EP0641701B1 - Footstep for railway vehicles - Google Patents

Abstract

An entry step for rail vehicles has at least one step which can be moved outwards in the region of the entry. In order to be able to adapt the entry to different heights of platforms or passenger waiting areas and/or to different distances from the platform or from the passenger waiting area, at least three steps (1, 2, 3) are provided, at least the lowest step (1) of which is constructed so as to be capable of moving out and the top step (3) of which is constructed so as to be capable of moving out and of being retracted. <IMAGE>

Description

The invention relates to an entry for rail vehicles according to the preamble of claim 1.

Such entrances are used for easy changing of passengers from a passenger waiting area to the level of the vehicle floor.

Rail vehicles are known in which a step can be swung out in order to facilitate boarding. It is not possible to adapt to passenger waiting areas of different heights.

CH-421 723 provides a three-stage entry for three different platform heights for public transport. The lower step can be pivoted out separately with respect to the outer skin of the vehicle, and the upper step can be lowered or swiveled out, while the middle step is fixed. In this known design, the distance between the outer skin of the vehicle and the platform must be specified. Simultaneous adaptation to different, in particular larger, distances is not possible.

FR-A-2 534 202 discloses a multi-stage ladder for facilitating the entry of vehicle treads. The side rails of the ladder are mounted on the top in link guides, which are attached to the chassis of the vehicle. The In this way, the ladder can be extended and retracted as a complete unit to bridge the height between the road and the tread. The steps of the ladder are fixed relative to each other.

The object of the present invention is to provide an entry for rail vehicles which can be adapted to platforms or passenger waiting areas of different heights and different distances between the platform and the vehicle outer skin.

This object is achieved by the training according to the characterizing part of claim 1.

Advantageous and expedient developments of the task solution according to the invention are specified in the subclaims.

The invention enables adaptation to different distances and different heights at the same time, in particular for the upper level.

The invention will be explained in more detail below with reference to the accompanying drawing, in which exemplary embodiments are shown.

Fig. 1 und 2

Darstellungen der Einstiegsituation bei Niedrigbahnsteigen,

Fig. 3 und 4

Darstellungen der Einstiegsituation bei Hochbahnsteigen,

Fig. 5

Darstellung der Einstiegsituation bei mittelhohen Bahnsteigen (Bundesbahn-Bahnsteig EBO 0,55 m) und einem dreistufigen Einstieg,

Fig. 6 bis 8

Darstellungen der Einstiegsituation bei unterschiedlich hohen Bahnsteigen und einem vierstufigen Einstieg,

Fig. 9

im Schnitt eine erste Ausführungsform eines Einstiegs mit drei Trittstufen für ein Schienenfahrzeug,

Fig. 10

eine Vorderansicht eines Kastens für die Trittstufen nach Fig. 1,

Fig. 11

im Schnitt eine zweite Ausführungsform eines Einstiegs mit drei Trittstufen in einer Modulausführung für ein Schienenfahrzeug,

Fig. 12

eine Vorderansicht des Trittstufenmoduls nach Fig. 7,

Fig. 13 bis 21

verschiedene Antriebsvorrichtungen zum Ausfahren (Ausschieben, Ausschwenken, Ausklappen) der unteren Trittstufe,

Fig. 22 und 23

zwei verschiedene Antriebsvorrichtungen zum Ein-Ausfahren der oberen Trittstufe und

Fig. 24 bis 26

verschiedene Ausführungsformen zum Ausgleich bzw. zur Beseitigung einer Schwelle im Bereich der oberen Trittstufe.

It shows

1 and 2

Representations of the entry situation for low-level platforms,

3 and 4

Representations of the entry situation at elevated platforms,

Fig. 5

Presentation of the entry situation for medium-high platforms (Bundesbahn platform EBO 0.55 m) and a three-stage entry,

6 to 8

Representations of the entry situation with platforms of different heights and a four-step entry,

Fig. 9

on average a first embodiment of an entrance with three steps for a rail vehicle,

Fig. 10

2 shows a front view of a box for the steps according to FIG. 1,

Fig. 11

on average a second embodiment of an entrance with three steps in a module design for a rail vehicle,

Fig. 12

7 shows a front view of the step module according to FIG. 7,

13 to 21

various drive devices for extending (extending, swiveling, unfolding) the lower step,

22 and 23

two different drive devices for extending and retracting the upper step and

24 to 26

Different embodiments to compensate for or eliminate a threshold in the area of the upper step.

