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EP3909825B1 - Véhicules ferroviaires pourvu d'étage supérieur, d'étage inférieur et d'étage intermédiaire - Google Patents

Véhicules ferroviaires pourvu d'étage supérieur, d'étage inférieur et d'étage intermédiaire Download PDF

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Publication number
EP3909825B1
EP3909825B1 EP21170744.3A EP21170744A EP3909825B1 EP 3909825 B1 EP3909825 B1 EP 3909825B1 EP 21170744 A EP21170744 A EP 21170744A EP 3909825 B1 EP3909825 B1 EP 3909825B1
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EP
European Patent Office
Prior art keywords
floor
rail carriage
area
staircase
internal staircase
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EP21170744.3A
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German (de)
English (en)
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EP3909825A1 (fr
Inventor
Jörg Zechlin
Patrick Schmidt
Karsten Thiele
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
Original Assignee
Bombardier Transportation GmbH
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Publication of EP3909825A1 publication Critical patent/EP3909825A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B61D1/06—Carriages for ordinary railway passenger traffic with multiple deck arrangement

Definitions

  • the invention is in the field of rail vehicle technology and relates to a rail vehicle car for local, regional and long-distance passenger transport with an upper floor, a lower floor and an intermediate floor.
  • Double-decker cars Rail vehicles with upper deck and lower deck, so-called double-decker cars, have long been used for the efficient transport of passengers. Such double-decker cars allow a higher number of passengers to be transported compared to single-decker rail vehicles.
  • the use of double-decker coaches is also favorable where the length of the platform is comparatively short and therefore only rail vehicles with a short length can be used in order to still be able to offer a sufficient number of seats "per length" of rail vehicle.
  • the pamphlet EP 1 458 603 B1 On the other hand, the approach is that passengers can use only an internal staircase to get directly from the boarding area to the upper floor without going through an intermediate floor.
  • U.S. 2,281,581 is also a Described rail vehicle car with a lower floor, an upper floor arranged above the lower floor and an intermediate floor.
  • this is a dining car with a kitchen on the lower floor, so that the problem of passenger flows does not arise.
  • a stairway leads from the lower floor to the mezzanine floor, which at its upper end has a landing below the level of the mezzanine floor which is enlarged in terms of area.
  • a rail vehicle carriage comprises a lower floor, an upper floor arranged above the lower floor, an intermediate floor arranged offset in the longitudinal direction of the rail vehicle carriage to the upper floor and lower floor, a first interior staircase leading from the lower floor to the intermediate floor, and a second interior staircase leading from the intermediate floor to the upper floor.
  • the mezzanine has a traffic area and a platform, which borders the traffic area and is about one step higher than the traffic area.
  • the platform has a surface area that is at least 3 times as large, in particular at least 4 times as large or at least 4.5 times as large as the surface area of a step of the second internal staircase, with the traffic area of the mezzanine preferably being one has a larger surface area than the pedestal and, in particular, is at least twice as large as the pedestal.
  • the platform is raised relative to the traffic area of the mezzanine by a height which corresponds approximately to one step, for example the bottom step of the second internal staircase. As a result, the platform assumes the function of a further step below the bottom step of the second internal staircase. As a result, the second internal staircase can be made shorter and takes up less space.
  • the platform forms a kind of buffer area for passengers coming from the upper floor via the mezzanine floor to the lower floor or, for example, looking for a place on the mezzanine floor. This also applies vice versa for passengers who want to come from the lower floor to the upper floor. Passengers who only want to get to the mezzanine floor coming from the lower floor must however, do not step onto the podium.
  • the space in the mezzanine in front of the upper end of the first internal staircase and the lower end of the second internal staircase is thus preferably divided in two, with one part, adjacent to the first internal staircase, being formed by the traffic area of the mezzanine and the other part, adjacent to the second Internal staircase, through the landing. Passengers who reach the mezzanine floor via the first internal staircase then enter the mezzanine floor traffic area directly.
