EP3208169B1 - Public transport vehicle, in particular rail vehicle or bus, and method for producing the vehicle - Google Patents

Description

The invention relates to a vehicle for public passenger transport, in particular a rail vehicle or omnibus, with a car body which has an interior space with a floor and at least one door opening for an access door. The invention also relates to a method for manufacturing such a vehicle.

Known vehicles for public transport often have common areas for people while the vehicle is in motion, the floors of which are at a height that differs from the height at the entrance door of the vehicle. E.g. In the case of trams, the height of the entrance door or the door opening of the entrance door should be a little above the roadway. In many cases, however, a higher height level is required in the area occupied by people while driving, which can also be referred to as the travel area. The same applies to buses. In the case of rail vehicles that use their own lanes, such as S-Bahn and regional trains, the level of the floor at the entrance door opening should be at the same level as the platform over which people enter the vehicle or over which people leave the vehicle . There are different height levels for platforms, so that, as with buses or trams, the height of the floors at the entrance door opening can be below the height of the travel areas. However, it can also happen that the height level at the door opening is above that of the travel areas or passage areas through which people can get from the entry area to the travel area and vice versa. This is also e.g. the case with some double-decker trains.

For various reasons, steps in the entrance area of the vehicle are avoided as far as possible or at least a path is provided through which people can steplessly get from the entrance area into the passage area or into the travel area. In particular, heavy suitcases should be able to be rolled continuously over the floor. Barrier-free access for wheelchair users must also be provided. If the entrance door is located in the side wall of the vehicle, as is the case in most cases, a change of direction to the passage area or the travel area is required on the barrier-free path starting from the door opening. In particular, the in The floor area lying in the middle of the vehicle and extending in the longitudinal direction of the vehicle are located in the entrance area at a height level that differs 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 there can be barrier-free access from the entrance area to the travel area via at least one ramp. In the travel area, there can in particular be a sub-area provided for wheelchairs.

The mentioned steps in the floor, i.e. abrupt changes in the height of the floor represent one form of barrier, particularly for wheelchair users. However, as another form of barrier, ramps, i.e. continuously rising areas of the floor surface, the incline (i.e. slope or slope) of which is too great. Certain inclination values are often specified as maximum values. E.g. the maximum slope for ramps in public transport is in a range from 5% to 8%. This enables people with restricted mobility, not just wheelchair users, to cross the boarding area safely and quickly.

WO 2007/074145 A1 describes a rail vehicle with a car body which has an interior space with a floor and at least one entry door, the interior space having a travel area and an entry area and the entry door being arranged in the entry area. The floor in the travel area has a first level and the floor in the entry area has a second level which is different from the first level. The second level is a first standard entry level for a substantially step-free entry from a first standard platform level, while the first level is an intermediate level between the second level and a third level. The third level is a second standard entry level for an essentially step-free entry from a second standard platform level, the first standard platform level being directly adjacent to the second standard platform level. In particular, the level at a first entry door can differ from the level at an opposite, second entry door. It is possible to access the level in the middle of the vehicle via a ramp from both entrance doors. On the way there or in the middle of the vehicle, a change of direction is then necessary on the way to the travel area.

WO 2012/117093 A1 describes a component for rail vehicles which has an element in sandwich construction. The component can be used as a floor part for a rail vehicle with a shaped entry ramp. The ramp starting from the door opening is followed by a substantially horizontal and flat floor surface. At the edges of the ramp, further floor elements can be connected, which are also designed as ramps, but with a different inclination and a different inclination direction. 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, the slope of the floor therefore changes. The main ramp, which extends from the entry door to the flat floor surface in the center of the vehicle, is rectangular in shape. In order to avoid steps at its lateral edges, a triangular side ramp is arranged on each lateral edge of the main ramp. The directions of inclination of the main ramp on the one hand and the side ramps on the other, ie the directions of greatest inclination of the respective ramp, run perpendicular to one another. The slope of the side ramps is significantly greater than the slope of the main ramp. Another example of such a ramp arrangement is described in the description of the figures of the present application.