Identical components in the figures of the drawing are provided with the same reference symbols.

• I Stadt-/Straßenbahnsystem (BOStrab)
  • Ia straßenbündigen / schienenbündigen Bahnsteigen (Höhe ca. 0 cm über Schienenoberkante = SO), vgl. Fig. 1 und 6
  • Ib Niedrig- oder Inselbahnsteigen (Höhe ca. 0 bis 15 cm über SO), vgl. Fig. 7
  • Ic Mittelbahnsteigen (Höhe ca. 35 bis 50 cm über SO)
  • Id Hochbahnsteigen (Höhe ca. 80 bis 95 cm über SO), vgl. Fig. 3 und 8
• II Bundes- oder NE-Bahnen (EBO)
  • IIa 38 cm oder niedrigerer (über SO) EBO-Bahnsteig mit 1,60 m Abstand oder größerem Abstand zur Gleisachse, vgl. Fig. 2
  • IIb 76 cm (über SO) EBO-Bahnsteig mit bis zu 1,70 m Abstand zur Gleisachse, vgl. Fig. 4
  • IIc 55 cm (über SO) EBO-Bahnsteig mit bis zu 1,70 m Abstand zur Gleisachse, vgl. Fig. 5

The invention is a three- or four-stage entry from the level of the passenger waiting area 4 to the level of the vehicle floor 5. The entry described and illustrated below allows the change of passengers of rail vehicles 8 with the vehicle floor 5 lying high on the following platforms:

• I city / tram system (BOStrab)
  • Ia street-flush / rail-flush platforms (height approx. 0 cm above the top edge of the rail = SE), cf. 1 and 6
  • Ib low or island platforms (height approx. 0 to 15 cm above SE), cf. Fig. 7
  • Ic central platforms (height approx. 35 to 50 cm above SE)
  • Id elevated platforms (height approx. 80 to 95 cm above SE), cf. 3 and 8
• II Federal or NE railways (EBO)
  • IIa 38 cm or lower (above SO) EBO platform at a distance of 1.60 m or greater from the track axis, cf. Fig. 2
  • IIb 76 cm (above SE) EBO platform with a distance of up to 1.70 m to the track axis, cf. Fig. 4
  • IIc 55 cm (above SO) EBO platform with a distance of up to 1.70 m to the track axis, cf. Fig. 5

• Ia straßen-/schienenbündiger Bahnsteig (Fig. 1)
• Ib Niedrig- oder Inselbahnsteig (Fig. 1) sowie
• IIa 38 cm - EBO - Bahnsteig (Fig. 2)

beim Fahrgastwechsel über die Fahrzeugaußenhaut 6 ausgefahren, wobei diese untere Stufe für die Situation IIa (Fig. 2) im wesentlichen für die Überbrückung (Abstandsüberbrückung) des Spaltes 7 zwischen Fahrzeug 8 und Bahnsteig 9 dient. Die Grund- bzw. Ruhestellung während der Fahrt sowie für die Einstiegsituationen Ic, Id und IIb und IIc ist der eingezogene Zustand; die Höhe der Stufe beträgt ca. 38 cm über der Oberkante der Schiene 11 in der Fahrzeugausgangsposition (d. h. statischer, unbelasteter Zustand, kein Verschleiß des Rades etc.).The lower level 1 becomes horizontal for the platforms

• Ia street / rail-flush platform (Fig. 1)
• Ib low or island platform (Fig. 1) as well
• IIa 38 cm - EBO - platform (Fig. 2)

when changing passengers, extended over the outer skin 6 of the vehicle, this lower step for situation IIa (FIG. 2) serving essentially to bridge the gap 7 between the vehicle 8 and the platform 9. The basic or rest position while driving and for the entry situations Ic, Id and IIb and IIc is the retracted state; the height of the step is approx. 38 cm above the upper edge of the rail 11 in the vehicle starting position (ie static, unloaded condition, no wear of the wheel, etc.).

