EP3208169A1 - Public transport vehicle, in particular rail vehicle or bus, and method for producing the vehicle - Google Patents

Abstract

The invention relates to a vehicle for public transport, in particular rail vehicle or bus, with a car body (102) having an interior space with a floor (104) and at least one door opening for an access door (105) the interior has an access area, via which persons entering the vehicle through the door opening can reach a travel area and / or reach the door opening via the persons from the travel area, the floor at the door opening has a first height level which is above / below a second height level of a floor area at a distance from the door opening, the floor in the access area has a first ramp (32) over which the floor rises / falls from the first height level to the second height level, - A floor surface area of the first ramp (32) in a course of the first ramp (32) from the first height level to the second height level with a maximum inclination of the first ramp (32) in a corresponding direction of greatest inclination from the first height level extending to the second height level, - A side edge (33) of the first ramp (32) in a margin from the first height level to the second height level and the first ramp (32) on the side edge (33) to a step and / or at least one further ramp with a direction of inclination other than the direction of greatest inclination of the first ramp (32) adjacent and / or forms an outer edge of the floor, - The lateral edge of the first ramp (32) in a plan view from above viewed at least in a portion of its edge course from the first height level to the second height level of a straight line of inclination of the first ramp (32) extending in the direction of greatest inclination the first ramp (32) extends.

Description

The invention relates to a vehicle for public transport, in particular rail vehicle or bus, with a car body having an interior with a floor and at least one door opening for an entrance door. The invention further relates to a method for producing such a vehicle.

Known public transport vehicles often have occupied areas for persons while the vehicle is traveling, the floors of which are at a height level different from the height level at the entrance door of the vehicle. For example, in trams, the height level at the entrance door or at the door opening of the entrance door at a low altitude above the roadway. In the common area for people while driving, which can also be referred to as a travel area, but in many cases a higher height level is required. For coaches applies accordingly. When traveling on its own lanes of rail vehicles, such as rapid-transit railways and regional trains, the height level of the floor at the entrance door opening as possible to the same height level as the platform, via which the people board the vehicle or on the people leave the vehicle again , There are different height levels for platforms, so that it can also come as in buses or trams to height levels of the floors at the entrance door opening, which are below the height level of the travel areas. However, it may also happen that the height level at the door opening is above that of the travel areas or passage areas through which the persons pass from the entry area into the travel area and vice versa. This is also e.g. in some double-decker trains the case.

For various reasons, steps in the entrance area of the vehicle are avoided as far as possible or at least one path is provided over which persons can steplessly come from the entrance area into the transit area or into the travel area. In particular, heavy cases should be able to be rolled continuously over the floor. Also barrier-free accesses for wheelchair users are to be provided. If, as in most cases, the access door is located in the side wall of the vehicle, a change of direction into the passage area or into the travel area is required on the barrier-free path starting from the door opening. In particular, the in the center of the vehicle, extending in the vehicle longitudinal direction floor area in the entrance area are at a height level, which is different from the height level at the door opening. This height level in the middle of the vehicle can already be the height level of the floor in the travel area or, for example, barrier-free access from the entrance area to the travel area can be present via at least one ramp. In the travel sector, there may be, in particular, a subarea intended for wheelchairs.

The mentioned steps in the floor, i. abrupt changes in floor height level are a form of barrier particularly for wheelchair users. However, as another form of barrier, ramps, i. e. continuously rising floor surface areas, whose incline (i.e., grade or slope) is too great. Often, certain slope values are given as maximum values. For example, The maximum slope for public transport ramps ranges from 5% to 8%. This allows people with reduced mobility, not only wheelchair users, to cross the access area safely and in a short time.

WO 2007/074145 A1 describes a rail vehicle with a car body having an interior with a floor and at least one access door, wherein the interior has a travel area and an entry area and the entrance door is located in the boarding area. The floor in the travel area has a first level and the floor in the boarding area has a second level that is different from the first level. The second level is a first default entry level for a substantially stepless entry from a first standard track level, while the first level is an intermediate level between the second level and a third level. The third level is a second default entry level for a substantially stepless entry from a second standard track level, wherein the first standard track level is immediately adjacent to the second standard track level. In particular, the level at a first access door may differ from the level at an opposite, second access door. From both entrance doors it is possible to reach the level in the middle area of the vehicle via a ramp. On the way there or in the middle of the vehicle then a change of direction on the way to the travel area is required.

WO 2012/117093 A1 describes a component for rail vehicles having a sandwiched element. The component may be as a floorboard part for a rail vehicle with a molded entry ramp. The ramp extending from the door opening is followed by a substantially horizontal and even floor surface. At the edges of the ramp can connect further floor elements, which are also designed as ramps, but with different inclination and other direction of inclination. At the edges of the ramps, where the ramps merge, the floor is angled. When crossing such edges from one ramp to the other ramp, therefore, the inclination of the floor changes. The main ramp, which extends from the access door to the flat floor surface in the center of the vehicle, is rectangular. In order to avoid steps at their lateral edges, a triangular side ramp is arranged on each lateral edge of the main ramp. The inclination directions of the main ramp on the one hand and the side ramps on the other hand, ie the directions of greatest inclination of the respective ramp, are perpendicular to each other. The inclination of the side ramps is significantly greater than the inclination of the main ramp. In the figure description of the present application, an example of such a ramp arrangement will be described.

It is an object of the present invention to provide a public transport vehicle having a car body having an interior space with a floor and at least one door opening for an entrance door, wherein the height level of the floor at the door opening is from that in a travel area of the interior space and wherein a change of direction of persons who overcome the difference in level between the different height levels when entering the rail vehicle or when getting out of the rail vehicle, barrier-free and convenient to be designed. It is another object of the present invention to provide a manufacturing method for such a vehicle.

The way a person walks or drives from the doorway into the vehicle interior may be referred to as a lane, lane, disability track, or just a lane. It should have a minimum width and be step-free over its entire course and should not exceed predetermined maximum values for the inclination of the floor. In practice, the track width is eg 80 cm or 1 m and is the maximum value for the Slope in a range of 5% to 8%. If the entrance ramp arrangement as already based on WO 2012/117093 A1 mentioned and later in the description of the Fig. 3 designed in more detail, the barrier-free lane leads over the main ramp in the center of the vehicle and from there (especially at right angles) kinking in the vehicle longitudinal direction. If the person already changes direction before reaching the center of the main ramp at the vehicle, he / she will at least also cross one of the side ramps, which has a greater inclination. In some cases, the width of the flat floor area in the vehicle center may even be smaller than the required minimum track width. In this case, the person's path inevitably leads over one of the side ramps. If there are steps instead of the side ramps, the comfort when crossing the boarding area is even lower.