  • This division which can also be recognized by the passengers due to the different levels of traffic area and landing, means that passengers coming from the upper floor remain on the buffer area formed by the landing when the traffic area of the intermediate floor is occupied by passengers.
  • the first internal staircase therefore leads directly to or ends at the traffic area of the mezzanine, while the second internal staircase begins on the landing.
  • the traffic area of the mezzanine is to be understood here as the area of the inner floor which is available for the passengers to walk through.
  • an area immediately in front of a passenger seat is considered to be the necessary foot space for this passenger seat, which is occupied by a passenger sitting on this passenger seat, and is therefore not counted as part of the traffic area.
  • the traffic area is larger than the surface area of the platform.
  • the landing has a significantly larger area than the bottom step of the second internal staircase, a handrail is not required for the landing that takes on the function of another step. This also allows the handrail of the second internal staircase to be shortened, which also provides space for improved passenger flow.
  • the first and second internal stairs run in substantially opposite directions.
  • the first internal stair rises toward one end of the railway car, while the second internal stair rises away from that end.
  • the passenger flow from the first internal staircase to the second internal staircase therefore involves a complete turn.
  • the shortening of the second internal staircase through the formation of a further step as a landing therefore enables the passengers to reach the second internal staircase relatively quickly, despite the necessary turn.
  • the first internal staircase has a straight longitudinal course in the longitudinal direction of the rail vehicle car, i. H. the internal staircase runs in a straight line, parallel to the longitudinal direction of the rail vehicle carriage.
  • the second internal staircase optionally with the exception of its topmost step, has a straight longitudinal course and runs at an angle to the longitudinal direction of the rail vehicle carriage.
  • first and/or second internal stairway as a stairway running in a straight line enables cost-effective manufacture and a simpler construction with lower tolerance deviations.
  • interior stairs in the publication mentioned above DE 44 23 243 A1 the interior stairs, on the other hand, have a curved course. Curved staircases are structurally complex and have a comparatively high degree of dimensional inaccuracy, so that expensive rework is required during production. These disadvantages are avoided by the straight design of the first and/or second internal staircase.
  • the second internal staircase preferably runs at an angle to the longitudinal direction of the rail vehicle carriage.
  • the upper end of the second internal staircase ends approximately in the middle, in relation to a virtual longitudinal axis of the rail vehicle car, on the upper floor.
  • the lower end of the second internal staircase can then be offset laterally with respect to the virtual longitudinal axis of the rail vehicle car.
  • the first internal staircase is arranged, for example, in one side half of the rail vehicle with respect to the virtual longitudinal axis and runs parallel to it
  • the lower end of the second internal staircase is preferably offset to the opposite side half of the rail vehicle.
  • the upper end of the second internal staircase runs towards the lower end of the first internal staircase, these two ends of course being at different levels.
  • the sloping course of the second internal staircase provides additional space for the flow of passengers.
  • the space in front of the upper end of the first internal staircase is widened by the lower end of the second internal staircase, which is offset laterally with respect to the virtual longitudinal axis. From there, passengers can either get to other areas of the mezzanine or enter the landing and from there via the second Internal staircase to get to the upper floor.
  • the expanded space on the mezzanine in front of the top of the first internal staircase offers additional space, for example to provide an additional passenger seat or a luggage rack.
  • first and second internal stairs are asymmetrical with respect to the virtual longitudinal axis.
  • the first internal staircase can be arranged entirely within one side half of the rail vehicle, while the second internal staircase is predominantly arranged in the other side half of the rail vehicle and begins there, but then, running obliquely upwards, partially protrudes into the side half in which the first internal staircase is arranged.
  • the pedestal is therefore arranged offset to a side wall of the rail vehicle car with respect to the virtual longitudinal axis of the rail vehicle car.
  • the pedestal can only be located on one side of the rail vehicle car with respect to the virtual longitudinal axis of the rail vehicle car and can extend from the side wall approximately to the virtual longitudinal axis.