As an alternative to the sliding stage described (only horizontal movements when moving in and out), a sliding-pivoting stage or a similar construction can also be used for lower stage 1.

The second (middle) stage 2 for situations Ia, Ib and IIa ends with a three-stage entry with its front edge approximately with the vehicle outer skin 6. It is rigidly connected to the body or is designed to be extendable. The height above the top edge of the rail is approx. 63 cm, cf. 1 and 2. The lower stage 1 can be extended and the upper stage 3 can be extended and retracted.

With a four-stage entry, the second stage 2 also closes with the front edge of the vehicle outer skin for situation Ia, cf. Fig. 6, while for situation IIb, the bottom and the second stage 1 and 2 complete with the vehicle outer skin, cf. Fig. 7. The lowest stage 1 is extendable, the two middle stages 2 and 2 'are fixed, and the upper stage 3 is designed to be retractable and extendable.

For situation Ic, IIc - middle platforms - the second level represents the first entry level, cf. Fig. 5. Steps 1 and 2 are extendable, and the upper step is retractable and extendable.

The second stage remains concealed for situations Id and IIb (elevated platforms), cf. 3 and 4. Here, the lowest stage 1 is extendable, the middle stage 2 is fixed or extendable, and the upper stage is retractable and extendable.

8, the lower stage 1 can be extended, the two middle stages 2 and 2 'are fixed or retractable, and the upper stage 3 is designed to be retractable and extendable.

Upper level 3, located approximately at the level of vehicle floor 5 (87 cm above the top edge of the rail), is a horizontal sliding level with the following positions and tasks:
Basic position, position while driving and entry situation on elevated platforms according to FIGS. 3, 4 and 8.

In the case of elevated platforms in situation Id, the front edge of the upper step 3 ends with the vehicle outer skin 6 and has the function here as part of the vehicle floor and appearance for entry, s. 3 and 8.

For the situations Ia, Ib, Ic and IIa, the upper step 3 is pulled back under the vehicle floor 5 and releases the middle, rigid step 2 or the two middle fixed steps 2, 2 ', cf. Fig. 1, 2, 6 and 7. The vehicle floor here takes over the function of the upper stage (appearance) while simultaneously extending the lower, first stage 1 for situations Ia; Ib and IIa, cf. 1, 2 and 6. In situation Ib, the lower stage 1 is not extended with a four-stage entry, cf. Fig. 7.

The change of passengers for situation IIb 76 cm - EBO platform - takes place with the help of the upper step 3 extended over the outer skin of the vehicle, which in this position fulfills the tasks of bridging the gap and the step to overcome the height difference, cf. Fig. 4.

On the upper step 3, the partial element of the vehicle outer skin is attached in the area of the front edge, which covers the gap between the middle and upper step in the basic position, provided that this area is not to remain open.

The tread width of the lower and middle steps 1, 2 and 2 '(last-mentioned width = retraction of the upper step 3) becomes dependent on the minimum width of the desired entry angle of the tolerated covered platform area for situation Ia and possibly Ib as well as the remaining gap to the 38 cm - EBO - Platform, situation IIa, fixed.

The extension of the upper level for entry situation IIb is used for the permissible remaining gap to the 76 cm EBO platform as well as in connection with the Choice of vehicle floor height chosen for a disabled-friendly entry.

Basically, two designs are provided according to the invention. On the one hand, the entrance area with the necessary components can be designed as a step box in which all components are permanently installed. In addition to the stages, this unit includes the drive units, the facial expressions and safety devices. These are shown in more detail in FIGS. 9 and 10.

FIGS. 11 and 12 show the alternative design with a separate installation of the movable stages 1 and 3. There are two compact structural units, each of which can contain the elements mentioned above. Two different units are required for the entry area described (modular structure).