• die dreispurige Einstieg-Tür ist in ihrer ganzen Breite im Verhältnis 1/3 Einstiegstrittbereich zu 2/3 Einstiegsrampenbereich geteilt,
• der Fahrzeugboden ist im Bereich des Einstiegstrittbereich als horizontal ebener Bodenbereich grundsätzlich horizontal ausgebildet,
• der Einstieg-Bereich ist mit einem horizontal ebenem Bodenbereich versehen, der direkt anschließt an Treppen und Mehrzweckbereiche,
• am Ende der Rampe schließt ein horizontal ebener Bodenbereich an, der mindestens die Breite eines Roll-Stuhles einnimmt,
• der horizontal ebene Bodenbereich schließt ohne schrägen Übergang direkt an die Treppe an.

DE 9315830 U1 discloses an entry area for two-story rail vehicles, which has the following features:

• the three-lane entrance door is divided in its entire width in a ratio of 1/3 entrance step area to 2/3 entrance ramp area,
• the vehicle floor in the area of the entry step area is designed as a horizontally flat floor area, basically horizontal,
• the entry area is provided with a horizontally level floor area that connects directly to stairs and multi-purpose areas,
• at the end of the ramp there is a horizontally level floor area that is at least the width of a wheelchair,
• the horizontally level floor area connects directly to the stairs without an inclined transition.

FR 2976891 A1 discloses a car body of a rail vehicle with sliding steps, which are mounted displaceably along a direction, these being arranged movable approximately parallel to the surfaces movable platform, so that the Keep the access area parallel to the surfaces in the extended position. The movable platforms are movable between a plurality of angular positions corresponding to the respective angles. The angles consist of positive angles, which are adapted to platforms of a certain height, which is greater than or equal to the floor, and negative angles, which are adapted to the platforms of a certain height, which is less than the floor.

It is an object of the present invention to provide a vehicle for public transport with a car body which has an interior space with a floor and at least one door opening for an access door, the level of the floor at the door opening being different from that in a travel area of the interior space distinguishes and where a change of direction by people who overcome the level difference between the different height levels when getting into the rail vehicle or when getting out of the rail vehicle should be designed to be barrier-free and convenient. It is a further object of the present invention to specify a manufacturing method for a vehicle designed in this way.

The appended claims define the scope of protection.

The path that a person walks or drives from the doorway into the vehicle interior can be referred to as a walking lane, lane, handicapped lane or, for short, a lane. It should have a minimum width and be step-free in its entire course and not exceed specified maximum values for the slope of the floor. In practice, the track width is 80 cm or 1 m, for example, and is the maximum value for the Slope in a range from 5% to 8%. If the boarding ramp arrangement is based on WO 2012/117093 A1 mentioned and later in the description of the Fig. 3 is designed in more detail, the barrier-free lane leads over the main ramp into the center of the vehicle and from there (in particular at right angles) bends in the longitudinal direction of the vehicle. If the person already changes direction before reaching the vehicle-centered end of the main ramp, he / she also crosses at least one of the side ramps, which has a greater incline. In some cases, the width of the level floor area in the center of the vehicle can 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 entry area is even less.

• 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, wobei sich der seitliche Rand der ersten Rampe in dem Abschnitt seines Randverlaufs von dem ersten Höhenniveau zu dem zweiten Höhenniveau mit kontinuierlich zunehmendem Abstand zu der geraden Neigungslinie der ersten Rampe entfernt.

According to the claims, the following is proposed: A vehicle for public passenger transport, in particular a rail vehicle or omnibus, with a car body which has an interior space with a floor and at least one door opening for an entry door, wherein

• the interior has a travel area for people to stay while the vehicle is in motion,
• the interior has an entry area through which people entering the vehicle through the door opening can reach the travel area and / or through which people from the travel area can reach the door opening,
• 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 has a first ramp in the entry area, via which the floor rises from the first height level to the second height level lying above the first height level or falls to the second height level lying 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 greatest inclination of the first ramp in a corresponding direction of greatest inclination from the first height level to the second height level,
• a side edge of the first ramp runs in an edge course from the first height level to the second height level and the first ramp on the side edge to a step and / or at least to another ramp slope direction other than the direction of greatest slope adjoins the first ramp and / or forms an outer edge of the floor,
• the lateral edge of the first ramp, viewed from above in a plan view, extends at least in a portion of its edge course from the first height level to the second height level from a straight incline line of the first ramp, which extends in the direction of greatest incline of the first ramp, wherein the lateral edge of the first ramp is removed in the section of its edge course from the first height level to the second height level with a continuously increasing distance from the straight line of 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, wobei sich der seitliche Rand der ersten Rampe in dem Abschnitt seines Randverlaufs von dem ersten Höhenniveau zu dem zweiten Höhenniveau mit kontinuierlich zunehmendem Abstand zu der geraden Neigungslinie der ersten Rampe entfernt.