  • a single seat can be arranged in the mezzanine between the pedestal and the opposite side wall of the rail vehicle carriage, with sufficient space remaining for the passage of passengers between the pedestal and the single seat.
  • the second internal staircase is arranged to run obliquely to the virtual longitudinal axis, a space remains between it and the side wall closest to it, which space can be used, for example, as a technical room.
  • the angle at which the second internal staircase runs relative to the virtual longitudinal axis can be suitably adjusted in order to optimize both passenger flow and space.
  • the second internal stair has more steps than the first internal stair has.
  • the second internal staircase is therefore longer than the first internal staircase.
  • the platform has a first step edge to the traffic area, which essentially runs parallel to the longitudinal direction of the rail vehicle.
  • the pedestal can have a second step edge to the traffic area adjoins the first step edge and runs obliquely to the longitudinal direction of the rail vehicle car.
  • passengers can either use the traffic area to get to the first internal staircase or continue to other areas of the mezzanine. Since this involves a slightly different direction of movement for the passengers, the first and second step edges each run in such a way that the transition from the platform to the traffic area of the mezzanine is optimized for the respective direction of movement of the passengers.
  • the passengers preferably cross the corresponding edge of the step (passenger flow from the second internal staircase to the first internal staircase or from the second internal staircase to other areas of the mezzanine floor) perpendicularly to it and not at an angle to it, which would pose a tripping hazard. This improves passenger safety.
  • the upper floor comprises a first seating area and a second seating area.
  • the first seating area is arranged between the upper floor end (upper end) of the second internal staircase and the second seating area, the first seating area having passenger seats arranged transversely to the longitudinal direction.
  • the upper floor can have a luggage area which is arranged between the upper end of the second internal staircase and the second seating area.
  • the upper floor can thus have a second (or sole) seating area with passenger seats that are arranged in the longitudinal direction of the rail vehicle car (i.e.
  • the luggage compartment can also be provided on only one side in the upper floor, in which case passenger seats (in a transverse or longitudinal arrangement) can then be arranged on the opposite side.
  • the aim of all these variants is to initially offer passengers arriving via the second internal staircase to the upper floor an area with a relatively wide aisle, so that the passengers can reach the lower areas of the upper floor relatively quickly from the second internal staircase.
  • Both the luggage area and the first seating area have a comparatively wide aisle.
  • passenger seats are in the mezzanine adjacent to or adjacent to the landing with their backrests facing the landing are arranged. These passenger seats are typically located on the same side half as the pedestal. In this way, the space on the mezzanine is better utilized.
  • the rail vehicle has an entry area with passenger doors for boarding and alighting.
  • the first internal staircase leads from the entry area to the mezzanine.
  • the boarding area is typically part of the lower floor and is located between the bottom of the first internal staircase and a seating, luggage or general purpose area which may also include a passenger toilet. Passengers can therefore reach this area directly from the boarding area without having to use one of the two internal stairs.
  • the rail vehicle car has two intermediate floors at each of its longitudinal ends.
  • the upper floor and the lower floor are each arranged between the two intermediate floors, with a first inner staircase being arranged from the lower floor to each of the two intermediate floors and an upper inner staircase being arranged from each of the two intermediate floors to the upper floor.
  • passengers can thus reach the upper floor at both longitudinal ends of the rail vehicle carriage.
  • the two intermediate floors are arranged above the bogies of the rail vehicle car.
  • the rail vehicle car is only single-deck, while the rail vehicle car is double-deck in the area between the bogies.
  • figure 1 12 shows a rail car according to an embodiment.
  • the rail vehicle 100 is supported on two bogies 101 which are arranged in the area of the longitudinal ends of the rail vehicle 100 .
  • Above each of the bogies 101 is an intermediate floor 130.
  • the inner floor of the intermediate floor 130, which forms a traffic area 131 of the intermediate floor 130, is a high-floor area of the rail vehicle 100 in the embodiment shown here.