The design according to FIGS. 9 and 10 shows a step box 10 in a sheet steel or steel frame construction, in which the various components such as steps, drives, movement mechanics and safety devices are installed. Such step boxes 10 are to be regarded as an essential component of a vehicle, since they have a significant influence on the construction of the car body. For example, vehicle side members would have to be pivoted or moved to the center of the vehicle in order to keep the installation areas clear for the complete units. The boxes can be attached to the frame supports or stiffening plates of the car body substructure. In addition to the two movable stages, they also contain the rigid, middle stage.

9 and 10 of the step box described is shown schematically in cross section and in the front view.

9 shows a possible installation situation in a rail vehicle, for example a light rail vehicle.

12

- Fahrzeugtür

14

- Boden des Fahrgastraumes

16

- Längsträger

18

- Kabelkanäle, Wannen für Schaltkästen, Elektronikeinheiten

20

- Kulissenführungen für die Stufen 1 und 3

22

- Verkleidungsteil (Außenwand des Fahrzeuges) für die Stufe 2.

The reference symbols in FIGS. 9 and 10 have the following meaning:

12th

- vehicle door

14

- Floor of the passenger compartment

16

- side member

18th

- Cable ducts, trays for switch boxes, electronic units

20th

- Scenic tours for levels 1 and 3

22

- Cladding part (outer wall of the vehicle) for level 2.

11 and 12 show the already mentioned tread area with a modular structure. Each movable stage 1 and 3 with drive, kinematics and safety devices forms a compact, closed unit 24, 26. In contrast to the design according to FIGS. 9 and 10, it is less an integral part of the construction and more an integrated unit. The entry area contains two different compact units. The middle, rigid stage 2 is an integral part of the vehicle body. FIG. 11 clearly shows the changed installation situation on the vehicle in the modular construction compared to the construction in FIG. 9. Reference numeral 28 denotes a stage 2 trim member attached to the upper stage 3.

The individual stages 1, 2 and 3 of the entry will be described below with reference to FIGS. 13 to 26. A three-stage entry is shown in the figures. The following explanations also apply equally to an entry with more than three levels.

In the idle state, the lower step 1 is hidden behind the vehicle outer skin 6 or under the vehicle floor. In the event of an operation, it must be extended and then represents the lowest possible step when entering the vehicle.

Level 1 must be motorized from its rest or starting position to a certain height above the top edge of the rail, cf. 1, 2 and 6, are moved directly to the outer skin 6 of the vehicle. It must be sufficiently statically dimensioned to be able to absorb the weight load when changing passengers over a load-bearing width of approx. 1.5 m. The storage and guidance of the stage can be done by means of a lateral guide 20, cf. Fig. 10, or a telescopic pull-out. Rolling bearings, balls or slide rails can be used here at the power transmission points. Likewise, the use of rotatable, lateral guide struts can be realized, which can be mounted in roller bearings or plain bearing bushes. The stage can reach the operating position in several ways. Three different types of movement are explained below with reference to FIGS. 13 to 21, namely the pushing out, swinging out and unfolding.

13 to 18 show the lower stage 1 being pushed out. The stage 1 is moved linearly out from under the car floor or out into the operating position through a cutout in the outer skin of the vehicle. The end positions are defined by the drive mechanism and can also be defined by limiting the movement paths (stops, limit switches). The statically safe design is easy with this design. The linear movement can be generated by various drives. 13 and 14 outline the use of a gear / rack combination 30 with an electric motor drive 32. FIG. 13 shows stage 1 in the retracted state and FIG. 14 in the extended state. Another option is a split, counter-rotating spindle drive 34 with scissors mechanism 36, cf. 15 and 16, or a direct spindle drive 38, cf. 17 and 18. FIGS. 15 and 16 show the stage 1 in the extended state in a side view and a top view, the reference numeral 40 designating the vehicle outer edge. FIG. 17 shows a top view with stage 1 retracted and FIG. 18 shows a side view with stage 1 extended.

It is also possible to use a hydraulic or pneumatic cylinder as a direct or indirect drive.

