single deck car. The second power converter unit 10, second transformer 14 and second pantograph 13 are carried by the second intermediate car 5'. In particular, the second power converter unit 10 and the second transformer 14 are arranged in the roof area of the second intermediate car 5'. In particular, here the roof area of the second single deck is an outer surface of roof of the second single deck car. The two power converter units 10 are configured to control the driven bogies 22 of the intermediate car 5' by which is carried. Therefore, the first power converter 10 controls the driven bogies 22 of the first intermediate car 5' and the second power converter 10 controls the driven bogies 22 of the second intermediate car 5'.

[0121] Alternatively, the vehicle may comprise two double deck end-cars and arranged therebetween, a double deck intermediate car and a single deck intermediate car (not shown). The two intermediate cars can have traction motors whereas all the heavy traction components would be arranged on the single deck car 5'.

[0122] Here both double deck end-car 2' have a first staircase at their first extremity and second staircase at their second extremity. Each staircase has an intermediate level 49. Shown here, the intermediate levels 49 are coupled to the upper deck and the lower deck via staircase segments 48'.

Claims

1. A rail vehicle (1) comprising a double deck car (2', 5) and an adjacent single deck car (2, 5'), wherein all heavy traction components and preferably a pantograph (13) are arranged in and / or on the single deck car (2, 5'), characterized in that the double-deck car (2', 5) has a maximum height (45) of less than 4350mm, preferably less than or equal to 4280 mm.

2. Rail vehicle (1) according to claim 1, characterized in that at least one single deck car is an end-car (2) and / or a rail car (5') and / or at least one double deck car is an end-car (2') and / or a rail car (5).

3. Rail vehicle (1) according to any claim 1 to 3, characterized in that at least one single-deck car (2, 5') comprises exclusively non-driven bogies (21).

4. Rail vehicle (1) according to any claim 1 to 3, characterized in that at least one single deck car (2, 5') comprises driven bogies (21).

5. Rail vehicle (1) according to any claim 2 to 5, wherein at least one traction motor (24) is arranged on the rail car (5, 5') and / or the double deck car (2', 5) is free of any heavy traction component.

6. Rail vehicle (1) according to claim 1 to 6, characterized in that the rail vehicle (1) comprises at least two single deck cars (2, 5') having driven bogies (22) and two double deck cars (2', 5), wherein at least one of the two single deck cars and / or at least one of the two double deck car is a rail car (5), preferably at least one traction motor (24) is arranged on the rail car (5) and / or the double deck cars (2', 5) are free of any heavy traction component.

7. Rail vehicle (1) according to any one of the preceding claims characterized in that it comprises at least two single deck cars (2, 5'), preferably three single-deck cars (2, 5').

8. Rail vehicle (1) according to any one of the preceding claims, characterized in that the double deck car is a first rail car (5), wherein the rail vehicle (1) preferably comprises a second rail car (5), wherein more preferably, the first rail car (5) and the second rail (5) car are both double deck cars, wherein the single deck car is an end-car (2), in particular every end-car (2) is preferably a single-decker car, and more preferably at least one traction motor (24) is arranged on each of the and second rail car (5) and / or each of the first rail car (5) and second the rail car (5) is free of any heavy traction component.

9. Rail vehicle (1) according to any of the preceding claims, characterized in that the rail vehicle (1) is operatable in an AC-System or the rail vehicle (1) is operatable in a DC-System, the rail vehicle (1) having a maximum axle load of 18t.

10. Rail vehicle (1) according to any one of the claims 1 to 9, characterized in that the rail vehicle (1) is operatable both in a AC-System and in a DC-System, wherein the rail vehicle (1) has a maximum axle load of 22.5 tons, preferably 20.0 tons, wherein the rail vehicle preferably comprises a system-selecting-switch (36) with which the rail vehicle (1) is switchable from AC-operation to DC-operation and / or from DC-operation to AC-operation.

11. Rail vehicle (1) according to any one of claims 2 to 10, characterized in that at least one intermediate car (5, 5') has a first bogie and a second bogie, wherein the first and second bogie each have a pivot, and wherein the pivot of the first bogie and the pivot of the second bogie are separated by a distance (41) between 18000 mm and 20000 mm, preferably between 18500 mm and 18900 mm12. Rail vehicle (1) according to any one of claims 2 to 11, characterized in that at least one rail car (5, 5'), preferably a first rail car (5, 5') and a second rail car (5, 5'), comprises at least one bogie (23) comprising two motorized axles, said two motorised axles preferably being controlled as a group drive (25) by one converter (12), wherein preferably all bogies of the rail car (5, 5') and more preferably of a first intermediate car (5, 5') and of a second intermediate car (5, 5'are driven bogies.

13. Rail vehicle (1) according to any one of claims 2 to 12, characterized in that the double deck car (2', 5) has a motor cooling system, wherein the motor cooling system is arranged underfloor, and the motor cooling system is in particular integrated in a motor housing or mounted on the motor housing.

14. Rail vehicle (1) according to any one of claims 2 to 13, wherein the single deck car (2, 5') and the double deck car (2', 5) each have at least two bogies, each of said bogies having at least one pivot, wherein the pivots of the two bogies of the single deck car (2, 5') are separated by a distance (41) which is 100 to 110 percent, preferably 102 to 105 percent of the distance (41) separating the pivots of the two bogies of the double deck car (2', 5).

15. Rail vehicle (1) according to any one of the preceding claims characterized in that the wheel diameter of each wheel of the rail vehicle (1) is between 800 mm and 950 mm, preferably between 830 mm and 900 mm, more preferably 870 mm.

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