• der Innenraum einen Reisebereich für einen Aufenthalt von Personen während einer Fahrt des Fahrzeugs aufweist,
• der Innenraum einen Einstiegsbereich aufweist, über den durch die Türöffnung in das Fahrzeug einsteigende Personen den Reisebereich erreichen können und/oder über den Personen aus dem Reisebereich die Türöffnung erreichen können,
• der Fußboden an der Türöffnung ein erstes Höhenniveau hat, das über oder unter einem zweiten Höhenniveau eines Fußbodenbereichs in einem Abstand zu der Türöffnung liegt,
• der Fußboden in dem Einstiegsbereich eine erste Rampe aufweist, über die der Fußboden von dem ersten Höhenniveau zu dem über dem ersten Höhenniveau liegenden zweiten Höhenniveau ansteigt oder zu dem unter dem ersten Höhenniveau liegenden zweiten Höhenniveau abfällt,
• ein Fußboden-Oberflächenbereich der ersten Rampe sich in einem Verlauf der ersten Rampe von dem ersten Höhenniveau zu dem zweiten Höhenniveau mit einer größten Neigung der ersten Rampe in einer entsprechenden Richtung größter Neigung von dem ersten Höhenniveau zu dem zweiten Höhenniveau erstreckt,
• ein seitlicher Rand der ersten Rampe in einem Randverlauf von dem ersten Höhenniveau zu dem zweiten Höhenniveau verläuft und die erste Rampe an dem seitlichen Rand an eine Stufe und/oder zumindest an eine weitere Rampe mit anderer Neigungsrichtung als die Richtung größter Neigung der ersten Rampe angrenzt und/oder einen Außenrand des Fußbodens bildet,
• der seitliche Rand der ersten Rampe sich in einer Draufsicht von oben betrachtet zumindest in einem Abschnitt seines Randverlaufs von dem ersten Höhenniveau zu dem zweiten Höhenniveau von einer geraden Neigungslinie der ersten Rampe entfernt, die sich in der Richtung größter Neigung der ersten Rampe erstreckt.

It is proposed: A vehicle for public transport, in particular rail vehicle or bus, with a car body having an interior space with a floor and at least one door opening for an entrance door, wherein

• the interior has a travel area for a stay of persons during a journey of the vehicle,
• the interior has an access area, via which persons entering the vehicle through the door opening can reach the travel area and / or reach the door opening via the persons from the travel area,
• the floor at the door opening has a first height level which is above or below a second height level of a floor area at a distance from the door opening,
• the floor in the boarding area has a first ramp over which the floor rises from the first height level to the second height level above the first height level, or drops to the second height level below the first height level,
• a floor surface area of the first ramp extends in a course of the first ramp from the first height level to the second height level with a maximum inclination of the first ramp in a corresponding direction of greatest inclination from the first height level to the second height level;
• a lateral edge of the first ramp in an edge progression from the first height level to the second height level, and the first ramp at the lateral edge to a step and / or at least to another ramp with direction of inclination other than the direction of greatest inclination of the first ramp and / or forms an outer edge of the floor,
• the lateral edge of the first ramp is at least in a portion of its edge course from the first height level to the second height level in a plan view viewed from above from a straight inclination line of the first ramp extending in the direction of greatest inclination of the first ramp.

• in dem Innenraum ein Reisebereich für einen Aufenthalt von Personen während einer Fahrt des Fahrzeugs vorgesehen wird,
• in dem Innenraum ein Einstiegsbereich vorgesehen wird, über den durch die Türöffnung in das Fahrzeug einsteigende Personen den Reisebereich erreichen können und/oder über den Personen aus dem Reisebereich die Türöffnung erreichen können,
• der Fußboden an der Türöffnung auf ein erstes Höhenniveau gelegt wird, das über oder unter einem zweiten Höhenniveau eines Fußbodenbereichs in einem Abstand zu der Einstiegstür liegt,
• der Fußboden in dem Einstiegsbereich durch eine erste Rampe gebildet wird, über die der Fußboden von dem ersten Höhenniveau zu dem über dem ersten Höhenniveau liegenden zweiten Höhenniveau ansteigt oder zu dem unter dem ersten Höhenniveau liegenden zweiten Höhenniveau abfällt,
• ein Fußboden-Oberflächenbereich der ersten Rampe so ausgestaltet wird, dass er sich in einem Verlauf der ersten Rampe von dem ersten Höhenniveau zu dem zweiten Höhenniveau mit einer größten Neigung der ersten Rampe in einer entsprechenden Richtung größter Neigung von dem ersten Höhenniveau zu dem zweiten Höhenniveau erstreckt,
• ein seitlicher Rand der ersten Rampe in einem Randverlauf von dem ersten Höhenniveau zu dem zweiten Höhenniveau so angeordnet wird, dass die erste Rampe an dem seitlichen Rand an eine Stufe und/oder zumindest an eine weitere Rampe mit anderer Neigungsrichtung als die Richtung größter Neigung der ersten Rampe angrenzt und/oder einen Außenrand des Fußbodens bildet,
• der seitliche Rand der ersten Rampe so angeordnet wird, dass er sich in einer Draufsicht von oben betrachtet zumindest in einem Abschnitt seines Randverlaufs von dem ersten Höhenniveau zu dem zweiten Höhenniveau von einer geraden Neigungslinie der ersten Rampe entfernt, die sich in der Richtung größter Neigung der ersten Rampe erstreckt.

It is further proposed: A method for producing a vehicle for public transport, in particular a rail vehicle or bus according to one of the preceding claims, wherein in a car body, which has an interior with a floor and at least one door opening for an entrance door,

• in the interior a travel area is provided for a stay of persons during a journey of the vehicle,
• an access area is provided in the interior, via which persons entering the vehicle through the door opening can reach the travel area and / or reach the door opening via the persons from the travel area,
• laying the floor at the door opening at a first height level which is above or below a second height level of a floor area at a distance from the entrance door,
• the floor in the boarding area is formed by a first ramp over which the floor rises from the first height level to the second height level above the first height level, or drops to the second height level below the first height level,
• a floor surface area of the first ramp is configured to extend in a course of the first ramp from the first height level to the second height level with a maximum inclination of the first ramp in a corresponding direction of greatest inclination from the first height level to the second height level .
• a lateral edge of the first ramp is arranged in an edge course from the first height level to the second height level such that the first ramp at the lateral edge adjoins one step and / or at least one further ramp with a different inclination direction than the direction of greatest inclination of the first Ramp adjoins and / or forms an outer edge of the floor,
• the lateral edge of the first ramp is arranged so as to be at least in a portion of its edge course from the first height level to the second height level from a straight inclination line of the first ramp viewed in a plan view from the top first ramp extends.