According to the claims, the following is proposed: A method for manufacturing 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 space with a floor and at least one door opening for an access door,

• a travel area for people to stay while the vehicle is in motion is provided in the interior,
• an entry area is provided in the interior, via which people entering the vehicle through the door opening can reach the travel area and / or via which people from the travel area can reach the door opening,
• the floor at the door opening is placed at a first height level that is above or below a second height level of a floor area at a distance from the entrance door,
• the floor in the entry area is formed by a first ramp, via which the floor rises from the first height level to the second height level lying above the first height level or falls to the second height level lying below the first height level,
• a floor surface area of the first ramp is configured such that it extends in a course of the first ramp from the first height level to the second height level with a greatest 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 so that the first ramp on the side edge to a step and / or at least to another ramp with a different direction of inclination than the direction of greatest inclination of the first Adjoins the ramp and / or forms an outer edge of the floor,
• the lateral edge of the first ramp is arranged in such a way that, viewed from above, at least in a section of its edge course from the first height level to the second height level, it moves away from a straight line of inclination of the first ramp, which extends in the direction of greatest inclination of the first ramp extends, wherein the lateral edge of the first ramp in the portion of its edge course from the first height level to the second height level with a continuously increasing distance to the straight line of inclination of the first ramp away.

Optionally, the first ramp can have a second lateral edge, which lies opposite the already mentioned first lateral edge, and which also extends in its edge course from the first height level to the second height level from the straight line of inclination of the first ramp, which extends in the direction greatest slope of the first ramp extends. In particular, at least sections of the opposite lateral edges can run symmetrically to a straight line of symmetry which extends in the direction of greatest inclination of the first ramp.

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

Since the lateral edge of the first ramp moves away from the straight line of inclination, an area of the first ramp is available for a person in which the person can comfortably change their direction of movement without having to leave the first ramp. Therefore, if a person first moves from the door opening in the direction of greatest inclination over the first ramp, the person can change their direction of movement before the end of the first ramp without having to cross the side 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 lane width for barrier-free access or not significantly greater than this minimum lane width, only the side edge that moves away from the straight line of inclination still enables the change of direction before the end of the first ramp. This is based on the knowledge that an enlarged track width is required in the area of curves in order to be able to easily change direction.

The floor surface formed by the first ramp can in particular be flat, i.e. the upward or downward gradient in the direction of greatest incline is constant. In particular in the edge areas of the ramp at the door opening and / or at the opposite end on the second height level, the slope can change continuously, so that e.g. there is no sharp kinking edge at a transition between a horizontally running floor area and the first ramp. Instead, there is a floor surface that is round in the direction of the transition. Even if such a rounding is also possible on the side edge of the first ramp, this is not preferred.

According to the invention, the lateral edge of the first ramp moves away in the section of its edge course from the first height level to the second height level with a continuously increasing distance from the straight line of inclination of the first ramp. In the case of opposite lateral edges, it is preferred that the width of the first ramp increases continuously in a section 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 the person to gradually change direction.

In particular, the section of the edge profile of the first ramp in which the distance from the straight line of inclination increases continuously can end at the second height level. In the case of opposite lateral edges, the section of the course of the first ramp in which the width of the first ramp increases continuously can end at an edge of the first ramp at the second height level. The change of direction can therefore take place conveniently at the end of the first ramp shortly before reaching the second height level.

As mentioned, the lateral edge of the first ramp can 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 a second ramp with its lateral edge, a direction of greatest inclination of the second ramp being different from the direction of greatest inclination of the first ramp. In particular, the slope of the second ramp, which is to be determined in the direction of the greatest slope, is greater than the slope of the first ramp, which is in its Direction of greatest inclination is to be determined. In this way, a step on the side edge or in the section of the side edge can be avoided. In particular, the boundary between the first ramp and the second ramp, which is formed by the lateral edge or the section of the lateral edge of the first ramp, extends up to the second height level, ie up to the end of the first ramp there. In particular in the area of the first ramp that is available for people to easily change direction, it is therefore possible to dispense with side steps. Therefore, if a person moves over the side edge of the first ramp, a floor area with a different slope (with regard to the direction and / or size of the slope) has to be crossed, but this path can also be designed without steps.

