EP3208169B1 - 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
EP3208169B1
EP3208169B1 EP17156248.1A EP17156248A EP3208169B1 EP 3208169 B1 EP3208169 B1 EP 3208169B1 EP 17156248 A EP17156248 A EP 17156248A EP 3208169 B1 EP3208169 B1 EP 3208169B1
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EP
European Patent Office
Prior art keywords
ramp
height level
inclination
floor
edge
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EP17156248.1A
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German (de)
English (en)
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EP3208169A1 (fr
Inventor
Gotthard Singer
Rainer Pramper
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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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    • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • further floor elements can be connected, which are also designed as ramps, but with a different inclination and a different inclination direction.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the lateral edge of the first ramp can 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 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.
  • 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.
  • 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.
  • 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.
  • the second ramp only its arrangement on a lateral edge has been described so far.
  • 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.
  • 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.
  • the boundary between the first ramp and the second ramp can extend up to the second height level.
  • an edge of the second ramp runs on the second height level.
  • 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.
  • 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.
  • 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.
  • 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.
  • the direction of greatest incline of the second ramp can run perpendicular to the direction of greatest incline of the first ramp.
  • 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.
  • 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.
  • the third ramp merges into the second ramp at an edge of the third ramp without a step.
  • 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.
  • both the second ramp and the third ramp can be triangular Have shape.
  • 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.
  • a protrusion of the floor on the second height level can be filled completely and step-free together with the first ramp.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • the car body 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.
  • 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.
  • 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.
  • a 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.
  • 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.
  • both height levels on the opposite entrance doors can be below the height level in the middle part of the floor.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • Lines drawn between different surfaces 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.
  • 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 arrows are those pointing in the direction of the slope.
  • the representation in Fig. 4 be those that point in the direction of a slope.
  • 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 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%.
  • the width d 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.
  • the wheelchair 23 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.
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ h.
  • 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.
  • 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.
  • 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.
  • dashed lines can be seen. Three of these dashed lines show hidden edges of the view.
  • 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.
  • Fig. 10 rising dashed line can be seen, which corresponds to the inclination of the main ramp 32.
  • 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.
  • 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.
  • 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.
  • they are based on the floor level in the vehicle interior.
  • wall elements do not necessarily have to be provided at the edge of the main ramp on which the third ramp is attached.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)

Claims (11)