Optionally, the first ramp may have a second lateral edge opposite the aforementioned first lateral edge, and also extending in the course of its edge from the first height level to the second height level from the straight slope line of the first ramp extending in the direction greatest slope of the first ramp extends. In particular, at least portions of the opposite lateral edges may be symmetrical to a straight line of symmetry extending in the direction of greatest slope of the first ramp.

It can therefore be defined at opposite lateral edges, a width of the first ramp, which is to be determined in a direction perpendicular to the direction of greatest inclination. In particular, it is proposed that this width increases in the course of the first ramp in the direction of greatest inclination from the first height level to the second height level.

By the side edge of the first ramp away from the straight inclination line, an area of the first ramp is available to a person in which the person can easily change their direction of travel without having to leave the first ramp. Therefore, if a person moves, for example, from the doorway first in the direction of maximum inclination over the first ramp, the person can already change their direction of movement before the end of the first ramp, without having to cross the lateral edge of the first ramp. In particular, if the width of the door opening and / or the width of the first ramp at the door opening is as large as the minimum track width for barrier-free access or not substantially greater than this minimum track width, only allows the changing from the straight line of inclination lateral edge the direction change yet before the end of the first ramp. This is based on the finding that in the area of curves an increased track width is needed to make the change of direction comfortable.

In particular, the floor surface formed by the first ramp may be flat, i. the slope or slope in the direction of greatest inclination is constant. However, especially in edge regions of the ramp at the door opening and / or at the opposite end at the second height level, the inclination may change continuously, so that e.g. at a transition between a horizontally extending floor area to the first ramp no sharp kinking edge is present. Instead, there is instead a round floor surface that is round in the direction of the transition. Although such a rounding is also possible at the lateral edge of the first ramp, this is not preferred.

It is preferred that the lateral edge of the first ramp in the portion of its edge course be removed from the first height level to the second height level with continuously increasing distance to the straight slope line of the first ramp. At opposite lateral edges, it is preferable that the width of the first ramp continuously increases in a portion of the course of the first ramp in the direction of greatest inclination from the first height level to the second height level. The continuously increasing distance or the continuously increasing width of the first ramp allow a gradual change of direction of the person.

In particular, the portion of the edge course of the first ramp, in which the distance to the straight inclination line continuously increases, may end at the second height level. At opposite lateral edges, the portion of the course of the first ramp, in which the width of the first ramp increases continuously, may end at an edge of the first ramp at the second height level. The change of direction can therefore be done conveniently at the end of the first ramp shortly before reaching the second height level.

The lateral edge of the first ramp can, as mentioned, run on a step of the floor and / or on an outer edge of the floor. However, it is preferred that the first ramp (in particular also or only in the mentioned section of the edge profile) adjoins with its lateral edge at a second ramp, wherein a direction of greatest inclination of the second ramp differs from the direction of greatest inclination of the first ramp. In particular, the inclination of the second ramp, which is to be determined in its direction of greatest inclination, greater than the inclination of the first ramp, in the To determine the direction of greatest inclination. In this way, a step on the lateral edge or in the portion of the lateral edge can be avoided. In particular, the boundary between the first ramp and the second ramp formed by the lateral edge or the portion of the lateral edge of the first ramp extends to the second height level, ie to the local end of the first ramp. In particular, in the area of the first ramp available for the comfortable change of direction of persons can therefore be dispensed with lateral steps. Therefore, if a person moves beyond the lateral edge of the first ramp, although a floor area with a different inclination (in terms of direction and / or size of the inclination) to cross, but also this way can be designed stepless.

The design of the first ramp has previously been described both for a lateral edge and for the optional corresponding design of two opposite lateral edges. With regard to the second ramp, however, only their arrangement on a lateral edge has hitherto been described. Of course, it is possible that also at a second, opposite lateral edge, a further second ramp is present. The further second ramp may have the same or corresponding features as the second ramp described above and described below. This also applies to the arrangement of the second ramps at the respective lateral edge of the first ramp. This also applies to an optional third ramp, which will be described in more detail. This means that there is optionally also a further third ramp whose characteristics result from the description of the third ramp described below. In particular, the assembly consisting of the first ramp and the two second ramps, and optionally of two third ramps, may be symmetrical about a line of symmetry extending in the direction of greatest slope of the first ramp.

As mentioned, the boundary between the first ramp and the second ramp may extend to the second height level. In particular, in this case, it is preferable that an edge of the second ramp is at the second height level. In this way, it is possible that along a portion of the lateral edge of the first ramp alone, the second ramp forms that surface area of the floor which closes the gap between the lateral edge of the first ramp and the second height level. Optionally, at least one edge of the second ramp may be as before also be rounded for edges of the first ramp at the first height level and at the second height level, so that no sharply kinking edge of the second ramp is formed.

In particular, the edge of the second ramp at the second height level and the edge of the first ramp at the second height level may be perpendicular to each other. Optionally, the transition between the edge of the second ramp at the second height level and the edge of the first ramp at the second height level may be rounded. Due to the right-angle course, the overall arrangement of the first ramp and the second ramp (optionally with the exception of the rounded transition) can fill in a right-angled part of the entrance area seen from above. Therefore, the floor at the second height level can be recessed in a simple manner at right angles and can be mounted in the recess, the ramp assembly.

In particular, when the lateral edge of the first ramp extends in a straight direction to the second height level, the direction of greatest inclination of the second ramp may be perpendicular to the direction of greatest inclination of the first ramp. For example, Therefore, the direction of greatest inclination of the first ramp viewed from above is perpendicular to the door opening in the center of the vehicle and extends the direction of greatest inclination of the second ramp in the direction of travel of the vehicle.

As mentioned, the first ramp at the lateral edge may adjoin a third ramp, wherein a direction of greatest slope of the third ramp is different from both the direction of greatest slope of the second ramp and the direction of greatest slope of the first ramp. The third ramp avoids a step in a portion of the lateral edge of the first ramp where the first ramp does not transition to the second ramp.