  • the inner floor 111 of the lower floor 110 is below the inner floor 131 of the intermediate floor 130 and therefore forms a low-floor area of the rail vehicle 100.
  • the lower floor 110 preferably a respective entry area 112 of the lower floor 110, is connected to the respective intermediate floor 130 via a respective first internal staircase 140.
  • the upper floor 120 can be reached via a second internal staircase 150 from the respective intermediate floor 130 .
  • the inner floor 121 of the upper floor 120 towards its ends, which point to the respective intermediate floor 130, slightly rising in order to allow a greater ceiling height in the entrance area 112 below.
  • the rail vehicle carriage 100 therefore has two single-story areas 103, which are formed by the two intermediate floors 130, and a double-story area 104, which is seen in the longitudinal direction between the two single-story areas 103 and the lower floor 110 and the upper floor 120 includes.
  • figure 3 shows a top view of part of the lower floor 110 and the intermediate floor 130.
  • figure 2 shows, however, a part of the upper floor 120 and a part of the intermediate floor 130.
  • the representation of the intermediate floor 130 in figure 2 is through the in figure 1 visible roof step 102 limited.
  • figure 4 shows an enlarged view of the intermediate floor 130.
  • the first interior staircase 140 leads from the lower floor 110 to the mezzanine floor 130.
  • the lower end 144 of the first interior staircase 140 is therefore located on or in the lower floor 110, while the upper end 145 of the first interior staircase 140 leads to the mezzanine floor 130 and in particular to the traffic area 131 of the mezzanine floor 130 leads and ends there.
  • the first internal staircase 140 has three steps 141, 142, 143, 141 designating the lowest step and 143 the top step.
  • the first internal staircase 140 is laterally offset with respect to a virtual longitudinal axis 160 of the rail vehicle 100 and is located practically directly next to a side wall 107 of the railway vehicle 100.
  • the first internal staircase 140 is thus arranged entirely in one side half of the railway vehicle 100.
  • the first internal staircase 140 is therefore laterally offset relative to the side wall 107 with respect to the virtual longitudinal axis 160 . This leaves sufficient space between the first internal staircase 140 and an opposite side wall 106 of the rail vehicle 100, which is used in particular for the second internal staircase 150.
  • the second internal staircase 150 runs in a straight line. However, the second internal staircase 150 runs at an angle to the virtual longitudinal axis 160 of the rail vehicle 100. In the embodiment shown here, the lower end 162 of the second internal staircase 150 is located almost completely inside the other side half of the rail vehicle 100. Starting there, the second internal staircase 150 crosses as it runs to the upper floor 120 partially the virtual longitudinal axis 160 and runs thus, seen in plan, towards the lower end 144 of the first internal staircase 140, but in order to end in the upper floor 120. The lower end 162 of the second internal staircase 150 and the upper end 145 of the first internal staircase 140 are arranged offset to one another, as seen in the longitudinal direction of the rail vehicle.
  • the space in front of the upper end 145 of the first internal stairway 140 is expanded.
  • This room is in figure 4 indicated by 131a and is referred to as the partial traffic area of the mezzanine floor 130.
  • a platform 132 is arranged in the spatial area in front of the lower end 162 of the second internal staircase 150, which platform is raised compared to the partial traffic area 131a by approximately the height of a stair step.
  • the spatial area in front of the upper end 145 of the first internal staircase 140 and the lower end 162 of the second internal staircase 150 and between the two side walls 106 and 107 is roughly divided in two. One part is taken up by the partial traffic area 131a and the other part is taken up by the pedestal 132 .
  • a passenger wants to get from the lower floor 110, specifically from the boarding area 112, to the upper floor 120, he will first use the first internal staircase 140 and thereby get to the first sub-traffic area 131a of the intermediate floor 130. In order to get to the second interior staircase 150 , the passenger then has to step onto the landing 132 .
  • the direction of travel of the passenger is in the Figures 2 and 3 each indicated with a dash-dotted arrow.