The design of the first ramp was previously described both for one side edge and for the optional corresponding design of two opposite side edges. With regard to the second ramp, however, only its arrangement on a lateral edge has been described so far. Of course, it is possible that a further second ramp is also present on a second, opposite side edge. The further second ramp can 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 on the respective lateral edge of the first ramp. This also applies to an optionally available third ramp, which will be described in more detail. This means that there is optionally also a further third ramp, the features of which result from the description of the third ramp described below. In particular, the arrangement, which consists of the first ramp and the two second ramps and optionally two third ramps, can be symmetrical about a line of symmetry which extends in the direction of the greatest inclination of the first ramp.

As mentioned, the boundary between the first ramp and the second ramp can extend up to the second height level. In this case in particular, it is preferred that an edge of the second ramp runs on the second height level. In this way it is possible that along a section of the lateral edge of the first ramp, the second ramp alone 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 can be used as before also be rounded for edges of the first ramp on the first height level and on the second height level, so that no sharply kinking edge of the second ramp is formed.

In particular, the edge of the second ramp on the second height level and the edge of the first ramp on the second height level can run at right angles to one another. Optionally, the transition between the edge of the second ramp on the second height level and the edge of the first ramp on the second height level can be rounded. Due to the right-angled course, the overall arrangement of the first ramp and the second ramp (optionally with the exception of the rounded transition) can fill a part of the entrance area that is rectangular when viewed from above. The floor can therefore be recessed at right angles in a simple manner on the second height level and the ramp arrangement can be mounted in the recess.

In particular, if the lateral edge of the first ramp runs in a straight direction up to the second height level, the direction of greatest incline of the second ramp can run perpendicular to the direction of greatest incline of the first ramp. E.g. Therefore, the direction of greatest inclination of the first ramp, viewed from above, runs at right angles to the door opening in the middle of the vehicle and the direction of greatest inclination of the second ramp runs in the direction of travel of the vehicle.

As mentioned, the first ramp can adjoin a third ramp at the lateral edge, a direction of greatest inclination of the third ramp differing both from the direction of greatest inclination of the second ramp and from the direction of greatest inclination of the first ramp. The third ramp makes it possible to avoid a step in a section of the lateral edge of the first ramp at which the first ramp does not merge into the second ramp.

It is preferred that the third ramp merges into the second ramp at an edge of the third ramp without a step. 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 slope of the third ramp to be determined in the direction of the greatest slope of the third ramp can be greater than the slope of the second ramp.

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

Due to the triangular shapes of the second ramp and the third ramp, a protrusion of the floor on the second height level can be filled completely and step-free together with the first ramp.

As already mentioned, the lateral edge of the first ramp can be a first lateral edge and the first ramp can have a second lateral edge which lies opposite the first lateral edge and which runs in an edge course from the first height level to the second height level, the first Ramp also adjoins a step and / or at least another 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 at the second lateral edge. As mentioned, a further second ramp and optionally a further third ramp with the features already described above can also be present on this second lateral edge of the first ramp.

In particular, the floor surface formed by the first ramp can continuously form a plane between the first side edge and the second side 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 in the drawing show:

Fig. 1

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

Fig. 2

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

Fig. 3

a ramp arrangement for an entrance area according to the state of the art,

Fig. 4

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

Fig. 5

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

Fig. 6

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

Fig. 7

a plan view of part of a boarding area and a passage area with the ramp arrangement 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 section that extends from a straight line of inclination of the ramp that is greatest in the direction Slope is continuously removed,

Fig. 9

a schematic top view of a further embodiment of a ramp, only the side edge of the ramp shown on the left has sections which each continuously move away from a straight line in the direction of the greatest slope of the ramp,

Fig. 10

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 lying below the first height level,

Fig. 11

a cross section through the in Fig. 10 The ramp arrangement shown in the plane in which in Fig. 10 a rectangle represented by dashed lines is drawn with a downward sloping dashed line,

Fig. 12

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

Fig. 13

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

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

The entry doors 105.1, 105.2 are arranged in an entry area 103.1 of the interior space 103, which extends over the width of the car body 102. As in Fig. 2 As shown, a travel area 103.2 (or a passage area to a travel area) of the interior 103 can adjoin the entry area 103.1 in the longitudinal direction of the car body 102, ie passengers reach the travel area by crossing the entrance area 103.1 starting from the door opening of one of the entrance doors 105. In the example shown, the travel area 103.2 extends in the longitudinal direction of the car body 102 up to a further entry area 103.1. The two entry areas 103.1, including the entry doors, can be designed identically.