It is preferred that the third ramp merges at an edge of the third ramp without a step into the second ramp. In this case, there is also no barrier in the form of a step at the transition between the second and the third ramp. In particular, the inclination of the third ramp to be determined in the direction of the greatest inclination of the third ramp may be greater than the inclination of the second ramp.

In particular, when the common boundary of the first ramp and the second ramp is straight and the common boundary of the first ramp and the third ramp is also straight but in a different straight direction, both the second ramp and the third ramp may be triangular Have shape. Optionally, a corner region of the per se triangular second ramp is cut straight or along a curved line. This may be the case in particular when the second ramp is at an outer edge of the floor, e.g. on a door pillar trim, ends.

By means of said triangular shapes of the second ramp and the third ramp, an exit of the floor at the second height level together with the first ramp can be completed completely and step-less.

As already mentioned, the lateral edge of the first ramp may be a first lateral edge and the first ramp may have a second lateral edge that is opposite the first lateral edge and that extends in an edge course from the first height level to the second height level Ramp also adjacent to the second lateral edge of a step and / or at least one further ramp with a different inclination direction than the direction of greatest inclination of the first ramp and / or forms an outer edge of the floor. As mentioned, a further second ramp and optionally a further third ramp with the features already described above can also be present at this second lateral edge of the first ramp.

In particular, the floor surface formed by the first ramp may continuously form a plane between the first lateral edge and the second lateral edge, i. The slope of the first ramp is constant.

Fig. 1

einen Querschnitt durch einen Wagenkasten eines Schienenfahrzeugs, wobei der Fußboden in einem Einstiegsbereich an gegenüberliegenden Türöffnungen auf unterschiedlichen Höhenniveaus liegt,

Fig. 2

eine Draufsicht auf den Fußboden eines unterbrochen dargestellten Längsabschnitts eines Fahrzeugs mit zwei Einstiegsbereichen und einem zwischen den Einstiegsbereichen angeordneten Reisebereich,

Fig. 3

eine Rampenanordnung für einen Einstiegsbereich gemäß dem Stand der Technik,

Fig. 4

eine Draufsicht auf eine Rampenanordnung ähnlich der in Fig. 4 gemäß dem Stand der Technik,

Fig. 5

eine Draufsicht auf einen Fußboden in einem Einstiegsbereich und in einem Durchgangsbereich mit der Rampenanordnung gemäß Fig. 4,

Fig. 6

eine Draufsicht auf einen Fußbodenbereich mit einer Rampenanordnung entsprechend der in Fig. 4, jedoch mit einer bevorzugten Rampenanordnung gemäß der vorliegenden Erfindung,

Fig. 7

eine Draufsicht auf einen Teil eines Einstiegsbereichs und eines Durchgangsbereichs mit der Rampenanordnung aus Fig. 6,

Fig. 8

eine schematische Draufsicht auf eine Rampe gemäß der vorliegenden Erfindung, bei der lediglich einer der beiden seitlichen Ränder der Rampe in seinem Randverlauf von einem ersten Höhenniveau auf ein zweites Höhenniveau einen Abschnitt aufweist, der sich von einer geraden Neigungslinie der Rampe, die in der Richtung größter Neigung verläuft, kontinuierlich entfernt,

Fig. 9

eine schematische Draufsicht auf ein weiteres Ausführungsbeispiel einer Rampe, wobei lediglich der links dargestellte Seitenrand der Rampe Abschnitte aufweist, die sich jeweils kontinuierlich von einer geraden Linie in der Richtung größter Neigung der Rampe entfernen,

Fig. 10

eine schematische dreidimensionale Darstellung einer Rampenanordnung, bei der der Fußboden über die erste Rampe von dem ersten Höhenniveau zu dem unter dem ersten Höhenniveau liegenden zweiten Höhenniveau abfällt,

Fig. 11

einen Querschnitt durch die in Fig. 10 dargestellte Rampenanordnung in der Ebene, in der in Fig. 10 ein aus gestrichelten Linien dargestelltes Rechteck mit einer nach unten abfallenden gestrichelten Linie gezeichnet ist,

Fig. 12

eine schematische dreidimensionale Darstellung einer Rampenanordnung, bei der der Fußboden über die erste Rampe von dem ersten Höhenniveau zu dem über dem ersten Höhenniveau liegenden zweiten Höhenniveau ansteigt, und

Fig. 13

einen Querschnitt durch die in Fig. 12 dargestellte Rampenanordnung in der Ebene, in der in Fig. 12 ein aus gestrichelten Linien dargestelltes Rechteck mit einer nach oben ansteigenden gestrichelten Linie gezeichnet ist.

Embodiments of the invention will now be described with reference to the accompanying drawings. The individual figures of the drawing show:

Fig. 1

a cross-section through a car body of a rail vehicle, wherein the floor is located in an entry area at opposite door openings at different height levels,

Fig. 2

a plan view of the floor of an interrupted longitudinal section of a vehicle with two entry areas and a arranged between the boarding areas travel area,

Fig. 3

a ramp arrangement for an entry area according to the prior art,

Fig. 4

a plan view of a ramp arrangement similar to in Fig. 4 according to the prior art,

Fig. 5

a plan view of a floor in an entry area and in a passage area with the ramp assembly according to Fig. 4 .

Fig. 6

a plan view of a floor area with a ramp arrangement according to the in Fig. 4 but with a preferred ramp arrangement according to the present invention,

Fig. 7

a plan view of a portion of an entry area and a passage area with the ramp assembly Fig. 6 .

Fig. 8

a schematic plan view of a ramp according to the present invention, in which only one of the two lateral edges of the ramp in its edge course from a first height level to a second height level has a portion extending from a straight line of inclination of the ramp, the largest in the direction Inclination runs, continuously removed,

Fig. 9

2 shows a schematic plan view of a further exemplary embodiment of a ramp, wherein only the side edge of the ramp represented on the left has sections which in each case continuously extend away from a straight line in the direction of the greatest inclination of the ramp,

Fig. 10

3 is a schematic three-dimensional representation of a ramp arrangement in which the floor drops over the first ramp from the first height level to the second height level below the first height level,

Fig. 11

a cross section through the in Fig. 10 illustrated ramp arrangement in the plane in which in Fig. 10 a rectangle shown in dashed lines is drawn with a dashed line sloping downwards,

Fig. 12

a schematic three-dimensional representation of a ramp assembly in which the floor over the first ramp from the first height level rises to the second height level above the first height level, and

Fig. 13

a cross section through the in Fig. 12 illustrated ramp arrangement in the plane in which in Fig. 12 a rectangle shown in dashed lines is drawn with a dashed line rising upwards.