  • the second internal staircase 150 can be made shorter. This also shortens a handrail 157 (see figure 2 ) of the second internal staircase 150, so that the lower end 158 of the handrail 157 projects less far into the mezzanine 130. Even if a stepped edge is formed between the traffic area 131, in particular between the partial traffic area 131a, and the platform 132, there is no need for a handrail or any other holding means for the passengers to hold on to. From the point of view of the relevant standards (e.g.
  • the landing 132 which is significantly larger in terms of surface area than the size of a step, is not considered part of a staircase, so that a handrail is not required here can.
  • the platform 132 can, for example, be at least 3 times as large in terms of area as a step of the second internal staircase 150, preferably even at least 4 times. According to one embodiment, the platform 132 is approximately 4.4 to 4.8 times larger in area than a step of the second internal staircase 150.
  • the surface of the platform 132 is thus sufficiently large to allow a Passenger can stand safely on the pedestal 132 and, if necessary, can also take evasive steps due to the driving movements of the rail vehicle carriage 100 on the pedestal 132 in order to maintain their balance.
  • the steps 151 to 155 of the second internal staircase 150 are preferably all essentially the same size, possibly with the exception of an optional top step 156.
  • the second internal staircase 150 would have to be lengthened by one step. As a result, the handrail 157 would also become longer and the passengers would thus take a greater or longer "arc" in order to get from the first internal staircase 140 to the second internal staircase 150 . Since the provision of the platform 132 advantageously makes the second internal staircase 150 shorter, the path that a passenger has to take is shortened and the passenger flow is thus improved overall.
  • the platform 132 has a first step edge 133 towards the traffic area 131 , which runs parallel to the virtual longitudinal axis 160 .
  • the first step edge 133 even runs along the virtual longitudinal axis 160.
  • a second step edge 134 runs obliquely from the first step edge 133 to the virtual longitudinal axis 160. This arrangement of the two step edges 133 and 134 makes it easier for passengers to get off the platform 132 either to get to the first internal staircase 140 or to step further into the mezzanine floor 130, thereby vertically exceeding the respective step edge 133, 134.
  • the traffic area 131 of the intermediate floor 130 is virtually divided into the partial traffic area 131a and a further partial traffic area 131b.
  • the subdivision was made according to whether an area of the traffic area 131 is used for the flow of passengers from the first internal staircase 140 to the second internal staircase 150 or not.
  • the border between the two partial traffic areas 131a and 131b is in figure 4 somewhat arbitrary, of course, since no clear and exact boundary can be drawn.
  • the partial traffic area 131b is essentially formed by the area of the traffic area 131 that is located between the passenger seats 136 .
  • the remaining area was assigned to sub-traffic area 131a.
  • This technical room 113 can extend from the lower floor 110 to the upper floor 120 .
  • the technical room 113 is essentially limited to the area of the lower floor 110 and a luggage rack 122 is provided in the area of the upper floor 120 above the technical room 113 next to the ascending second internal staircase 150 .
  • the technical room 113 is accessible from the lower floor 110, in particular from the entry area 112.
  • the second interior staircase 150 can have an optional uppermost step 156, which has a kind of wedge shape.
  • this step 156 can also be structurally designed as part of the upper floor 120 and then no longer belongs to the second internal staircase 150.
  • the second internal staircase 150 then has a completely straight course and all of its steps 151-155 are practically the same, with 151 being the lowest Step and 155 the top step of the second internal staircase 150 is designated.
  • the upper end 161 of the second internal staircase 150 then leads to the wedge-shaped step 156. This allows the second internal staircase 150 to be designed, manufactured and installed efficiently and inexpensively.
  • a passenger From the second internal staircase 150, a passenger first gets into a first seating area 123 of the upper floor 120 and then into a second seating area 124.
  • the passenger seats are arranged transversely to the longitudinal extent of the rail vehicle 100 and can be designed, for example, as folding seats.
  • the foot area assigned to the passenger seats is indicated by cross-hatching. If this foot area is viewed as part of the aisle between the passenger seats, then the first seating area 123 has a wider aisle than the second seating area 124.