For operation in a route network with different height levels BN1 and BN2 of the platform edges above the upper edge of the rail 107, the car body also has different height levels EN1, EN2 of the floor at the door openings of the opposite access doors 105.1, 105.2. In the example, all height levels are related to the level of the upper edge of the rail 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 located at a height level Z1, which in the example is approximately midway between the height levels EN1, EN2 at the door openings.

In the entry area 103.1, as shown in the cross section of FIG Fig. 1 can be seen, a ramp 108.1, which creates a transition from the height level Z1 of the central part 104.1 of the floor 104 to the lower level EN1 of the floor at the door opening of the first door 105.1 shown on the right. There is also another ramp 108.2, which creates a transition from the height level Z1 of the central 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, the ramp 108.1 in another embodiment of a car body can also lead on the right side from the lower level Z1 to a higher level on the right door. Alternatively, both height levels on the opposite entrance doors can be below the height level in the middle part of the floor. Furthermore, in yet another embodiment of a car body, either only the right door or only the left door can be present and the level of the floor on the side without a door z. B. be 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 to the central part 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 exemplary embodiments of the invention are described below.

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

Like, for example, configurations of a ramp arrangement according to the invention, the ramp arrangement 1 is designed as a one-piece component 1 and has a sandwich structure of two cover layers and a core layer with a cell structure located between the cover layers. The component 1 can be made from a single sandwich element, i. it has a continuous, seamless sandwich structure with two continuous, seamless cover layers and one continuous core layer. Alternatively, ramp arrangements can be composed of a plurality of elements, in particular of flat plate-shaped elements such as plywood panels, which form the individual ramps, to form a one-piece component or to be assembled individually in a vehicle.

In the Fig. 3 Lines drawn between different surfaces, for example the transition line 13 between the main ramp 2 and the floor surface 3, are edge lines and mean a bend. The ramp arrangement 1 is curved or angled about several axes that are not parallel to one another. In the following, the term angled is generally used, even if the course on the axes can alternatively be curved and not sharp-edged. This can also be the case with embodiments of the present invention.

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

The top view of the Fig. 4 schematically illustrates the arrangement of the ramp arrangement Fig. 3 formed surfaces and their inclinations. The directions of inclination 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 shown in FIG Fig. 4 represented by arrows pointing in the direction of greatest inclination. In analogy to the representation in Fig. 3 the arrows are those pointing in the direction of the slope. Alternatively, the representation in Fig. 4 be those that point in the direction of a slope. As with the ramp arrangement Fig. 3 and Fig. 4 can be refinements of the invention accordingly for entry areas in vehicles are used whose level of the floor at the door opening is lower or, alternatively, higher than the 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 onto the horizontal and the difference in height between 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 plane E and the respective width d of plane C, projected onto the horizontal plane. It must be taken into account that the edge of the plane C to the lateral horizontal floor surface 3a runs in the horizontal direction on the second height level. The inclination y of the planes C results clearly 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 planes C small, the width d must be chosen large. In practice, this has disadvantages with regard to the transitions between the floor and the side wall. The in Fig. 3 and Fig. 4 Given the dimensional relationships shown, the width d is approximately in the size range of the paneling of the door pillars on the right and left of the door opening. The distance between 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 path traversed in the door opening when the wheelchair 23 is traveling straight ahead and the path traversed in the direction of travel both in the direction of travel in front of and in the direction of travel behind the door opening after a change of direction within the vehicle is in Fig. 5 drawn checkered.

Even when driving over the main ramp 2 and not only when reaching the center of the vehicle, the wheelchair 23 should be able to change 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, which indicate the change in direction of travel by cornering. During this change of direction, the wheelchair 23 therefore drives over either a triangular partial area 21 of the second ramp 10 or a triangular partial area 21 'of the second ramp 10'. Since the incline of the second ramps 10, 10 'is greater in practice than the incline of the main ramp 2, driving over the triangular areas 21, 21' is perceived as uncomfortable and / or as driving over a small barrier.

Fig. 5 In addition to the ramp arrangement, schematically shows an entry door of a vehicle consisting of two leaves 115a, 115b, which is designed as a sliding door or rotating / sliding 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 attached to the door pillars 117a, 117b.