19, the pivoting out of stage 1 is shown. Here, stage 1 executes a curved movement 42, which is caused by lateral strut pairs 46 that can be driven by a drive cylinder 44. The stage can be swiveled up or down, whereby both end positions must be monitored, since they are not clearly defined. Here, locking can take place when the respective end position is reached. This is particularly important in the operating position during passenger use. Unintentional lowering must be ruled out.

20 and 21 show a further type of movement, namely the unfolding of the lower step 1. The underside of the step therefore forms part of the outer skin of the vehicle 6. The step is rotatably mounted 47 and, if necessary, is rotated 90 ° away from the vehicle, if necessary that the tread is released for use. The component can be mounted laterally in roller or slide bearings. The movement of the stage can e.g. B. be accomplished by rotating the axis via an electric drive 48. Here, a worm or gearwheel gear 50, which acts on the shaft, can be used, FIG. 20. Another drive option is shown in FIG. 21. Here the drive 52 acts on components 54 which are located in the extension of the step frame behind the outer skin of the vehicle and are used as a lever arm for power transmission.

The end position of the step is determined by limiting the rotary movement. Appropriate dimensioning of the step frame and the bearing bolts enables a structurally sufficiently safe design.

Depending on the design of the entry area, the middle step 2 becomes part of the steel frame construction of a step box 10 or part of the vehicle construction, FIG. 11. In any case, it is a rigid component, the position of which in the entry area is determined by the boundary conditions described. An advantage of this design is the minimization of the number of moving parts. In addition, this makes the structure of the entry area shown only meaningful, since three units with movable steps show no significant advantage over the step box from the point of view of the vehicle construction.

In the starting position, the upper stage 3 forms part of the passenger compartment floor 5 in the door area. It is flush with the outside edge of the vehicle, cf. Fig. 3, 22 and 23. For certain entry-level situations, the step towards the middle of the car is pulled under the interior floor and then releases the middle step or steps that were previously covered, cf. 1, 2, 6 and 7.

In another application, the step is pushed outward by a desired amount. Level 3 is extended and in the zero position is the only usable appearance, cf. 3, 4 and 8. Since the step can be pushed under the passenger compartment floor, a threshold which corresponds to the height of the floor structure must be accepted. Below are constructive Possible ways of eliminating them are shown.

The visible and usable part of stage 3 corresponds in width and depth to the other stages 1, 2 and 2 ', cf. 22 and 23. The total depth of step 3 results from the depth of the hidden middle steps 2 (2 ') and the desired extension length 60. This area is covered by the passenger compartment floor 5 in the rest position. Since the step can also be retracted (pull-in length 62), it must be taken into account that there are installation dimensions that can be 40% of the vehicle width. Since entrances can be provided in parallel on both sides of the vehicle, it is clear from this that the units must be as compact as possible. The use of a central drive, which lies between the steps and optionally acts on one of the steps, cannot be ruled out.

The drive unit of this stage 3 must be able to move the complete component linearly in two directions from the rest position. For this purpose, in particular the use of a spindle drive with drive motor 56, gear pair 57, spindle 59 and spindle nut 61, cf. Fig. 22 or a gear 58 / rack 63 combination with drive motor 65, cf. Fig. 23 provided. It is also possible to use a hydraulic or pneumatic cylinder, possibly in conjunction with a lever mechanism. Storage and guidance of the step frame can be ensured, as in step 1, by means of a telescopic pull-out (for the entire step or only for the protruding part) or by means of side link guides 67.

When structuring the stepped frame and the guides, the special load due to the cantilevered extension length 60 and the clear entry width of approx. 1.5 m must be taken into account. The end positions (extended, retracted) of the step are delimited the range of motion of the drive mechanism is set with sufficient certainty.