  • a luggage area can also be provided there or there can be passenger seats on one side of the first seating area 123 , on the opposite side a luggage rack.
  • the lower deck 110 also includes a seating area 114 .
  • the boarding area 112 is arranged between this seating area 114 and the first internal staircase 140 .
  • the mezzanine 130 there is also a seating area with passenger seats, here also as double seats 136.
  • the double seat 136 which is directly adjacent to the pedestal 132, is arranged in such a way that its two backrests point towards the pedestal 132. While specific embodiments have been illustrated and described herein, it is within the scope of the present invention to appropriately modify the embodiments shown without departing from the scope of the present claims.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
  • Steps, Ramps, And Handrails (AREA)

Claims (15)

  1. Voiture de véhicule ferroviaire, présentant :
    un étage inférieur (110), un étage supérieur (120) disposé au-dessus de l'étage inférieur (110), un étage intermédiaire (130) décalé par rapport à l'étage supérieur (120) et à l'étage inférieur (110) dans la direction longitudinale de la voiture de véhicule ferroviaire, un premier escalier intérieur (140) menant de l'étage inférieur (110) vers l'étage intermédiaire (130) et un second escalier intérieur (150) menant de l'étage intermédiaire (130) vers l'étage supérieur (120),
    caractérisée en ce que
    l'étage intermédiaire (130) présente une surface de circulation (131) et un palier (132) qui est adjacent à la surface de circulation (131) et situé à une hauteur supérieure d'environ une marche d'escalier à la surface de circulation (131), et dans laquelle le palier (132) possède une aire qui est au moins 3 fois plus grande, en particulier au moins 4 fois plus grande, que l'aire d'une marche d'escalier (151) du second escalier intérieur (150).
  2. Voiture de véhicule ferroviaire selon la revendication 1, dans laquelle le premier escalier intérieur (140) possède un tracé longitudinal droit dans la direction longitudinale de la voiture de véhicule ferroviaire.
  3. Voiture de véhicule ferroviaire selon la revendication 1 ou 2, dans laquelle le second escalier intérieur (150) possède un tracé longitudinal droit, éventuellement jusqu'à sa marche d'escalier la plus haute, et s'étend de manière oblique par rapport à la direction longitudinale de la voiture de véhicule ferroviaire.
  4. Voiture de véhicule ferroviaire selon l'une des revendications précédentes, dans laquelle le second escalier intérieur (150) possède plus de marches d'escalier que le premier escalier intérieur (140).
  5. Voiture de véhicule ferroviaire selon l'une des revendications précédentes, dans laquelle le palier (132) présente un premier bord de marche (133) vers la surface de circulation (131), lequel premier bord s'étend sensiblement parallèlement à la direction longitudinale de la voiture de véhicule ferroviaire.
  6. Voiture de véhicule ferroviaire selon la revendication 5, dans laquelle le palier (132) présente un second bord de marche (134) vers la surface de circulation (131), lequel second bord est adjacent au premier bord de marche (133) et s'étend de manière oblique par rapport à la direction longitudinale de la voiture de véhicule ferroviaire.
  7. Voiture de véhicule ferroviaire selon l'une des revendications précédentes, dans laquelle le palier (132) est disposé de manière à être décalé par rapport à une paroi latérale (106) de la voiture de véhicule ferroviaire, par référence à un axe longitudinal virtuel (160) de la voiture de véhicule ferroviaire.
  8. Voiture de véhicule ferroviaire selon la revendication 7, dans laquelle le palier (132) est disposé seulement sur un côté de la voiture de véhicule ferroviaire par rapport à l'axe longitudinal virtuel (160) de la voiture de véhicule ferroviaire et s'étend depuis la paroi latérale (106) jusqu'à environ l'axe longitudinal virtuel (160).