  1. Véhicule pour le transport public de voyageurs, en particulier véhicule ferroviaire ou autobus, avec une caisse (102) qui présente un espace intérieur avec un plancher (104) et au moins une ouverture de porte pour une porte d'entrée (105), dans lequel
    - l'espace intérieur présente une zone de voyage (103.2) pour un séjour de personnes pendant un déplacement du véhicule,
    - l'espace intérieur présente une zone d'entrée (103.1) par laquelle des personnes entrant par l'ouverture de porte dans le véhicule peuvent atteindre la zone de voyage (103.2) et/ou par laquelle des personnes peuvent atteindre l'ouverture de porte à partir de la zone de voyage (103.2),
    - le plancher (104) présente au niveau de l'ouverture de porte un premier niveau de hauteur (EN1, EN2) qui se trouve au-dessus ou en dessous d'un second niveau de hauteur (Z1) d'une zone de plancher (104.1) à une distance de l'ouverture de porte,
    - le plancher (104) présente dans la zone d'entrée (103.1) une première rampe (32), par laquelle le plancher (104) monte du premier niveau de hauteur au second niveau de hauteur (Z1) se trouvant au-dessus du premier niveau de hauteur (EN1) ou tombe au second niveau de hauteur (Z1) se trouvant sous le premier niveau de hauteur (EN2),
    - une zone de surface de plancher de la première rampe (32) s'étend dans une étendue de la première rampe (32) du premier niveau de hauteur au second niveau de hauteur (Z1) avec une inclinaison la plus grande de la première rampe (32) dans un sens correspondant d'inclinaison la plus grande du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1),
    - un bord latéral (33) de la première rampe (32) s'étend dans une étendue de bord du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1) et la première rampe (32) au niveau du bord latéral (33) est contiguë à un étage et/ou au moins à une autre rampe avec un autre sens d'inclinaison que le sens d'inclinaison la plus grande de la première rampe (32) et/ou forme un bord extérieur du plancher (104),
    caractérisé en ce que
    - le bord latéral (33) de la première rampe (32) s'éloigne dans une vue en élévation de dessus au moins dans une section de son étendue de bord du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1) d'une ligne d'inclinaison droite de la première rampe (32) qui s'étend dans le sens d'inclinaison la plus grande de la première rampe (32), dans lequel le bord latéral (33) de la première rampe (32) s'éloigne dans la section de son étendue de bord du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1) avec une distance croissante en continu par rapport à la ligne d'inclinaison droite de la première rampe (32).
  2. Véhicule selon la revendication 1, dans lequel la section de l'étendue de bord de la première rampe (32) dans laquelle la distance par rapport à la ligne d'inclinaison droite augmente en continu, se termine au second niveau de hauteur (Z1).
  3. Véhicule selon l'une des revendications précédentes, dans lequel la première rampe (32) au niveau du bord latéral (33) est contiguë à une deuxième rampe (40), dans lequel un sens d'inclinaison la plus grande de la deuxième rampe (40) se distingue du sens d'inclinaison la plus grande de la première rampe (32).
  4. Véhicule selon la revendication précédente, dans lequel un bord (43) de la deuxième rampe (40) s'étend sur le second niveau de hauteur (Z1).
  5. Véhicule selon la revendication précédente, dans lequel le bord (43) de la deuxième rampe sur le second niveau de hauteur (Z1) et un bord (37) de la première rampe (32) sur le second niveau de hauteur (Z1) s'étendent à angle droit l'un par rapport à l'autre.
  6. Véhicule selon l'une des trois revendications précédentes, dans lequel le sens d'inclinaison la plus grande de la deuxième rampe (40) s'étend perpendiculairement au sens d'inclinaison la plus grande de la première rampe (32).
  7. Véhicule selon l'une des quatre revendications précédentes, dans lequel la première rampe (32) au niveau du bord latéral (33) est contiguë à une troisième rampe (42), dans lequel un sens d'inclinaison la plus grande de la troisième rampe (43) se distingue non seulement du sens d'inclinaison la plus grande de la deuxième rampe (40) mais aussi du sens d'inclinaison la plus grande de la première rampe (32).
  8. Véhicule selon la revendication précédente, dans lequel la troisième rampe (42) est continue sans palier avec la deuxième rampe.
  9. Véhicule selon l'une des revendications précédentes, dans lequel le bord latéral (33) de la première rampe (32) est un premier bord latéral et la première rampe (32) présente un second bord latéral (33') qui fait face au premier bord latéral (33) et qui s'étend dans une étendue de bord du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1), dans lequel la première rampe (32) au niveau du second bord latéral (33') est aussi contiguë à un étage et/ou au moins à une autre rampe avec un autre sens d'inclinaison que le sens d'inclinaison la plus grande de la première rampe (32) et/ou forme un bord extérieur du plancher (104).
  10. Véhicule selon la revendication précédente, dans lequel une surface de plancher formée par la première rampe (32) forme un plan en continu entre le premier bord latéral (33) et le second bord latéral (33).
  11. Procédé de fabrication d'un véhicule pour le transport public de passagers, en particulier d'un véhicule ferroviaire ou autobus selon l'une des revendications précédentes, dans lequel dans une caisse (102) qui présente un espace intérieur avec un plancher (104) et au moins une ouverture de porte pour une porte d'entrée (105),
    - une zone de voyage (103.2) pour un séjour de personnes pendant un déplacement du véhicule est prévue dans l'espace intérieur,
    - une zone d'entrée (103.1) est prévue dans l'espace intérieur, par laquelle des personnes entrant par l'ouverture de porte dans le véhicule peuvent atteindre la zone de voyage (103.2) et/ou par laquelle des personnes peuvent atteindre l'ouverture de porte à partir de la zone de voyage (103.2),
    - le plancher (104) est placé au niveau de l'ouverture de porte sur un premier niveau de hauteur (EN1, EN2) qui se trouve au-dessus ou en dessous d'un second niveau de hauteur (Z1) d'une zone de plancher à une distance de la porte d'entrée (105),
    - le plancher (104) est formé dans la zone d'entrée (103.1) par une première rampe (32), par laquelle le plancher (104) monte du premier niveau de hauteur au second niveau de hauteur (Z1) se trouvant au-dessus du premier niveau de hauteur (EN1) ou tombe au second niveau de hauteur (Z1) se trouvant sous le premier niveau de hauteur (EN2),
    - une zone de surface de plancher de la première rampe (32) est configurée de sorte qu'elle s'étende dans une étendue de la première rampe (32) du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1) avec une inclinaison la plus grande de la première rampe (32) dans un sens correspondant d'inclinaison la plus grande du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1),
    - un bord latéral (33) de la première rampe (32) dans une étendue de bord du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1) est agencé de sorte que la première rampe (32) au niveau du bord latéral (33) soit contiguë à un étage et/ou au moins à une autre rampe avec un autre sens d'inclinaison que le sens d'inclinaison la plus grande de la première rampe (32) et/ou forme un bord extérieur du plancher (104), caractérisé en ce que
    - le bord latéral (33) de la première rampe (32) est agencé de sorte qu'il s'éloigne dans une vue de dessus au moins dans une section de son étendue de bord du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1) d'une ligne d'inclinaison droite de la première rampe (32) qui s'étend dans le sens d'inclinaison la plus grande de la première rampe (32), dans lequel le bord latéral (33) de la première rampe (32) s'éloigne dans la section de son étendue de bord du premier niveau de hauteur (EN1, EN2) au second niveau de hauteur (Z1) avec une distance croissante en continu de la ligne d'inclinaison droite de la première rampe (32).
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 EP3208169A1 (fr) 2017-08-23
EP3208169B1 true EP3208169B1 (fr) 2020-10-14