Fig. 1 shows a schematic cross-section perpendicular to the running in the direction of travel longitudinal axis of a car body 102 with an interior 103, a floor 104 and opposite entrance doors 105.1, 105.2. The car body 102 is supported by carriages 106 on rails which define a rail top edge 107.

The access doors 105.1, 105.2 are arranged in an access area 103.1 of the interior 103, which extends across the width of the car body 102. As in Fig. 2 A travel area 103.2 (or a passage area to a travel area) of the interior 103 can connect to the access area 103.1 in the longitudinal direction of the car body 102, ie passengers reach the travel area by traversing the entrance area 103.1 starting from the door opening of one of the entrance doors 105. In the illustrated example, the travel area 103.2 extends in the longitudinal direction of the car body 102 as far as a further access area 103.1. The two access areas 103.1, including the access doors, can be designed identically.

For operation in a route network with different height levels BN1 and BN2 of the platform edges above the rail top edge 107, the car body also has different height levels EN1, EN2 of the floor at the door openings of the opposite entrance doors 105.1, 105.2. All height levels are related in the example to the level of the rail top edge 107. However, they could alternatively be related to the surface of the track bed or, in the case of a bus, to the road surface. The middle part 104.1 of the floor 104 in the entry area 103.1 and the entire part 104.2 of the floor 104 in the travel area 103.2 are at a height level Z1, which in the example lies approximately centrally between the height levels EN1, EN2 at the door openings.

In the entry area 103.1 is, as from the cross section of Fig. 1 a ramp 108.1, which establishes a transition from the height level Z1 of the middle part 104.1 of the floor 104 to the lower level level EN1 of the floor at the door opening of the first door 105.1 shown on the right. In addition, there is another ramp 108.2 which makes a transition from the height level Z1 of the middle part 104.1 of the floor 104 to the higher level EN2 of the floor at the door opening of the second door 105.2 shown on the left.

As shown by a dashed line 109, in another embodiment of a car body, the ramp 108.1 may also lead on the right side from the lower altitude level Z1 to a higher altitude level on the right door. Alternatively, both height levels at the opposite entrance doors may be below the height level in the central portion of the floor. Further, in still another embodiment of a car body, either only the right door or only the left door may be present and the height level of the floor on the side without door z. B. equal to the height level in the middle part. In all these cases, at least one ramp is advantageous in order to be able to cover a path from the door opening into the middle section or vice versa without a step. This ramp or a ramp arrangement with this ramp can be designed according to the invention. A ramp arrangement known from the prior art and embodiments of the invention are described below.

In the Fig. 3 shown ramp assembly 1 according to the prior art has a main ramp 2, which is followed by a substantially horizontal and flat floor surface 3 at a second height level. At the front in Fig. 3 shown edge of the main ramp 2, which can be arranged in the region of the door opening of a vehicle, there is a narrow edge element 16 with a substantially horizontally extending surface at a first height level. Such an edge element may optionally also be present in embodiments of the present invention. The horizontal floor surface 3 is located at the second height level, on which lateral side floor surfaces 3a, which are arranged laterally of the main ramp 2, are located. Optionally, the lateral floor surfaces 3a, as indicated by the axis W shown on the left, may extend at an angle to the floor surface 3.

As for example, embodiments of a ramp arrangement according to the invention, the ramp assembly 1 is designed as a one-piece component 1 and has in cross-section a sandwich structure of two cover layers and a core layer with cell structure located between the cover layers. The component 1 may be made of a single sandwich element, i. It has a continuous, seamless sandwich structure with two continuous, seamless cover layers and a continuous core layer. Alternatively, ramp assemblies of multiple elements, particularly planar plate-like elements such as plywood panels forming the individual ramps, may be assembled into a one-piece component or assembled individually in a vehicle.

In the Fig. 3 Lines drawn between different areas, eg the transition line 13 between the main ramp 2 and the floor surface 3, are boundary lines and mean an angling. The ramp assembly 1 is bent or angled about a plurality of non-parallel axes. The following is generally spoken of angled, even if the course can be bent on the axes alternatively and not sharp-edged angled. This may also be the case in embodiments of the present invention.

Shown are the axes X, Y, Y ', W, Z and Z'. Between the floor surfaces 3a and the main ramp 2 is in each case a second, triangular ramp 10, 10 ', which at the transitions 11, 12 along the axis Z and Z' angled against the floor surface 3a and at the transitions 14, 15 along the Axis Y, Y 'unwound against the main ramp 2 run. The inclinations of the second ramps 10, 10 'are greater than those of the main ramp 2 and also the inclination directions are different.

The top view of Fig. 4 schematically illustrates the arrangement of the ramp assembly Fig. 3 formed areas and their inclinations. The inclination directions of the plane E formed by the main ramp 2 with a width t and the planes C formed by the second ramps 10, 10 'are in Fig. 4 represented by arrows pointing in the direction of greatest inclination. In analogy to the illustration in Fig. 3 the arrows are those pointing in the direction of the slope. Alternatively, in the illustration in FIG Fig. 4 to deal with those who are pointing in the direction of a slope. As with the ramp arrangement Fig. 3 and Fig. 4 Embodiments of the invention, respectively, corresponding to entry areas in vehicles used, the height level of the floor at the door opening is lower or alternatively higher than the height level at the opposite end of the main ramp.

The inclination x of the plane E of the main ramp 2 results from the length a of the projection of the plane E to the horizontal and the height difference of the adjacent planes A and B. The inclination y of the planes C of the second ramps 10, 10 'results from the Inclination x of the plane E and the respective width d of the plane C, projected onto the horizontal plane. It should be noted that the edge of the plane C extends to the lateral horizontal floor surface 3a in the horizontal direction at the second height level. The inclination y of the planes C therefore results unambiguously from the width d and the inclination x of the plane E. In practice, the inclination y of the planes C is typically 15% to 25%. In order to keep the inclination y of the levels C small, the width d must be chosen to be large. This entails disadvantages in practice with regard to the transitions between the floor and the side wall. At the in Fig. 3 and Fig. 4 shown dimensional ratios, the width d is approximately in the size range of the panel of the door pillars right and left of the door opening. The distance of the door pillars, in Fig. 4 is equal to the width of the plane E, is denoted by the reference symbol t.