  9. Voiture de véhicule ferroviaire selon la revendication 7 ou 8, dans laquelle un siège individuel (135) est disposé à l'étage intermédiaire (130) entre le palier (132) et une paroi latérale opposée (107) de la voiture de véhicule ferroviaire, suffisamment de place restant pour le passage de passagers entre le palier (132) et le siège individuel (135).
  10. Voiture de véhicule ferroviaire selon l'une des revendications précédentes, dans laquelle l'étage supérieur (120) présente une première zone de siège (123) et une seconde zone de siège (124), la première zone de siège (123) étant disposée entre l'extrémité du second escalier intérieur (150) se terminant à l'étage supérieur (120) et la seconde zone de siège (124), et la première zone de siège (123) présentant des sièges passagers disposés transversalement par rapport à la direction longitudinale, la première zone de siège (123) comprenant en outre éventuellement une zone pour bagages en direction du second escalier intérieur (150).
  11. Voiture de véhicule ferroviaire selon l'une des revendications 1 à 9, dans laquelle l'étage supérieur (120) présente une zone de siège (124) et une zone pour bagages disposée entre l'extrémité du second escalier intérieur (150) se terminant à l'étage supérieur (120) et la zone de siège (124).
  12. Voiture de véhicule ferroviaire selon l'une des revendications précédentes, dans laquelle des sièges passagers sont disposés à l'étage intermédiaire (130) adjacents au palier (132) et avec leurs dossiers tournés vers le palier (132).
  13. Voiture de véhicule ferroviaire selon l'une des revendications précédentes, dans laquelle la voiture de véhicule ferroviaire présente une zone d'embarquement (112) comportant des portes passagers (105) pour l'embarquement et le débarquement, le premier escalier intérieur (140) menant de la zone d'embarquement (112) vers l'étage intermédiaire (130).
  14. Voiture de véhicule ferroviaire selon l'une des revendications précédentes, dans laquelle la voiture de véhicule ferroviaire présente respectivement un étage intermédiaire (130) au niveau de chacune de ses extrémités longitudinales et l'étage supérieur (120) et l'étage inférieur (110) sont respectivement disposés entre les deux étages intermédiaires (130), respectivement un premier escalier intérieur (140) menant de l'étage inférieur (110) vers chacun des deux étages intermédiaires (130) et respectivement un second escalier intérieur (150) menant de chacun des deux étages intermédiaires (130) vers l'étage supérieur (120).
  15. Voiture de véhicule ferroviaire selon l'une des revendications précédentes, dans laquelle un local technique (113) est disposé entre le second escalier intérieur (140) et la paroi latérale (106) la plus proche de celui-ci.
EP21170744.3A 2020-04-29 2021-04-27 Véhicules ferroviaires pourvu d'étage supérieur, d'étage inférieur et d'étage intermédiaire Active EP3909825B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102020111722.1A DE102020111722A1 (de) 2020-04-29 2020-04-29 Schienenfahrzeugwagen mit Oberstock, Unterstock und Zwischenstock

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Publication Number Publication Date
EP3909825A1 EP3909825A1 (fr) 2021-11-17
EP3909825B1 true EP3909825B1 (fr) 2023-05-31

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EP (1) EP3909825B1 (fr)
DE (1) DE102020111722A1 (fr)
ES (1) ES2954630T3 (fr)

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DE4423243C2 (de) 1994-07-02 2000-04-06 Dwa Deutsche Waggonbau Gmbh Treppenanordnung und -ausführung in doppelstöckigen Schienenfahrzeugen, insbesondere Nahverkehrs- Reisezugwagen
FR2738208B1 (fr) * 1995-09-04 1997-10-03 Gec Alsthom Transport Sa Voiture deux niveaux a circulation continue a l'etage superieur et a acces a partir d'un quai haut
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DE102006042070B4 (de) * 2006-09-05 2019-05-09 Bombardier Transportation Gmbh Schienenfahrzeug mit Restaurantbereich
DE102016109758A1 (de) 2016-05-26 2017-11-30 Bombardier Transportation Gmbh Personentransportfahrzeug

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