• 1. Die Endpositionen der Stufen im Ruhezustand und insbesondere bei der Benutzung durch Personen im aktiven Modus müssen durch konstruktive Gegebenheiten definiert sein oder durch zusätzliche Bauteile, wie z. B. Verriegelungen oder Anschläge definiert werden. Eine zusätzliche Überwachung der Stufenlage durch z. B. elektromechanische Bauteile (Endschalter, Kontaktrelais) ist anzustreben.
• 2. Eine Bewegung der Bauteile aus dem aktiven Modus heraus in die Ausgangsposition darf nur dann erfolgen, wenn die Stufe unbelastet ist, eine Benutzung durch Personen also nicht mehr vorliegt. Hier ist eine überwachung durch Belastungsschalter unter einer federnd gelagerten Auftrittsfläche möglich. Der Auftrittsbereich kann zusätzlich durch Licht- oder Infrarotschranken oder Bewegungsmelder überwacht werden. Eine eingeleitete Bewegung der Stufen ist beim Ansprechen eines der genannten Sicherungsbauteile abzubrechen.
• 3. Beim Ausfahren der Stufen muß, unabhängig von der gewählten Bewegungsform, die Kollision mit Fremdkörpern in Erwägung gezogen werden. Hier kann die Bewegung durch mechanische Elemente (Rutschkupplung) ebenso wie durch elektrische bzw. elektronische Bauteile (Endschalter, Kontaktleiste, Druckwellenschalter, Überlastkontrolle) abgebrochen werden.
• 4. Eventuell auftretende Funktionsstörungen sollen erfaßt und gemeldet werden, um eine gefährdende Benutzung des Bauteils auszuschließen. Die Endlagenüberwachung der Stufen mit Rückmeldung an den Fahrzeugführer oder eine elektronische Steuerungseinheit ist hierfür ein geeigneter Lösungsweg.

Operational safety is generally a top priority. The following safety aspects must therefore be taken into account for the components covered here:

• 1. The end positions of the steps in the idle state and in particular when used by people in active mode must be defined by structural conditions or by additional components, such as. B. locks or stops can be defined. An additional monitoring of the level by z. B. Electromechanical components (limit switches, contact relays) should be aimed for.
• 2. A movement of the components from the active mode into the starting position may only take place if the step is unloaded, ie it is no longer used by people. Monitoring by load switches under a spring-loaded tread surface is possible here. The performance area can also be monitored by light or infrared barriers or motion detectors. An initiated movement of the steps must be stopped when one of the safety components mentioned responds.
• 3. When extending the steps, regardless of the selected form of movement, the collision with foreign bodies must be considered. Here the movement can be interrupted by mechanical elements (slip clutch) as well as by electrical or electronic components (limit switch, contact strip, pressure wave switch, overload control).
• 4. Any malfunctions that occur should be recorded and reported in order to rule out hazardous use of the component. The end position monitoring of the stages with feedback to the vehicle driver or an electronic control unit is a suitable solution for this.

In the event of a malfunction on a movable step, further use by passengers, e.g. B. Lock the doors. This procedure is unproblematic since a rail vehicle is equipped with several exits on each side of the vehicle. There is a concrete need for action in the event of damage to a stage if an extended stage prevents further vehicle movement. The defective step must then be returned to the starting position manually. In hydraulic and pneumatic drives, this would e.g. B. require a manual valve through which the cylinder can be switched to depressurized. With electric drives, it must be possible to replace the function of the motor manually (crank drive, handwheel). If such interventions in the normal functional sequence have an impact on the end position safeguard, it must be possible to restore it manually by means of additional safeguards (locking bolts, safety catch). Basically, a return of the stage via spring / damper systems would also be conceivable. B. to consider by fatigue.

The height of the passenger compartment floor structure results from the strength of the materials used and the static requirements. Since the upper step 3 has to be pulled under the floor 5 in certain situations, a threshold at this height is present in the zero position or in the extended state, cf. Fig. 24. The loss of comfort when using the passenger can be caused by bevels of the floor can be reduced.

The threshold can be eliminated by partially raising level 3 in the positions mentioned. For this purpose, the step is divided into three parts, an inner part 70, a middle part 72 and an outer part 74, of which the outer part 74 and the inner part 70 are rotatably supported 76, 78 in the rigid step frame at their front ends and are designed to be liftable at their rear ends by the lifting device 80. FIGS. 24 to 26 show the possibilities of overcoming the difference in level between the surface of step 3 and the passenger compartment floor when the rest position, FIGS. 24 and 25, or when the step is extended, FIG. 26. The reference numeral 82 denotes a rigid step frame.