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EP (1) EP3208169B1 (fr)
DE (1) DE102016202341A1 (fr)
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DE102018203421A1 (de) * 2018-03-07 2019-09-12 Siemens Aktiengesellschaft Fahrzeugbrückenkasten und ein mehrgliedriges Schienenfahrzeug
CN108860190B (zh) * 2018-06-15 2019-10-25 深圳怡丰自动化科技有限公司 轨道缝隙调节机构及车辆
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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USRE17807E (en) * 1930-09-16 Hopper car constructioh
US1161903A (en) * 1914-03-24 1915-11-30 J G Brill Co Platform for passenger-cars.
DE9315830U1 (de) * 1993-10-18 1993-12-23 Mann, Michael, 64367 Mühltal Einstieg-Bereich für zweigeschossige Schienenfahrzeuge
US7451512B2 (en) * 2004-05-10 2008-11-18 Kevin John Fullerton Bridging device
EP1966022B1 (fr) 2005-12-23 2014-05-07 Bombardier Transportation GmbH Vehicule ferroviaire transformable
FR2928601B1 (fr) * 2008-03-11 2011-09-09 Alstom Transport Sa Voiture de vehicule ferroviaire facilitant l'acces aux voyageurs a mobilite reduite
DE102011004984A1 (de) 2011-03-02 2012-09-06 Bombardier Transportation Gmbh Bauteil für Schienenfahrzeuge
FR2976891B1 (fr) * 2011-06-24 2016-10-21 Alstom Transport Sa Voiture de vehicule ferroviaire comprenant un systeme d'acces pour combler la lacune entre un nez de quai ferroviaire et un plancher de la voiture.

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Also Published As

Publication number Publication date
ES2834966T3 (es) 2021-06-21
EP3208169A1 (fr) 2017-08-23
PL3208169T3 (pl) 2021-04-19
DE102016202341A1 (de) 2017-08-17

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