Fig. 5 shows a wheelchair 23 with a width S. The distance traveled by the wheelchair 23 in the door opening way and the direction of change within the vehicle in the direction of travel traveled way both in the direction of travel and in the direction behind the door opening is in Fig. 5 plaid drawn.

Already when driving over the main ramp 2 and not only when reaching the center of the wheelchair 23 can make a change of direction in the direction of travel or against the direction of travel. Therefore, the checkered area on the main ramp 2 is shown with curved edges that indicate the change of direction by cornering. In this direction change, therefore, the wheelchair 23 passes over either a triangular section 21 of the second ramp 10 or a triangular section 21 'of the second ramp 10'. Since the inclination of the second ramps 10, 10 'in practice is greater than the inclination of the main ramp 2, the crossing over of the triangular areas 21, 21' is perceived as uncomfortable and / or as a passing over of a small barrier.

Fig. 5 schematically shows in addition to the ramp assembly consisting of two wings 115a, 115b entrance door of a vehicle, which is designed as a sliding door or turn / slide door, two door pillars 117a, 117b, between which the door opening is located, elements of the outer wall 119 of the car body and handles 118a , 118b, which are fastened to the door pillars 117a, 117b.

• Die seitlichen Ränder 33, 33' der Hauptrampe 32 weisen jeweils zwei Abschnitte 32, 32' und 34, 34' auf, die in gerader Richtung verlaufen. Dabei verlaufen die verschiedenen Abschnitte 32, 34 bzw. 32', 34' der Seitenränder 33, 33' in verschiedene Richtungen. Während die Abschnitte 32, 32' der verschiedenen Seitenränder 33, 33' in dem Ausführungsbeispiel parallel zueinander verlaufen, sodass die Breite der Hauptrampe 32 in diesem Bereich konstant ist, entfernen sich die Abschnitte 34, 34' in ihrem Verlauf zu der horizontalen Ebene A auf dem zweiten Höhenniveau von der Mittellinie der Hauptrampe 32, die auch eine Linie in Richtung der größten Neigung ist und in deren Richtung der Neigungspfeil der Ebene E in Fig. 6 weist. Die Breite der Hauptrampe 32 nimmt daher kontinuierlich von der Türöffnungsbreite t auf die Breite e am entgegengesetzten Ende zu.

In the Fig. 6 in a schematic plan view preferred embodiment of a ramp arrangement with a ramp according to the present invention has according to the known ramp arrangement in Fig. 4 a main ramp 32 forming an inclined plane E, and two second ramps 40, 40 'disposed on opposite sides of the main ramp 32 and forming a further inclined plane D, respectively. However, the inclining direction of these second ramps 40, 40 'is different from the inclining direction of the second ramps 10, 10' in FIG Fig. 4 , Other differences are as follows:

• The lateral edges 33, 33 'of the main ramp 32 each have two sections 32, 32' and 34, 34 ', which extend in a straight direction. In this case, the various sections 32, 34 and 32 ', 34' of the side edges 33, 33 'extend in different directions. While the sections 32, 32 'of the different side edges 33, 33' in the exemplary embodiment run parallel to one another such that the width of the main ramp 32 is constant in this area, the sections 34, 34 'move away from the horizontal plane A in their profile the second height level from the center line of the main ramp 32, which is also a line in the direction of the greatest inclination and in the direction of the inclination arrow of the plane E in Fig. 6 has. The width of the main ramp 32 therefore increases continuously from the door opening width t to the width e at the opposite end.

The sections 34, 34 'also form the transitions to the second ramp 40, 40', which are each inclined in a direction perpendicular to the inclination direction of the plane E. This is through the two in Fig. 6 horizontal arrows indicated.

The outer edges 43, 43 'of the second ramps 40, 40' are perpendicular to the edge 37 of the main ramp 32 at the transition to the horizontal floor surface 30, which forms the plane A at the second height level.

Further, the main ramp 32 at the sections 32, 32 'of their side edges 33, 33' in each case in a third ramp 42, 42 'via. The inclination directions of the planes C formed by the third ramps 42, 42 'are equal to the inclination directions of the second ramps 10, 10' Fig. 4 , Due to the different shape of the main ramp 32 compared to the main ramp 2 off Fig. 4 is the length of the third ramps 42, 42 'in the direction of greatest inclination of the main ramp 32 but much smaller than in the ramp arrangement in Fig. 4 , Also extends the third ramp 40, 40 'only up to a common transition point of the three ramps 32, 40 and 40' and 42 and 42 '. Only the second ramps 40, 40 'extend to the edge 37 at the transition between the main ramp 32 and the horizontal floor surface 30.

The inclination x of the main ramp 32 is analogous to Fig. 4 from the length a of the main ramp 32 from the area B at the door opening at the first height level to the area A at the second height level, and from the height difference of the two height levels. The inclination x of the plane E is for example a maximum of 15%, in particular a maximum of 10% and preferably a maximum of 8% or 6%. Its minimum value is for example 1%, in particular 5% and preferably 6%. The inclination z of the plane D formed by the second ramp 40, 40 'is similar to that in FIG Fig. 4 from the width d and the inclination x of the plane E. However, the inclination direction of the inclination z is, as mentioned, different from the inclination direction of the inclination y in Fig. 4 , Since the same width d, the inclination direction of the plane D in the width direction, in which the width d is to be determined, and since the edges 34 and 34 'and 43 and 43' of the second ramps 40 and 40 'at the same Height level difference as in Fig. 4 have a greater distance from each other, the inclination z in the arrangement in Fig. 6 less than the slope y in the arrangement of Fig. 4 , The inclination z can therefore be approximately the same as the inclination x of the plane E (in a different inclination direction). For example, for the slope z, the same maximum values and / or minimum values apply as for the slope x of the plane E in Fig. 6 called.

Since the sections 32, 32 'of the lateral edges 33, 33' of the main ramp 32 in the example of Fig. 6 not completely at the outer edge of the floor, the gap between these sections 32, 32 'and the edge 43, 43' of the second ramps 40, 40 'at the second height level, either by a stepped transition to the second ramp 40, 40' or through the in Fig. 6 shown third ramp 42, 42 'are formed. The corresponding slope y of the plane C can depend on the width d and thus dependent on the width t of the gap between the section 32, 32 'and the second ramp 40, 40' be greater than the required maximum value for inclinations of barrier-free tracks. The levels C need not be crossed even with a comfortable change of direction of a person crossing the entrance area of the vehicle.