In the Fig. 6 A preferred embodiment of a ramp arrangement with a ramp according to the present invention, shown in a schematic plan view, has corresponding to the known ramp arrangement in FIG Fig. 4 a main ramp 32, which forms an inclined plane E, and two second ramps 40, 40 ', which are arranged on opposite sides of the main ramp 32 and each form a further inclined plane D. However, the direction of inclination of these second ramps 40, 40 'is different from the direction of inclination 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 run in a straight direction. The different sections 32, 34 or 32 ', 34' of the side edges 33, 33 'run in different directions. While the sections 32, 32 'of the various side edges 33, 33' run parallel to one another in the exemplary embodiment, so that the width of the main ramp 32 is constant in this area, the sections 34, 34 'move away from the horizontal plane A. the second height level from the center line of the main ramp 32, which is also a line in the direction of the greatest slope and in the direction of which the slope arrow of the plane E in Fig. 6 shows. 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 direction of inclination of the plane E. This is due to the two in Fig. 6 indicated by horizontal arrows.

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

Furthermore, the main ramp 32 merges into a third ramp 42, 42 'at the sections 32, 32' of its side edges 33, 33 '. The directions of inclination of the planes C formed by the third ramps 42, 42 'are the same as the directions of inclination of the second ramps 10, 10' Fig. 4 . Due to the different shape of the main ramp 32 compared to the main ramp 2 Fig. 4 However, the length of the third ramps 42, 42 'in the direction of greatest inclination of the main ramp 32 is much smaller than in the case of the ramp arrangement in FIG Fig. 4 . The third ramp 40, 40 'also extends only up to a common transition point of the three ramps 32, 40 or 40' and 42 or 42 '. Only the second ramps 40, 40 ′ extend up 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 results analogously to FIG Fig. 4 from the length a of the main ramp 32 from the area B at the door opening on the first height level to the area A on the second height level and from the height difference between 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%. Their minimum value is, for example, 1%, in particular 5% and preferably 6%. The inclination z of the plane D, which is formed by the second ramp 40, 40 ', results in a manner similar to that in FIG Fig. 4 from the width d and the inclination x of the plane E. The direction of inclination of the inclination z is, however, as mentioned different from the direction of inclination of the inclination y in Fig. 4 . Since with the same width d the direction of inclination of the plane D runs in the width direction in which the width d is also to be determined, and since the edges 34 or 34 'and 43 or 43' of the second ramps 40 or 40 'are the same Height difference as in Fig. 4 have a greater distance from one another, the inclination z in the arrangement in Fig. 6 less than the slope y in the arrangement of the Fig. 4 . The inclination z can therefore be approximately the same as the inclination x of the plane E (with a different direction of inclination). For example, the same maximum values and / or minimum values apply for the inclination z as for the inclination 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 Fig. 6 do not run completely on the outer edge of the floor, the space between these sections 32, 32 'and the edge 43, 43' of the second ramps 40, 40 'on the second level either by a stepped transition to the second ramp 40, 40' or through the in Fig. 6 Third ramp 42, 42 'shown are formed. The corresponding inclination y of the plane C can depend on the width d and thus depending on the width t of the gap between the section 32, 32 'and the second ramp 40, 40' must be greater than the required maximum value for slopes of barrier-free lanes. Levels C do not have to be crossed even if a person traverses the entrance area of the vehicle comfortably changing direction.

Fig. 7 shows one of the Fig. 5 corresponding illustration, but for the case of using the ramp arrangement Fig. 6 in the entry area. When the wheelchair 32 changes direction, it crosses not only 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, however, be selected to be less than with the same installation conditions as in FIG Fig. 5 . The wheelchair 32 can also have already completed its change of direction or have largely ended when it drives 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 necessary even with a comfortable change of direction, since the width of the main ramp increases in the direction of plane A.

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

In other configurations of a main ramp, the side edge or one of the side edges can have more than one section running in a straight direction, each of which moves away from a straight line in the direction of greatest inclination in its course from the first height level in the direction of the second height level. In addition, it is possible within the scope of the invention that one of the side edges or both side edges of the ramp consists exclusively of at least one section running in a straight direction, which extends 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, the left side edge 63 having two such sections 61, 64. The ramp 62 has at the right in Fig. 9 side shown a side edge 65 which does not deviate from the straight line in the direction of greatest slope.

