EP3208169A1 - Véhicule pour le transport public de voyageurs, en particulier véhicule ferroviaire ou autobus et procédé de fabrication du véhicule - Google Patents

Véhicule pour le transport public de voyageurs, en particulier véhicule ferroviaire ou autobus et procédé de fabrication du véhicule Download PDF

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Publication number
EP3208169A1
EP3208169A1 EP17156248.1A EP17156248A EP3208169A1 EP 3208169 A1 EP3208169 A1 EP 3208169A1 EP 17156248 A EP17156248 A EP 17156248A EP 3208169 A1 EP3208169 A1 EP 3208169A1
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EP
European Patent Office
Prior art keywords
ramp
height level
inclination
floor
edge
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP17156248.1A
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German (de)
English (en)
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EP3208169B1 (fr
Inventor
Gotthard Singer
Rainer Pramper
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to PL17156248T priority Critical patent/PL3208169T3/pl
Publication of EP3208169A1 publication Critical patent/EP3208169A1/fr
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Publication of EP3208169B1 publication Critical patent/EP3208169B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D23/00—Construction of steps for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic

Definitions

  • 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.
  • 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 ,
  • platforms 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.
  • 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.
  • 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.
  • heavy cases should be able to be rolled continuously over the floor.
  • 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.
  • 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.
  • 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.
  • ramps i. e. continuously rising floor surface areas, whose incline (i.e., grade or slope) is too great.
  • 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.
  • 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.
  • 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.
  • 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.
  • a lane 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a width of the first ramp which is to be determined in a direction perpendicular to the direction of greatest inclination.
  • 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.
  • 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.
  • 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.
  • the floor surface formed by the first ramp may be flat, i. the slope or slope in the direction of greatest inclination is constant.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the first ramp in particular also or only in the mentioned section of the edge profile
  • 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.
  • 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.
  • 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.
  • the second ramp only their arrangement on a lateral edge has hitherto been described.
  • 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.
  • 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.
  • the boundary between the first ramp and the second ramp may extend to the second height level.
  • an edge of the second ramp is at the second height level.
  • 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.
  • 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.
  • 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.
  • 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.
  • the direction of greatest inclination of the second ramp may be perpendicular to the direction of greatest inclination of the first ramp.
  • 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.
  • 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.
  • 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.
  • 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.
  • both the second ramp and the third ramp may be triangular Have shape.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • the car body 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.
  • 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.
  • 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.
  • 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.
  • both height levels at the opposite entrance doors may be below the height level in the central portion of the floor.
  • 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.
  • 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.
  • ramp assembly 1 has a main ramp 2, which is followed by a substantially horizontal and flat floor surface 3 at a second height level.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the arrows are those pointing in the direction of the slope.
  • the illustration in FIG Fig. 4 to deal with those who are pointing in the direction of a slope.
  • 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 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.
  • the inclination y of the planes C is typically 15% to 25%.
  • the width d 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ' can be selected to be lower than in the same installation conditions as in FIG Fig. 5 ,
  • 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.
  • FIG. 8 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.
  • 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.
  • the left side edge 55 for example, the edge of the floor and / or a step to another height level of the floor.
  • 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.
  • one of the side edges or both side edges of the ramp may 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.
  • 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.
  • FIG. 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.
  • 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.
  • the door passage opening which is formed by wall elements 102, 103 right and left.
  • 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.
  • 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 ⁇ h.
  • FIGS. 10 to 13 dashed lines are visible. Three of these dashed lines show hidden edges of the view.
  • 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.
  • Fig. 10 Rising dashed line recognizable, which corresponds to the inclination of the main ramp 32.
  • 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.
  • 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.
  • 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.
  • not necessarily wall elements may be provided at the edge of the main ramp to which attaches the third ramp.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
EP17156248.1A 2016-02-16 2017-02-15 Véhicule pour le transport public de voyageurs, en particulier véhicule ferroviaire ou autobus et procédé de fabrication du véhicule Active EP3208169B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17156248T PL3208169T3 (pl) 2016-02-16 2017-02-15 Pojazd do transportu publicznego, w szczególności pojazd szynowy lub autobus oraz sposób wytwarzania pojazdu

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016202341.1A DE102016202341A1 (de) 2016-02-16 2016-02-16 Fahrzeug für den öffentlichen Personenverkehr, insbesondere Schienenfahrzeug oder Omnibus, und Verfahren zum Herstellen des Fahrzeugs

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EP3208169A1 true EP3208169A1 (fr) 2017-08-23
EP3208169B1 EP3208169B1 (fr) 2020-10-14

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EP (1) EP3208169B1 (fr)
DE (1) DE102016202341A1 (fr)
ES (1) ES2834966T3 (fr)
PL (1) PL3208169T3 (fr)

Cited By (1)

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CN108860190A (zh) * 2018-06-15 2018-11-23 深圳怡丰自动化科技有限公司 轨道缝隙调节机构及车辆

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Publication number Priority date Publication date Assignee Title
DE102018203421A1 (de) * 2018-03-07 2019-09-12 Siemens Aktiengesellschaft Fahrzeugbrückenkasten und ein mehrgliedriges Schienenfahrzeug
EP4360981A1 (fr) * 2022-10-31 2024-05-01 ALSTOM Holdings Véhicule ferroviaire à hauteur de plancher intermédiaire avec accès de niveau à des hauteurs de plateforme intermédiaire

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DE9315830U1 (de) * 1993-10-18 1993-12-23 Mann Michael Einstieg-Bereich für zweigeschossige Schienenfahrzeuge
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EP3208169B1 (fr) 2020-10-14
DE102016202341A1 (de) 2017-08-17
PL3208169T3 (pl) 2021-04-19

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