Fig. 7 shows one of the Fig. 5 corresponding representation, however, in the case of using the ramp arrangement Fig. 6 in the entry area. When reversing the direction of the wheelchair 32, this not only traverses the inclined surface formed by the main ramp 32, but also an area 31 or 31 'of the second ramp 40 or 40'. The inclination of the second ramps 40, 40 ', however, can be selected to be lower than in the same installation conditions as in FIG Fig. 5 , Also, the wheelchair 32 may have already completed its change of direction or have largely ended when it passes over the area 31 or 31 '. If the vehicle is wider than in Fig. 7 is shown, the crossing of the areas 31 or 31 'is not required even with a comfortable direction change, since the width of the main ramp increases in the direction of plane A.

At the in Fig. 6 and Fig. 7 Numerous modifications can be made within the scope of the invention, or the main ramp and / or the ramp arrangement can be designed differently. In particular, the main ramp need not be symmetrical about its centerline. A corresponding embodiment is in Fig. 8 shown schematically in plan view. The inclination x of the main ramp 52 is again symbolized by an arrow which extends from the second height level eg in the middle of the vehicle to the first height level at the door opening. Only the right in Fig. 8 shown side edge 53 of the main ramp 52 has a portion 54 which extends away from a straight line (eg, along the arrow shown), which extends in the direction of greatest inclination. This side edge 53 has in the embodiment similar to in Fig. 6 and Fig. 7 another section 51 that does not move away from the straight line in the direction of maximum inclination. The opposite side edge 55 has no portion in which the edge 55 is away from the straight line in the direction of maximum inclination. The ramp 52 is therefore suitable only for a comfortable change of direction on a path in the representation of the Fig. 8 starts at the bottom and then goes up with a change of direction to the right. At the left side edge 55, for example, the edge of the floor and / or a step to another height level of the floor.

In other embodiments of a main ramp, the side edge or one of the side edges may have more than one straight-line portion each extending in its course from the first height level in the direction of the second height level from a straight line in the direction of maximum inclination. Moreover, it is possible within the scope of the invention for one of the side edges or both side edges of the ramp to consist exclusively of at least one straight-running section extending in its course from the first height level to the second height level from the straight line in the direction greatest inclination away. Fig. 9 shows a corresponding embodiment, wherein the left side edge 63 has two such sections 61, 64. The ramp 62 has at the right in Fig. 9 shown side a side edge 65, which does not move away from the straight line in the direction of greatest inclination.

Optionally, as shown by dashed margins in left Fig. 9 is indicated, a second ramp 73 corresponding to the second ramp 43 'in Fig. 6 and optionally, a third ramp 70 corresponding to the third ramp 42 'in FIG Fig. 6 be provided to require no stepped transition at the side edge 63, when the side edge 63 does not form the outer edge of the floor.

The described variants of the side edges can be combined with one another in the same embodiment of a ramp, i. one side edge of the ramp can be configured in one way and the other side edge configured in the other way. In these cases, an asymmetrical design of the ramp with respect to their running in the direction of greatest inclination center line.

10 to FIG. 13 show two different embodiments of a ramp arrangement, their levels and inclinations already with reference to Fig. 6 have been described.

In the Fig. 10 shown ramp assembly has a main ramp 32, the in Fig. 6 represented level E forms. It leads in this embodiment in the direction from the right front to the left rear in the image from bottom to top. This is also on the in Fig. 11 shown cross section recognizable. Like the main ramp 32, the two second ramps 40, 40 'adjoin the lower, horizontally extending plane, which in FIG Fig. 10 is represented by a cuboid body 101. The surface of this cuboid body 101 forms the lower level from which the main ramp 32 and the two right and left of the main ramp 32 extending second ramps 40, 40 'go out. At the upper end of the main ramp 32 is in the embodiment, the door passage opening, which is formed by wall elements 102, 103 right and left. In the exemplary embodiment, the rising edges of the third ramps 42, 42 'adjoin these wall elements 102, 103. The width of the passage opening, which is formed by the distance between the two wall elements 102, 103, is equal to the width of the main ramp 32 at its upper end. In the exemplary embodiment is located between the wall elements 102, 103 at the height level of the upper edge of the main ramp a horizontally extending surface 105th Wie Fig. 11 shows, by going on or driving the ramp assembly a height difference can be overcome, which is denoted by Δh.

• Die Hauptrampe 32 führt von der horizontal verlaufenden Oberfläche des quaderförmigen Körpers 101 nach unten auf ein tieferes Höhenniveau, auf dem sich die horizontal verlaufende Fläche 105 zwischen den beiden Wandelementen 102, 103 befindet. Dementsprechend verlaufen auch die zweiten Rampen 40, 40', und dritten Rampen 42, 42', ausgehend von der Oberfläche des quaderförmigen Körpers 101 nach unten. Der quaderförmige Körper 101 ist in der Ausführungsform der Fig. 12 und Fig. 13 auch nicht ein vollständiger Quader, da er im Bereich der Hauptrampe und der zweiten und dritten Rampen ausgespart ist.

FIGS. 12 and 13 show a second embodiment of the basis of Fig. 6 described ramp arrangement. The same reference numerals as in FIG 10 and FIG. 11 used. However, the elements denoted by the reference numerals differ 10 and FIG. 11 in the following regard:

• The main ramp 32 leads from the horizontally extending surface of the cuboid body 101 down to a lower height level, on which the horizontally extending surface 105 between the two wall elements 102, 103 is located. Accordingly, the second ramps 40, 40 ', and third ramps 42, 42', starting from the surface of the cuboid body 101 downward. The cuboid body 101 is in the embodiment of FIGS. 12 and 13 also not a complete cuboid, as it is recessed in the area of the main ramp and the second and third ramps.

In the FIGS. 10 to 13 dashed lines are visible. Three of these dashed lines show hidden edges of the view. In addition, the in Fig. 10 and Fig. 12 each one shown with dashed lines rectangle recognizable, the upper and lower edge lines extending in the horizontal direction and thus along the lower and the upper surface of the cuboid body 101 in the horizontal direction.