Another way to minimize the threshold is to reduce the floor thickness. The vehicle floor in the middle of the steps would have to be supported. It would be conceivable to hang the floor in the entry area via a central pole or with a support in the middle of the step, although step 3 would have to be slotted.

Claims (18)

1. An entrance for railway vehicles having at least three steps in the entrance region, of which at least the lowest step is constructed so that it can be separately moved outwards in relation to the vehicle shell,
   characterised in that at least the uppermost step (3) of the upper steps is constructed so that it can move out and in separately in relation to the vehicle shell,
   and in that the final position of the extension movement of the steps (1, 3) is determined by means for limiting the movement.
2. An entrance according to Claim 1,
   characterised in that the middle step (2) or the middle steps (2, 2') has or have a fixed arrangement.
3. An entrance according to Claim 1,
   characterised in that the middle steps (2, 2') are constructed so that they can be moved outwardly and/or inwardly.
4. An entrance according to one of the preceding Claims,
   characterised in that the lowest step (1) or lower steps (1, 2) is disposed concealed behind the railway vehicle shell (6) or beneath the vehicle base in the non-operative state.
5. An entrance according to one of the preceding Claims,
   characterised in that the steps (1, 2, 2', 3) with their guide mechanisms and drives are installed in a box (10) consisting of a steel sheet or frame construction, which is integrated in the coach body construction of the railway vehicle.
6. An entrance according to Claim 5,
   characterised in that the box (10) is fixed to the frame stretcher or to reinforcing sheets of the substructure of the coach body.
7. An entrance according to one of the preceding Claims,
   characterised in that the movable steps with guide mechanisms and drives are in each case separate units mounted separately on the coach body construction of the railway vehicle.
8. An entrance according to one of the preceding Claims,
   characterised in that the middle step (2) or the middle steps (2, 2') are constructed as fixed components of the coach body of the railway vehicle.
9. An entrance according to one of Claims 1 to 7,
   characterised in that the lowest step (1) is extensibly mounted and guided in a guide bar bracket (20) or a telescopic extension.
10. An entrance according to Claim 9,
    characterised in that to push out the step (1) a motor-driven (32), hydraulically driven or pneumatically driven toothed wheel/rack-and-pinion drive (30) or birotatory spindle drive (34) with a shearing mechanism or direct spindle drive (38) is provided.
11. An entrance according to one of Claims 1 to 7,
    characterised in that the lowest step (1) is mounted so that it can swivel out on a strut arm (46) which can be actuated by a driving cylinder (44).
12. An entrance according to one of Claims to 7,
    characterised in that the lowest step (1) is disposed so that it can swing out around an axis of rotation (4/).
13. An entrance according to Claim 12,
    characterised in that to swing out the step (1) a motor-driven (48) worm or gear drive (50) is provided.
14. An entrance according to Claim 12 or 13,
    characterised in that in the non-operative state the lowest step (1) forms a part of the shell of the railway vehicle or can be retracted behind the shell.
15. An entrance according to one of the preceding Claims,
    characterised in that in the non-operative or initial position the uppermost step (3) forms a part of the floor of the passenger compartment (5) in the door region and ends flush with the outer edge of the vehicle and is also constructed extensibly and retractably beneath the floor of the passenger compartment in such a manner that in the retracted position the middle step (2) or the middle steps (2'), which in the non-operative position of the upper step (3) is or are covered by this step, are freed.
16. An entrance according to Claim 15,
    characterised in that to extend and retract the uppermost step (3) a displaceable mounting and guide mechanism is provided in lateral guide bar brackets or in a telescopic extension and a motorised drive is provided via a toothed wheel/spindle drive (56) or a toothed wheel/rack-and-pinion drive (58).
17. An entrance according to Claim 1,
    characterised in that the means for limiting the movement are locking devices and/or stops.
18. An entrance according to one of the preceding Claims,
    characterised in that in the direction of movement the upper step (3) consists of three parts (70, 72, 74), of which the two outer parts (70, 74) are pivoted in the step frame at their front ends and at their rear ends are constructed so that they can be lifted by a lifting device (80).

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