Optional, as indicated by dashed border lines on the left in Fig. 9 is indicated, a second ramp 73 corresponding to the second ramp 43 'in Fig. 6 and also optionally a third ramp 70 corresponding to the third ramp 42 'in FIG Fig. 6 be provided in order not to need a stepped transition at the side edge 63 if 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.e. one side edge of the ramp can be designed in one way and the other side edge can be designed in the other way. In these cases, the ramp is designed to be asymmetrical with respect to its center line extending in the direction of greatest inclination.

FIGS. 10 to 13 show two different embodiments of a ramp arrangement, their planes and inclinations already based on Fig. 6 have been described.

In the Fig. 10 The ramp arrangement shown has a main ramp 32 which corresponds to the in Fig. 6 Level E shown forms. In this embodiment it leads in the direction from right front to left back in the picture from bottom to top. This is also true of 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 that is shown 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 second ramps 40, 40 ′ extending to the right and left of the main ramp 32 extend. In the exemplary embodiment, the door through-opening is located at the upper end of the main ramp 32 and is formed on the right and left by wall elements 112, 113. In the exemplary embodiment, the rising edges of the third ramps 42, 42 ′ adjoin these wall elements 112, 113. The width of the through opening, which is formed by the distance between the two wall elements 112, 113, is equal to the width of the main ramp 32 at its upper end. In the exemplary embodiment, a horizontally running surface 105 is located between the wall elements 112, 113 at the level of the upper edge of the main ramp Fig. 11 shows, a height difference can be overcome by walking on or driving on the ramp arrangement, which is denoted by Δh.

Figures 12 and 13 show a second embodiment of FIG Fig. 6 described ramp arrangement. The same reference numbers are used as in Figures 10 and 11 used. However, the elements identified by the reference symbols differ from one another Figures 10 and 11 in the following ways:
The main ramp 32 leads from the horizontally running surface of the cuboid body 101 down to a lower height level on which the horizontally running surface 105 is located between the two wall elements 112, 113. Accordingly, the second ramps 40, 40 ′ and third ramps 42, 42 ′ also run downwards, starting from the surface of the cuboid body 101. The cuboid body 101 is in the embodiment of Figures 12 and 13 also not a complete cuboid, as it is cut out in the area of the main ramp and the second and third ramps.

In the Figures 10 to 13 dashed lines can be seen. Three of these dashed lines show hidden edges of the view. In addition, the in Fig. 10 and Fig. 12 a rectangle shown with dashed lines can be seen, the upper and lower edge lines of which run in the horizontal direction and thus along the lower and the upper surface of the cuboid body 101 in the horizontal direction.

There is also a slant in Fig. 10 rising dashed line can be seen, which corresponds to the inclination of the main ramp 32. In Fig. 12 Accordingly, a dashed, diagonally sloping line can be seen which corresponds to the inclination of the main ramp 32 in the second exemplary embodiment. In Fig. 11 and Fig. 13 the horizontal line running on the upper surface of the cuboid body 101 can also be seen in a section along the main ramp 32.

On the two by means of FIGS. 10 to 13 Modifications can be made to the illustrated embodiments. In particular, embodiments of the ramp arrangement are not restricted to the fact that the main ramp and the second ramp extend from the horizontal surface of a cuboid body. For example, in general terms, they are based on the floor level in the vehicle interior. Also, wall elements do not necessarily have to be provided at the edge of the main ramp on which the third ramp is attached. For example, at least one of the wall elements can be replaced by a body which does not limit a wall element but a body at the edge of the vehicle interior, for example a body which is part of an arrangement for operating the vehicle exterior doors.

Claims (11)

1. A public passenger transport vehicle, in particular rail vehicle or bus, with a vehicle body (102), which has an interior with a floor (104) and at least one door opening for an entry door (105), wherein

   - the interior has a travel area (103.2) for accommodating people during a journey of the vehicle,

   - the interior has an entry area (103.1), via which people boarding the vehicle through the door opening can reach the travel area (103.2) and/or via which the people from the travel area (103.2) can reach the door opening,

   - the floor (104) has, at the door opening, a first height level (EN1, EN2), which lies 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 entry area (103.1) has a first ramp (32), via which the floor (104) rises from the first height level to the second height level (Z1) situated above the first height level (EN1) or drops to the second height level (Z1) situated below the first height level (EN2),