In addition, an oblique in Fig. 10 Rising dashed line recognizable, which corresponds to the inclination of the main ramp 32. In Fig. 12 Accordingly, a dashed oblique sloping line can be seen, which corresponds to the inclination of the main ramp 32 in the second embodiment. In Fig. 11 and Fig. 13 For example, the horizontal line running on the upper surface of the cuboid body 101 is also recognizable in a portion along the main ramp 32.

At the two by means of 10 to FIG. 13 Illustrated embodiments, modifications may be made. In particular, embodiments of the ramp assembly are not limited to the main ramp and the second ramp extending from the horizontal surface of a parallelepiped body. For example, they generally go out of the floor level in the vehicle interior. Also, at the edge of the main ramp to which attaches the third ramp, not necessarily wall elements may be provided. For example, at least one of the wall elements may be replaced by a body which does not define a wall element but a body at the edge of the vehicle interior, for example a body forming part of an arrangement for operating the vehicle exterior doors.

Claims (12)

A public transport vehicle, in particular a rail vehicle or bus, comprising a carbody (102) having an interior space with a floor (104) and at least one door opening for an entrance door (105), wherein - The interior has a travel area (103.2) for a stay of persons during a journey of the vehicle, the interior has an access area (103.1) over which persons entering the vehicle through the door opening can reach the travel area (103.2) and / or can reach the door opening via the persons from the travel area (103.2), the floor (104) at the door opening has a first height level (EN1, EN2) which is above or below a second height level (Z1) of a floor area (104.1) at a distance from the door opening, the floor (104) in the access area (103.1) has a first ramp (32) over which the floor (104) rises from the first height level to the second height level (Z1) above the first height level (EN1) falls below the first height level (EN2) lying second height level (Z1), a floor surface area of the first ramp (32) extends in a course of the first ramp (32) from the first height level to the second height level (Z1) with a greatest inclination of the first ramp (32) in a corresponding direction of maximum inclination of the first ramp first height level (EN1, EN2) to the second height level (Z1), - a lateral edge (33) of the first ramp (32) in an edge course from the first height level (EN1, EN2) to the second height level (Z1) and the first ramp (32) at the lateral edge (33) to a step and / or at least adjacent to a further ramp with a direction of inclination other than the direction of greatest inclination of the first ramp (32) and / or forms an outer edge of the floor (104), characterized in that - The lateral edge of the first ramp (32) in a plan view viewed from above at least in a portion of its edge profile from the first height level (EN1, EN2) to the second height level (Z1) of a straight line of inclination of the first ramp (32) extending in the direction of greatest inclination of the first ramp (32). The vehicle of claim 1, wherein the lateral edge of the first ramp (32) in the portion of its edge course from the first height level (EN1, EN2) to the second height level (Z1) increases continuously from the straight line of inclination of the first ramp (32 ) away. A vehicle according to claim 1 or 2, wherein the portion of the edge course of the first ramp (32) in which the distance to the straight inclination line continuously increases ends at the second height level (Z1). A vehicle according to any one of the preceding claims, wherein the first ramp (32) abuts a second ramp (40) at the lateral edge (33), with a direction of greatest inclination of the second ramp (40) from the direction of greatest inclination of the first ramp (32) differs. A vehicle according to the preceding claim, wherein an edge (43) of the second ramp (40) extends at the second height level (Z1). A vehicle according to the preceding claim, wherein the edge (43) of the second ramp at the second height level (Z1) and an edge (37) of the first ramp (32) at the second height level (Z1) are perpendicular to one another. A vehicle according to any one of the preceding three claims, wherein the direction of greatest inclination of the second ramp (40) is perpendicular to the direction of greatest inclination of the first ramp (32). A vehicle as claimed in any one of the preceding claims, wherein the first ramp (32) is adjacent to a third ramp (42) at the lateral edge (33) with a direction of greatest inclination of the third ramp (43) from both the highest inclination direction second ramp (40) as well as from the direction of greatest inclination of the first ramp (32). A vehicle according to the preceding claim, wherein the third ramp (42) merges into the second ramp (40) at an edge (44) of the third ramp (42) without a step. Vehicle according to one of the preceding claims, wherein the lateral edge (33) of the first ramp (32) is a first lateral edge and the first ramp (32) has a second lateral edge (33 ') corresponding to the first lateral edge (33). lying opposite to one another and which runs in an edge course from the first height level (EN1, EN2) to the second height level (Z1), the first ramp (32) also at the second lateral edge (33 ') to a step and / or at least one another ramp with a different inclination direction than the direction of greatest inclination of the first ramp (32) adjacent and / or forms an outer edge of the floor (104). A vehicle according to the preceding claim, wherein a floor surface formed by the first ramp (32) forms a plane continuously between the first lateral edge (33) and the second lateral edge (33). A method of manufacturing a public transport vehicle, in particular a rail vehicle or bus according to one of the preceding claims, wherein in a car body (102) having an interior space with a floor (104) and at least one door opening for an access door (105), - in the interior of a travel area (103.2) is provided for a stay of persons during a journey of the vehicle, - In the interior of an entry area (103.1) is provided, on the entering through the door opening into the vehicle people can reach the travel area (103.2) and / or on the people from the travel area (103.2) can reach the door opening, the floor (104) is placed at the door opening at a first height level (EN1, EN2) which is above or below a second height level (Z1) of a floor area at a distance from the entrance door (105), the floor (104) is formed in the access area (103.1) by a first ramp (32) over which the floor (104) rises from the first height level to the second height level (Z1) above the first height level (EN1) to the second height level (Z1) below the first height level (EN2), - A floor surface area of the first ramp (32) is configured so that in a course of the first ramp (32) from the first height level (EN1, EN2) to the second height level (Z1) with a maximum slope of the first ramp (32) extends in a corresponding direction of greatest inclination from the first height level (EN1, EN2) to the second height level (Z1), - a lateral edge (33) of the first ramp (32) is arranged in an edge course from the first height level (EN1, EN2) to the second height level (Z1) such that the first ramp (32) on the lateral edge (33) adjoining a step and / or at least one further ramp with a direction of inclination other than the direction of greatest inclination of the first ramp (32) and / or forming an outer edge of the floor (104), characterized in that - The lateral edge of the first ramp (32) is arranged so that in a plan view from above viewed at least in a portion of its edge course from the first height level (EN1, EN2) to the second height level (Z1) of a straight line of inclination first ramp (32) extending in the direction of greatest inclination of the first ramp (32).

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