   - 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 greatest inclination from the first height level (EN1, EN2) to the second height level (Z1),

   - a side edge (33) of the first ramp (32) runs in an edge course from the first height level (EN1, EN2) to the second height level (Z1), and the first ramp (32), at the side edge (33), borders a step and/or at least a further ramp with a direction of inclination different from the direction of greatest inclination of the first ramp (32) and/or forms an outer edge of the floor (104),
   characterised in that

   - the side edge (33) of the first ramp (32), as seen in a plan view from above, at least in a portion of its edge course from the first height level (EN1, EN2) to the second height level (Z1), moves away from a straight line of inclination of the first ramp (32), which extends in the direction of greatest inclination of the first ramp (32), the side edge (33) 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), moving away with continuously increasing distance from the straight line of inclination of the first ramp (32).
2. The vehicle according to claim 1, wherein the portion of the edge course of the first ramp (32) in which the distance from the straight line of inclination increases continuously ends at the second height level (Z1).
3. The vehicle according to either one of the preceding claims, wherein the first ramp (32), at the side edge (33), borders a second ramp (40), a direction of greatest inclination of the second ramp (40) differing from the direction of greatest inclination of the first ramp (32).
4. The vehicle according to the preceding claim, wherein an edge (43) of the second ramp (40) runs at the second height level (Z1).
5. The 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) run at right angles to one another.
6. The vehicle according to one of the three preceding claims, wherein the direction of greatest inclination of the second ramp (40) runs perpendicularly to the direction of greatest inclination of the first ramp (32).
7. The vehicle according to one of the four preceding claims, wherein the first ramp (32), at the side edge (33), borders a third ramp (42), wherein a direction of greatest inclination of the third ramp (43) differs both from the direction of greatest inclination of the second ramp (40) and from the direction of greatest inclination of the first ramp (32).
8. The vehicle according to the preceding claim, wherein the third ramp (42) transitions at an edge (44) of the third ramp (42), without steps, into the second ramp (40).
9. The vehicle according to one of the preceding claims, wherein the side edge (33) of the first ramp (32) is a first side edge and the first ramp (32) has a second side edge (33'), which is opposite the first side edge (33) and which runs in an edge course from the first height level (EN1, EN2) to the second height level (Z1), the first ramp (32), at the second side edge (33'), also bordering a step and/or at least a further ramp with a direction of inclination different from the direction of greatest inclination of the first ramp (32) and/or forming an outer edge of the floor (104).
10. The vehicle according to the preceding claim, wherein a floor surface formed by the first ramp (32) forms a plane continuously between the first side edge (33) and the second side edge (33).
11. A method for producing a public passenger transport vehicle, in particular a rail vehicle or bus according to one of the preceding claims, wherein in a vehicle body (102) which has an interior with a floor (104) and at least one door opening for an entry door (105),

    - a travel area (103.2) for accommodating people during a journey of the vehicle is provided in the interior,

    - an entry area (103.1), via which people boarding the vehicle through the door opening can reach the travel area (103.2) and/or via which the people from the travel area (103.2) can reach the door opening is provided in the interior,

    - the floor (104) has, at the door opening, a first height level (EN1, EN2), which lies above or below a second height level (Z1) of a floor area at a distance from the entry door (105),

    - the floor (104) in the entry area (103.1) is formed by a first ramp (32), via which the floor (104) rises from the first height level to the second height level (Z1) situated above the first height level (EN1) or drops to the second height level (Z1) situated below the first height level (EN2),

    - a floor surface area of the first ramp (32) is designed such that it extends in a course of the first ramp (32) from the first height level (EN1, EN2) to the second height level (Z1) with a greatest inclination of the first ramp (32) in a corresponding direction of greatest inclination from the first height level (EN1, EN2) to the second height level (Z1),

    - a side 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), at the side edge (33), borders a step and/or at least a further ramp with a direction of inclination different from the direction of greatest inclination of the first ramp (32) and/or forms an outer edge of the floor (104),
    characterised in that

    - the side edge (33) of the first ramp (32) is arranged such that, as seen in a plan view from above, at least in a portion of its edge course from the first height level (EN1, EN2) to the second height level (Z1), it moves away from a straight line of inclination of the first ramp (32), which extends in the direction of greatest inclination of the first ramp (32), the side edge (33) 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), moving away with continuously increasing distance from the straight line of inclination of the first ramp (32).

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